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Engine codes.
Engine specs.
Crossmembers.
Gearboxes.
Engine codes.
Most of these codes came from Matti's site.
Toyota uses the same option codes across most of its engines.
| TOYOTA | |||
| MODEL | A-RA28-MQGU-GG | ||
| ENGINE | 18R-GU 1968cc/120.0cu.in. | ||
| o | FRAME No. | RA28-020580 | o |
| COLOR/TRIM | 023 FP23 | ||
| TRANS/AXLE | P51 F312 O-12 | ||
| PLANT/G.V.W. | A41 | ||
Re: Should I go for 1G or 3S? I should says 1g.less headache for rwd configuration compare to 3s.unless you go for 3sge beams.as far as i know both engine you mention 1g-fe and 3s-fe are design for economy which is norrow angle head.compare to 1g-ge and 3s-ge. Manuals and User Guides for Toyota 4A-GE. We have 3 Toyota 4A-GE manuals available for free PDF download: Repair Manual Toyota 4A-GE Repair Manual (455 pages). G - G series engines (1G-FE). S - 'S' series engines (4S-FE). JZ - engines of the series 'JZ' (1JZ-GE, 1JZ-GTE, 2JZ-GE). L - engines series 'L' (2L-TE). The Toyota Cresta repair manual is a digitized copy of the paper manual. The electronic version loaded into the tablet or phone will always be at hand during car maintenance and repair.
| ENGINE | TOYOTA MOTOR CO.LTD. |
| 22R | JT2RA42CXB3123456 |
| 2366cc 144.4 cu.in. | |
| o | o |
| MODEL | RA43L-BCMSSA |
| C/TRA/TM | 033 FB11 T312 W50 |
The numbers before the first letter is the version number of the engine
(i.e. version 1, version 2, ... , version 18 ...).
After the dash we have the options as follows:
| B | Dual standard carbs (only used on non-twin cam engines, obsolete code) |
| C | Californian pollution control (also most of the world) |
| D | Uses leaded fuel (Super) when base engine uses regular |
| E | Electronic Fuel Injection |
| F | Twin Cam (economy) |
| G | Twin Cam (sports) with multiple sidedraft carbs (unless EFI) |
| H | Unknown but never combined with -B or -C |
| i | Single point fuel injection |
| II | Unknown - possibly denotes L.A.S.R.E |
| J | Unknown, possibly autochoke, possibly another anti-pollution control |
| L | Transverse mounted engine (only used around 1985 when transverse was new) |
| LPG | LPG fuel |
| M | Phillipines market (details unknown) |
| P | LPG fuel |
| R | Low compression for regular (not super or premium) fuel. |
| S | Swirl intake ports (only a few made in mid '80s) |
| S | Direct injection & swirl pot pistons (starting from '97/98) |
| T | Turbocharged |
| U | Japanese pollution control (introduction of 'U'nleaded?). Engine uses TTC-C, TTC-L or TTC-V. |
| Z | Supercharged |
| 18R-C | is an 2000cc R series engine, 18th version, with Californian emmisions control |
| 18R-GUE | is a 2000cc R series engine, 18th version, with twin cam head, Japanese emmisions control and EFI |
| 3T-GTE | is a 1800cc T series engine, 3rd version, with twin cam head, turbo and EFI |
| 2T | is a 1600cc T series engine, 2nd version, with no special options |
| 12T-U | is a 1600cc T series engine, with TTC-C pollution control |
| 13T-U | is a 1800cc T series engine, with TTC-L pollution control |
Engine specs
Capacity = Bore² xpix Stroke x Cylinders / 4000
Eg for 18R
88.5mm x 88.5mm x 3.14159 x 80.0mm x 4 / 4000 = 1968cc
| Series | Type | Size | Bore x Stroke, Pitch | Years | Comments |
|---|---|---|---|---|---|
| 1A | I4 | 1500cc | |||
| 2A | I4 | 1300cc | |||
| 3A | I4 | 1452cc | 77.5 x 77.0mm | ||
| 4A | I4 | 1587cc | 81.0 x 77.0mm | ||
| 5A | I4 | 1498cc | 78.7 x 77.0mm | 1992-1999 | |
| 7A | I4 | 1762cc | 81.0 x 85.5mm | 1992-1999 | |
| B | I6 | 3386cc | 84.1 x 101.6mm | ||
| B | I6 diesel | 2977cc | -1977 | ||
| 2B | I6 diesel | 3168cc | |||
| 1C | I4 diesel | 1839cc | 83.0 x 85.0mm | ||
| 2C | I4 diesel | 1974cc | 86.0 x 85.0mm | ||
| 2D | I6 diesel | 6494cc | |||
| F | I6 | 3878cc | 90.0 x 101.6mm | 1955-1975 | |
| 2F | I6 | 4230cc | 1975- | ||
| 1G | I6 | 1988cc | 75.0 x 75.0mm | ||
| H | I6 | 3576cc | 1972- | ||
| 2J | 2481cc | -1972 | |||
| K | I4 | 1100cc | 75.0 x 61.0mm | ||
| 2K | I4 | 72.0 x ?mm | |||
| 3K | I4 | 1166cc | 75.0 x 66.0mm | ||
| 4K | I4 | 1290cc | 75.0 x 73.0mm | ||
| 5K | I4 | 1486cc | 80.5 x 73.0mm | ||
| 7K | I4 | 1800cc | |||
| L | I4 diesel | ||||
| 2L | I4 diesel | 2446cc | 92.0 x 92.0mm | ||
| M | I6 | 1988cc | 75.0 x 75.0mm | 1967-1983 | turbocharger option in 1982-1983 |
| 2M | I6 | 2253cc | 75.0 x 85.0mm | ||
| 3M | I6 | 1988cc | 75.0 x 75.0mm | Twincam version of M | |
| 4M | I6 | 2563cc | 80.0 x 85.0mm | 1971-1980 | |
| 5M | I6 | 2759cc | 83.0 x 85.0mm | 1981- | |
| 6M | I6 | 2954cc | 83.0 x 91.0mm | 1984- | |
| 7M | I6 | 2954cc | 83.0 x 91.0mm | 1986- | |
| P | I4 | 977cc | 68.93 x 65.45mm | ||
| 2P | I4 | 1198cc | 76.6 x 65.0mm | ||
| 3P | I4 | 1345cc | 76.6 x 73.0mm | ||
| 4P | I4 | 1345cc | 76.6 x 73.0mm | ||
| R | I4 | 1453cc | 77.0 x 78.0mm | ||
| 2R | I4 | 1490cc | 78.0 x 78.0mm | ||
| 3R | I4 | 1896cc | 87.8 x 78.0mm | Pushrod, OHV, 3 bearings | |
| 4R | I4 | 1587cc | 80.5 x 78.0mm | 1966-1971 | Pushrod. Always seems to have dual carbs |
| 5R | I4 | 1994cc | 88.0 x 82.0mm | Pushrod, OHV, 3 bearings | |
| 6R | I4 | 1707cc | 86.0 x 73.5mm | SOHC | |
| 7R | I4 | 1591cc | 86.0 x 68.5mm | SOHC | |
| 8R | I4 | 1858cc | 86.0 x 80.0mm | SOHC, DOHC | |
| 9R | I4 | 1587cc | 80.5 x 78.0mm | Twincam version of 4R | |
| 10R | I4 | 1858cc | 86.0 x 80mm | 1969-1971 | Twincam version of 8R, introduced in Sept 1969, renamed to 8R-G in Feb 1971 |
| 12R | I4 | 1587cc | 80.5 x 78.0mm | 1971-1982 | Pushrod. Replaced 4R |
| 16R | I4 | 1808cc | 88.5 x 73.5mm | 1973-1979 | |
| 18R | I4 | 1968cc | 88.5 x 80.0, 138mm | 1972-1982 | SOHC, DOHC, 5 bearings |
| 19R | I4 | 1968cc | 88.5 x 80.0mm | 1974-1977 | |
| 20R | I4 | 2189cc | 88.5 x 89.0mm | 1972-1980 | Shares many parts with 21R and 22R |
| 21R | I4 | 1972cc | 84.0 x 89.0mm | ||
| 22R | I4 | 2366cc | 92.0 x 89.0mm | 1981-1995 | Use with 20R head for increased compression ratio |
| 1S | I4 | 1832cc | 80.5 x 90.0mm | ||
| 2S | I4 | 1995cc | 84.0 x 90.0mm | ||
| 3S | I4 | 1998cc | 84.2 x 90.1mm | ||
| 4S | I4 | 1838cc | 82.5 x 86.0mm | ||
| 5S | I4 | 2163cc | 87.0 x 91.0mm | 1995-1999 | |
| T | I4 | 1407cc | 80.0 x 70.0mm | ||
| 2T | I4 | 1588cc | 85.0 x 70.0mm | 2T-U uses TTC-C | |
| 3T | I4 | 1770cc | 85.0 x 78.0mm | ||
| 4T(road) | I4 | 1791cc | 200 road units to homologate the race version | ||
| 4T (race) | I4 | 2090cc | 89.0 x 84.0mm | 20 Gr.B racing units, all with KKK turbos | |
| 12T | I4 | 1588cc | 85.0 x 70.0mm | same as 2T with different anti pollution controls | |
| 13T | I4 | 1770cc | 85.0 x 78.0mm | same as 3T with different anti pollution controls | |
| V | V8 | 2599cc | 78.0 x 68.0mm | 196x-? | Only in the Crown V8 and Century |
| 5V | V8 | 3994cc | 87.0 x 84.0mm | 1995-1997 | Only in the Century. Replaced by the V12 1GZ |
| 1X | I4 | 1892cc | Starfire engine from GM-Holden Australia for use in the Corona XT130 | ||
| Y | I4 | 1600cc | |||
| 2Y | I4 | 1812cc | 86.0 x 78.0mm | ||
| 3Y | I4 | 2000cc | |||
| 4Y | I4 | ||||
| 1FZ | I6 | 4163cc | 94.0 x 100.0mm | 1992-1998 | |
| 1GZ | V12 | 4996cc | 81.0 x 80.8mm | 1998- | |
| 1JZ | I6 | 2492cc | 86.0 x 71.5mm | 1992-1999 | |
| 2JZ | I6 | 2997cc | 86.0 x 86.0mm | 1992-1999 | |
| 1MZ | V6 | 4996cc | 87.5 x 83.8mm | 1995-1999 | |
| 2MZ | V6 | 2496cc | 87.5 x 69.2mm | 1998-1999 | |
| 3RZ | I4 | 2693cc | 95.0 x 95.0mm | 1998-1999 | |
| 1UZ | V8 | 3968cc | 87.5 x 82.5, 105.5mm | 1992-1999 | Alloy block, quad cam V8 for LS400, SC400 and Crown |
| 2UZ | V8 | 4664cc | 94.0 x 84.0mm | 1998- | Iron block, quad cam V8 for the Landcruiser |
| 3UZ | V8 | 4292cc | 91.0 x 82.5 | Alloy block, quad cam V8 for LS430, SC430 and Crown | |
| 3VZ | V6 | 2958cc | 87.5 x 82.0mm | 1992-1996 | |
| 4VZ | V6 | 2496cc | 87.5 x 69.2mm | 1992-1996 | |
| 5VZ | V6 | 3378cc | 93.5 x 82.0mm | 1998-1999 |
Cross members
| A | Distance between chassis-crossmember front bolts |
| B | Distance between chassis-crossmember rear bolts |
| C | Distance between front and rear chassis-crossmember bolts |
| D | Distance between centres of top strut bearings |
| E | Distance between lower arm pivot points |
| F | Length of lower arms |
| K | Distance between bolts on steering knuckle |
| Car | A | B | C | D | E | F | K |
|---|---|---|---|---|---|---|---|
| Carina A10/11/12/15/16 Celica A20/21/22/25/27 | 726.6mm | 705mm | 114mm | 970.8mm | |||
| Carina A17/18/3#/4# Celica A23/24/28/29/35/4# | 751mm | 733mm | 114mm | 1015mm | 588mm | 290mm | 95mm |
| Supra 4# | 740mm | 725mm | |||||
| Celica A6# | 755mm | 755mm | 85mm | 670mm | 290mm | 105mm | |
| Corolla E3# (and E5# ? | 718mm | 718mm | 125mm | ||||
| Corolla E7# | 775mm | 755mm | |||||
| Corona T13# | 751mm | 733mm | 114mm | 95mm | |||
| Corona T14# | 105mm | ||||||
| Cressida X6# | 95mm |
Gearboxes
| TOYOTA | |||
| MODEL | A-RA28-MQGU-GG | ||
| ENGINE | 18R-GU 1968cc/120.0cu.in. | ||
| o | FRAME No. | RA28-020580 | o |
| COLOR/TRIM | 023 FP23 | ||
| TRANS/AXLE | P51 F312 O-12 | ||
| PLANT/G.V.W. | A41 | ||
| ENGINE | TOYOTA MOTOR CO.LTD. |
| 22R | JT2RA42CXB3123456 |
| 2366cc 144.4 cu.in. | |
| o | o |
| MODEL | RA43L-BCMSSA |
| C/TRA/TM | 033 FB11 T312 W50 |
| K40 | alloy | 4 speed manual, usually behind K engines |
| K50 | alloy | 5 speed manual, usually behind K engines |
| T40 | alloy | 4 speed manual, usually behind T engines |
| T50 | alloy | 5 speed manual, usually behind T engines. Major internal revision part way through Corolla AE70. |
| W40 | steel | 4 speed manual, usually behind R and M engines |
| W42 | ? | 4 speed manual |
| W45 | alloy | 4 speed manual, behind Rand T engines |
| W50 | steel | 5 speed manual, usually behind R, M and early 1G engines |
| W51 | steel | 5 speed manual, usually behind later R and M engines |
| W52 | ? | 5 speed manual |
| W55 | alloy | 5 speed manual, behind R and turbo T engines |
| W56 | alloy | 5 speed manual |
| W57 | alloy | 5 speed manual, behind G engines (Supra, Cressida) |
| W58 | alloy | 5 speed manual, behind M engines (Supra, Cressida) |
| P51 | steel | 5 speed manual, close ratio box usually behind 18R-G engines Uses Porsche style syncromesh |
| A30 | ? | 3 speed auto, until August 1973 |
| A40 | ? | 3 speed auto, after August 1973 |
| A40D | ? | 4 speed auto |
| L40 L45 | 4 speed manual, usually behind K, R and L engines in 4WD and cargo vehicles | |
| L50 L52 | ? | 5 speed manual, usually behind K, R and L engines in 4WD and cargo vehicles |
| H42 | 4 speed manual, land cruiser | |
| G52 | 5 speed manual, in pickup and 4Runner | |
| A1xx | ? | FWD auto |
| A1xxF | ? | 4WD auto |
| A2xx | ? | FWD auto |
The same gearbox can have different length rear extensions in different cars.
The same gearbox can have different bellhousings in different cars.
However, the central part can still be swapped.
Exception is late AE70 T50 rear extension will not fit earlier T50 core.
| EngineGearbox | A40 | W50 | W55 | T50 |
|---|---|---|---|---|
| M series | o | o | o | |
| R series | o | o | o | |
| T series | o | o | o | |
| G series | o | o | o | |
| S series | o | o | ||
| A series | o | o |
Every entry in the above table requires a unique bellhousing.
The A40 column includes the A20/A30/A40/A40D .
The W50 column includes the W40/W42/W50/W52/P51 .
The W55 column includes the W45/W55/W56/W57/W58 .
The T50 column includes the T40/T50 .
The T and G series engines have different bellhousings (clutch cylinder on other side) but are otherwise interchangeable.
W series gearboxes have a separate bellhousing.
Different bellhousings are used to connect a W50 gearbox to an R or M series engine.
Different bellhousings are used to connect a W55 gearbox to an R or T series engine.
Alloy W5# gearboxes are interchangeable with each other.
Alloy and steel W5# gearboxes are not interchangeable with each other.
W50 bellhousings do not fit the W55 gearbox and vice versa.
W55 bellhousings do fit the W56 and W57 gearboxes and vice versa.
W58 bellhousings are only compatible with W58 gearboxes.
All W## gearboxes after 1970 had the same output spline as the A## automatic gearboxes.
Some cars such as the MX13 Mark II came only with a W40 that had a unique rear extension and no W50 option.
It might be possible to use a W50 core combined with the old W40 bellhousing and rear extension.
All members of an engine family (eg 4R and 18R) can share gearboxes.
Input shaft splines may differ.
Flywheels and clutch diaphrams usually differ.
Some Celicas, Corollas and Coronas from around 1982 had the 3T-GTE engine with the alloy W55 gearbox.
Around this time the 18R-G was also available with the W55.
Different bellhousings were used.
Bellhousings for T and G engines seem to be compatible.
The Japanese GX51 Cresta has a 1G with W50 gearbox.
Any W50 and this rare Cresta bellhousing could be used behind a 3T-GTE.
The 3T-GTE normally has a bellhousing for a W55 but can use a 1G bellhousing (clutch slave on other side).
I have heard rumours that bellhousings for C engines are the same for either S or A engines.
One of these rumuors must be false.
Being compatible with A engines is more likely to be true.
The ST141 Corona uses a 2S engine mounted north-south.
Use this gearbox to put a 3S engine into older cars.
You will probably still have problems with the distributor hitting the firewall but you can use a crank angle sensor with an aftermarket computer.
| D | Overdrive |
| E | Electronically controlled |
| F | 4WD |
| L | ? |
Last updated 19 Dec 2012
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When most people think of “Toyota,” the first word that comes to mind is “quality.” If Toyota is known for anything, it’s building reliable vehicles that run for years. Of course, inside every reliable car is a reliable engine.
Toyota’s engine durability – from a base model Toyota Camry to a Lexus LFA supercar – is top notch. Many Toyota engines have won the coveted Ward’s 10 Best Engine Award, and analysis from the Long Term Quality Index shows Toyota (and Lexus) as the top-tier brands.
In honor of Toyota’s excellent engines, here’s a completely subjective list of the 10 Best Toyota Engines of all time.
#1. The 2ZZ-GE
The 2ZZ-GE is a 1.8L inline 4-cylinder engine in production since 1999. It was produced by Toyota through 2006, and Lotus continued to build the engine through 2011 (more about Lotus below).
An all aluminum engine, the 2zz-GE was used in a variety of Toyota vehicles (the Matrix and Celica GT-S being the most common). Depending on the model year and vehicle, the 1.8L 2ZZ-GE engine could produce up to 190 horsepower.
The engine’s awesome horsepower to weight ratio caught the attention of British sports car company Lotus. Lotus used the 2ZZ-GE in the Elise and Exige, adding a supercharger and upping the max output to as much as 240hp.
With an optional supercharger from Lotus, the spritely 1.8L Toyota engine could produce as much as 240hp.
The 2ZZ-GE has garnered a bit of a cult following, as it’s easy to source, easy to upgrade, and powerful despite its small size and displacement. The engine is often swapped into the 2000-2005 Toyota MR2 Spyder.
#2. The 2JZ-GTE
The 2JZ-GTE is the Toyota Supra’s famous turbocharged inline 6-cylinder. Extremely durable, it features a cast iron engine block, aluminum heads, and perhaps the smoothest acceleration ever found in a twin-turbo engine.
Produced between 1991 and 2002, the engine is highly desirable. Many are imported from Japan and swapped into custom vehicles, from late-model Scion FR-S coupes to BMW sedans.
#3. The 22R-E
The 22R-E helped solidify Toyota’s reputation for building tough, reliable trucks. First produced in 1982, the 22R-E became the standard option on Toyota pickups and 4Runners in 1984. Toyota continued to offer the 22R-E in their pickups and on the 4Runner through 1995.
The 22R-E was the final version of Toyota’s “R” series of engines, which were first produced in 1953. Much like Chevrolet’s small block V8, the R engine series has a long, storied history. The 22R-E was a fitting end to one of the longest productions runs for a Toyota engine.
#4. 1LR-GUE V10
The 1LR-GUE is found in only one vehicle: the Lexus LFA. Toyota’s newest supercar, the LFA is a technological tour-de-force. Wrapped around the amazing 1LR-GUE V10, the LFA was limited production and assembled by hand.
Like many of Toyota’s high performance engines, the 1LR-GUE was co-developed with Yamaha. Designed to race, the 4.8L 1LR-GUE produces 553hp. Packed inside the 3,200lb LFA, the engine propelled the car to a top-5 Nurburgring lap time in 2011. (7:14:64).
#5. 4U-GSE
The 4U-GSE engine powers the Scion FR-S (aka GT-86) rear-wheel drive coupe. A horizontally opposed 4-cylinder, the 4U-GSE was co-developed with Subaru. The engine combines Subaru’s proven reliable “boxer” design along with Toyota’s innovative D4-S combination port and direct injection system.
Designed to rev, the engine produces 197 horsepower at 7,000 RPM. Placed in the 2,800lb Scion FR-S (aka Toyota GT-86 aka Subaru BRZ) and paired with a 6-speed transmission, the engine is highly regarded among enthusiasts.
#6. 1GR-FE and 2GR-FE
The 1GR-FE and 2GR-FE are two variations of the same basic aluminum V6 design. Both engines feature aluminum heads and dual overhead cams.
The GR engine series is arguably Toyota’s most common contemporary engine, and they can be found in everything from a Toyota Camry to a Toyota Tundra. Toyota’s wide use of this engine is a testament to the design’s power and durability. A couple of trivia notes:
- For a limited time, TRD offered a bolt-on supercharger kit for the 4.0L1GR-FE that added approximately 65hp and 60ft-lbs of torque.
- The 305hp direct injection version of the 2GR (the 2GR-FSE) was a Ward’s 10 Best Engine award winner four years running.
#7. 1GD-FTV
Toyota 1g Ge Engine Manual User
One of Toyota’s newest engines, the 1GD-FTV is a super efficient 4-cylinder 2.8L diesel engine. Producing 174-horsepower and 330 ft-lb of torque, you can find the 1GD-FTV on Toyota Hilux trucks and Land Cruiser Prado SUVs.
The 1GD replaces the 1KD, producing 25% more torque while also being 15% more fuel efficient. With the use of selective catalytic reduction (SCR), NOx emissions are reduced 99%. The 1GD-FTV is arguably the most advanced diesel engine available, and this video from Toyota helps to explain why.
#8. The T Engine Series
Produced between 1970 and 1985, the T series engine basically powered Toyota’s rise to global juggernaut. With bulletproof reliability, excellent fuel efficiency, and decent performance, the T-series was offered in the Corolla, Celica, and Corona. The engine’s reliability is exceptional, and many examples can still be found on the road today.
#9. The S Series
The S series of engines was produced from 1980 to 2007, with too many variations to list. All engines featured a cast iron block, aluminum heads, and 1.8 to 2.2 liters of displacement. Some of the highlights:
- The 3S-GTE, a turbocharged 2.0L engine offered in the Celica and MR2, produced 200hp.
- The S series of engines were offered globally, and were found mainly in the Celica in Japan, Europe, Australia, and the United States.
Much like the T series of engines, the S series is part of the bedrock that Toyota’s reputation for quality is built upon.
#10. The 2B and 3B Diesels
Pratt & Whitney
The Land Cruiser 60 Series was offered with the 3B diesel. The 3B and 2B are basically the same engine, with the 3B having a slightly lower compression ratio and cleaner emissions.
Last but not least, we need to mention the incredibly reliable B-series of diesel engines. While not the most powerful engines Toyota ever offered, the 2B and 3B are known to last half a million miles. Found mostly on Land Cruisers, 2B and 3B engines offer surprisingly good fuel economy even by today’s standards. 30mpg is not unheard of, even in the brick-like Land Cruiser.