| T engine | |
| Manufacturer: | Toyota |
| Configuration: | Straight-4 |
| Production: | 1970–1985 |
| Fueltype: | Petrol |
| Coolingsystem: | Water-cooled |
| Block: | Cast iron |
| Head: | Alloy |
| Displacement: | 1,407–2,090 cc |
| Power: | NaNhp |
| Torque: | NaN0NaN0 |
The Toyota T series is a family of inline-4 automobile engines manufactured by Toyota beginning in 1970 and ending in 1985. It started as a pushrod overhead valve (OHV) design and later performance oriented twin cam (DOHC) variants were added to the lineup. Toyota had built its solid reputation on the reliability of these engines.
The 4T-GTE variant of this engine allowed Toyota to compete in the World Rally Championship in the early 1980s, making it the first Japanese manufacturer to do so.
Race engines based on the 2T-G include the 100E and 151E.
__TOC__
| Code | Bore mm | Stroke mm | Power PS (kW) | Torque Nm (lbft) | Compression | Years | Comments |
|---|---|---|---|---|---|---|---|
| T | 80 | 70 | 86PS at 6,000 rpm | 11.7kgm at 3,800 rpm (early) 12kgm at 3,800 rpm | 8.5:1 | 1970–1979 | |
| T-B | 95PS at 6,000 rpm | 12.3kgm at 4,000 rpm | 9.6:1 | 1970–1975 | dual carburetor | ||
| T-BR | 91PS at 6,000 rpm | 12kgm at 4,000 rpm | 8.5:1 | 1970–1975 | dual carburetor, low compression | ||
| T-J | 80PS at 6,000 rpm | 11.3order=outNaNorder=out at 3,800 rpm | 8.5:1 | 1975-1979 | Japanese emission controls for commercial vehicles | ||
| T-U | 78PS at 5,800 rpm (early) 82PS at 5,800 rpm | 11.2kgm at 3,800 rpm (early) 11.6order=outNaNorder=out at 3,400 rpm | 8.5:1 (early) 9.0:1 | 1976–197? | Japanese emission controls | ||
| 2T | 85 | 100PS at 6,000 rpm | 13.7order=outNaNorder=out at 3,800 rpm | 8.5:1 | 50 kW and 105 Nm (South Africa) | ||
| 2T-C | 88PS at 6,000 rpm | (91) at 3,800 rpm | 8.5:1 | 1970–1979 | emission controls (EGR) | ||
| 2T-B | 105PS at 6,000 rpm | 14order=outNaNorder=out at 4,200 rpm | 9.4:1 | 1970–1975 | dual carburetor | ||
| 2T-BR | 100PS at 6,000 rpm | 13.9order=outNaNorder=out at 4,200 rpm | 8.5:1 | 1970–1975 | dual carburetor, low compression | ||
| 2T-G | 115PS at 6,400 rpm | 14.5order=outNaNorder=out at 5,200 rpm | 9.8:1 | 1970–1975 | DOHC, dual carburetor | ||
| 2T-GR | 110PS at 6,000 rpm | (101) at 4,800 rpm | 8.8:1 | 1970–1975 | DOHC, dual carburetor, low compression | ||
| 2T-GEU | 115PS at 6,000 rpm | 15order=outNaNorder=out at 4,800 rpm | 8.4:1 9.0:1 (late) | 1978–1985 | DOHC, EFI, Japanese emission controls (TTC-C) | ||
| 2T-J | 84PS at 5,400 rpm (TownAce) 93PS at 6,000 rpm | 13.1order=outNaNorder=out at 3,400 rpm (TownAce) 13.1order=outNaNorder=out at 3,800 rpm | 9.0:1 (TownAce) 8.5:1 | Japanese emission controls for commercial vehicles | |||
| 2T-U | 90PS at 6,000 rpm | 13kgm at 3,800 rpm | 9.0:1 | 1975– | Japanese emission controls (TTC-C) | ||
| 12T | 85PS at 5,400 rpm (early) 90PS at 6,000 rpm | 12.5kgm at 3,400 rpm (early) (94) at 3,800 rpm | 8.5:1 (early) 9.0:1 | Japanese emission controls (TTC-L) | |||
| 12T-J | 86PS at 5,600 rpm | 13.1order=outNaNorder=out at 3,400 rpm | 8.8:1 | Japanese emission controls for commercial vehicles | |||
| 12T-U | 88PS at 5,600 rpm | 13.3order=outNaNorder=out at 3,400 rpm | 9.3:1 | Japanese emission controls (TTC-V) | |||
| 3T | 78 | ||||||
| 3T-C | emission controls (EGR) | ||||||
| 3T-U | Japanese emission controls (TTC-C) | ||||||
| 3T-EU | 105PS at 5,400 rpm | 16.5order=outNaNorder=out at 3,600 rpm | 9.0:1 | EFI, Japanese emission controls (TTC-C) | |||
| 3T-GTE | 160PS at 6,000 rpm | (152) at 4,800 rpm | 7.8:1 | DOHC, EFI, turbo, twin spark plugs, Japanese emission controls | |||
| 3T-GTEU | 160PS at 6,000 rpm | (152) at 4,800 rpm | 7.8:1 | 1982-1985 | Same as 3T-GTE | ||
| 13T | Japanese emission controls (TTC-L) | ||||||
| 13T-J | 95PS at 5,400 rpm | 15kgm at 3,400 rpm | 8.6:1 | Japanese emission controls for commercial vehicles | |||
| 13T-U | 95PS at 5,400 rpm | 15kgm at 3,400 rpm | 8.6:1 | 1977-1981 | Japanese emission controls (TTC-V) | ||
| 4T-GTEU | 85.5 | 180PS | Road version, DOHC, EFI, turbo, twin spark plugs, Japanese emission controls, 1,791 cc | ||||
| 4T-GTEU | 89 | 84 | 180PS | Race version, DOHC, EFI, KKK turbo, twin spark plugs, 2,090 cc | |||
The first T engine displaced 1407cc and was produced from 1970 through 1979. Cylinder bore and stroke is NaN2NaN2.
Output is 860NaN0 at 6,000 rpm and 1150NaN0 at 3,800 rpm. The more-powerful 950NaN0 twin-carburetor T-B was produced for the first six years, as well as the single carb T-D which had a somewhat higher compression ratio for 900NaN0.
From 1977 there was also a T-J, a version with some simple emissions equipment intended for Japanese market commercial vehicles. With an 8.5:1 compression ratio, this produces 800NaN0 at 6,000 rpm and 11.3kgm at 3,800 rpm.
The T-U also appeared in 1977 with even stricter emission equipment for Japanese market non-commercial vehicles.
Applications:
The larger 1588cc 2T was produced from 1970 through 1984. Cylinder bore and stroke is NaNmm.
The 2T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 3 speed automatic transmission.
Output for the early 2T-C bigport design is 1020NaN0 which is also due to different SAE testing methods, while the later version is 750NaN0 at 5200 rpm and 1160NaN0 at 3800 rpm, compression at 9.0:1.[1] The twin-carb 2T-B produces NaN0NaN0 and NaN0NaN0. The 2T-J, for commercial vehicles with less restrictive emissions standards, produces 930NaN0 at 6000 rpm and 13.1kgm at 3800 rpm.
Applications:
This engine was also commonly used in Australian Formula Two race cars during the 1970s and 1980s, where they typically made between 180 and 2000NaN0. The 1979 championship was won by a Toyota 2T powered Cheetah mk6. In 1984 Peter Glover borrowed a Cheetah mk7 powered by Toyota 2T for one round. The car won the round and helped secure the championship.
The 1588cc 12T and 12T-U (lean burn) was produced from 1970 through 1983. It produces 880NaN0 at 5,600 rpm and 1300NaN0 at 3,400 rpm. There was also a 12T-J version for commercial vehicles, which didn't have to meet as stringent emissions standards in Japan. In response to Honda's CVCC emissions, Toyota introduced "TTC-L", using a lean burn implementation.
Applications:
The 2T-G, produced from 1970 through 1983, is a chain driven 8v DOHC version. Output is NaN0NaN0 and NaN0NaN0. Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft 40mm Mikuni-Solex PHH carburetors were used in non EFI versions. All 2T-G cylinder heads were cast by Yamaha, however, some are not marked as such.
The 2T-G was replaced by the 4A-GE in most applications.
Applications:
Like the 2.0 L 18R-G, the 2T-G was considered the flagship engine of Toyota's 1600 class until it was superseded by the 4A-GE in the 1980s. The 2T-G is still a popular engine for conversions to classic Celicas and Corollas and are often suitable for classic and formula racing series.
When bored out to a maximum of 89mm and combined with a 3T crankshaft, the 2T and 2T-G will have a displacement of almost 2.0 L. The 2T and 3T series use the same connecting rod dimensions, with the different pin heights on the pistons. Aftermarket pistons are available from very low (<7.0:1) through to very high (>13.0:1) compression ratios. Racing 2T-G engines ("NOVA") featured NaNmm bore and stroke for a 1997cc displacement. Output is around 1700NaN0 at 6,000 rpm with a 12.0:1 compression ratio. This engine was used in Formula 3 cars in both Europe and Japan (where it dominated), as well as in Formula Pacific (FP).
The 3T displaces 1770cc and was produced from 1973 through 1985. Cylinder bore and stroke is NaNmm. The 3T-U was originally compliant with Japan's 1976 emissions standards (TTC-C), from October 1977 it used Toyota's lean burn system called TGP ("Turbulence Generating Pot") in order to pass the 1978 emissions standards.
The 3T OHV engines are mated to either of a T40 4-speed, T50 5-speed manual transmission, or an A40 3-speed, or A40D 4-speed automatic transmission.
Output ranges from NaN0NaN0 and NaN0NaN0 between the California 3T-C and Japan-spec fuel injected 3T-EU.
Applications:
The 1770cc 13T-U was produced from 1977 through 1982. It produces 950NaN0 at 5,400 rpm and 15kgm at 3,400 rpm with a twin barrel carburettor.
Applications:
The 3T-GTE, first released in September 1982, is the most performance oriented version of the 1770cc 3T engine. It features a hemi chambered 8v twin-cam head with twin-spark (two spark plugs per cylinder) design and swirl inlet ports for better efficiency. The EFI system saw the introduction of knock control. It is turbocharged by a Toyota CT20 Turbo (the same unit as used in the 2L-T diesel) to generate 1600NaN0 at 6,000 rpm and 2060NaN0 at 4,800 rpm. This was the first turbocharged twin-cam engine built in Japan. Units built after May 1983 received a water cooled turbocharger.[7] The engine was considerably over-engineered for durability, for instance featuring doubled cam roller chains, as it was also to form the basis for the 4T-GT competition engines.[8] It either came mated to a W55 5speed manual with a larger 225mm clutch and lighter 8NaN flywheel or an A43D 4-speed automatic transmission.
Applications:
3T-GTE powered vehicles are badged as GT-T or GT-TR.
This is the version of the T family which powered Toyota's Group B and World Rally Championship cars. The homologation engine, introduced in November 1982, features a 0.5mm increase in bore over the 3T, giving 1791cc.[7] With a multiplication factor of 1.4 for turbocharged engines, this equalled 2507cc in the eyes of the FIA, placing the Celica in the NaNcc class. The smaller 3T engine would have fit snugly under the 2.5-liter limit, but being in the larger class allowed Toyota to stretch the 4T-GT engine to 2090cc, NaNmm for a converted displacement of 2926cc which better suited the comparatively heavy Celica.[9]
In race trim it was a high-performance engine of 2090cc with either a Toyota or a KKK/K27 turbocharger, electronic fuel injection, and a twin-spark ignition system, producing 360to depending on race trim.[10] The 1984 Group B rally version produced 3260NaN0 at 8,000 rpm.[9] The road going homologation version (4T-GTEU, 200 built) produces 1800NaN0. The total build number, including modified versions, was 228.[11]
Applications:
The '151E' engine used 4 valves per cylinder.
The '100E' engine used twin spark plugs with 2 valves per cylinder but was used mainly by a Toyota works team.
Italy Nova Corporation produced a 2.0 L engine based on the 2T-G that was used in most of the world F3 cars for a long time.[12] [13] [14] [15]
The production 1791cc 4T-GTE was stretched to 2090cc for race use.
