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Toyota T engine#12T

{{Infobox automobile engine

| image = TE71 2T-GEU.jpg

| caption = 2T-GEU engine in a Toyota Sprinter

| name = 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 = {{convert|86-592|hp|kW hp PS|0|abbr=on|order=out}}

| torque = {{convert|105-206|Nm|lbft|0|abbr=on}}

}}

{{For|the T24A engine produced since 2021|Toyota Dynamic Force engine}}

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.

  • All T engines utilize a timing chain and have a cast iron block with an alloy cylinder head with hardened valve seats and a hemispherical combustion chamber design (HEMI).
  • All T engines are carburetted except those with electronic fuel injection, "E" designation.
  • All T engines use a 2 valve OHV design except those with a DOHC performance head, "G" designation.
  • The 12T/13T has a sub-cylinder directly behind the spark plug that leads into a smaller chamber for emission purposes.

__TOC__{{Clear}}

Features overview

class="wikitable"
Code

! Bore mm

! Stroke mm

! Power PS (kW)

! Torque Nm (lbft)

! Compression

! Years

! Comments

T

| rowspan="5" | 80

| rowspan="17" | 70

| {{convert|86|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|11.7|kgm|Nm lbft|0|order=out|abbr=values}} at 3,800 rpm (early)
{{convert|12.0|kgm|Nm lbft|0|order=out|abbr=values}} at 3,800 rpm

| 8.5:1

| 1970–1979

|

T-B

| {{convert|95|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|12.3|kgm|Nm lbft|0|order=out|abbr=values}} at 4,000 rpm

| 9.6:1

| 1970–1975

| dual carburetor

T-BR

| {{convert|91|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|12.0|kgm|Nm lbft|0|order=out|abbr=values}} at 4,000 rpm

| 8.5:1

| 1970–1975

| dual carburetor, low compression

T-J

| {{convert|80|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|11.3|kgm|Nm lbft|order=out|abbr=values}} at 3,800 rpm

| 8.5:1

| 1975-1979

| Japanese emission controls for commercial vehicles

T-U

| {{convert|78|PS|kW|abbr=values}} at 5,800 rpm (early)
{{convert|82|PS|kW|abbr=values}} at 5,800 rpm

| {{convert|11.2|kgm|Nm lbft|0|order=out|abbr=values}} at 3,800 rpm (early)
{{convert|11.6|kgm|Nm lbft|order=out|abbr=values}} at 3,400 rpm

| 8.5:1 (early)
9.0:1

| 1976–197?

| Japanese emission controls

2T

| rowspan="21" | 85

| {{convert|100|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|13.7|kgm|Nm lbft|order=out|abbr=values}} at 3,800 rpm

| 8.5:1

|

| 50 kW and 105 Nm (South Africa)

2T-C

| {{convert|88|PS|kW|abbr=values}} at 6,000 rpm

| (91) at 3,800 rpm

| 8.5:1

| 1970–1979

| emission controls (EGR)

2T-B

| {{convert|105|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|14.0|kgm|Nm lbft|order=out|abbr=values}} at 4,200 rpm

| 9.4:1

| 1970–1975

| dual carburetor

2T-BR

| {{convert|100|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|13.9|kgm|Nm lbft|order=out|abbr=values}} at 4,200 rpm

| 8.5:1

| 1970–1975

| dual carburetor, low compression

2T-G

| {{convert|115|PS|kW|abbr=values}} at 6,400 rpm

| {{convert|14.5|kgm|Nm lbft|order=out|abbr=values}} at 5,200 rpm

| 9.8:1

| 1970–1975

| DOHC, dual carburetor

2T-GR

| {{convert|110|PS|kW|abbr=values}} at 6,000 rpm

| (101) at 4,800 rpm

| 8.8:1

| 1970–1975

| DOHC, dual carburetor, low compression

2T-GEU

| {{convert|115|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|15.0|kgm|Nm lbft|order=out|abbr=values}} at 4,800 rpm

| 8.4:1
9.0:1 (late)

| 1978–1985

| DOHC, EFI, Japanese emission controls (TTC-C)

2T-J

| {{convert|84|PS|kW|abbr=values}} at 5,400 rpm (TownAce)
{{convert|93|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|13.1|kgm|Nm lbft|order=out|abbr=values}} at 3,400 rpm (TownAce)
{{convert|13.1|kgm|Nm lbft|order=out|abbr=values}} at 3,800 rpm

| 9.0:1 (TownAce)
8.5:1

|

| Japanese emission controls for commercial vehicles

2T-U

| {{convert|90|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|13.0|kgm|Nm lbft|0|order=out|abbr=values}} at 3,800 rpm

| 9.0:1

| 1975–

| Japanese emission controls (TTC-C)

12T

| {{convert|85|PS|kW|abbr=values}} at 5,400 rpm (early)
{{convert|90|PS|kW|abbr=values}} at 6,000 rpm

| {{convert|12.5|kgm|Nm lbft|0|order=out|abbr=values}} at 3,400 rpm (early)
(94) at 3,800 rpm

| 8.5:1 (early)
9.0:1

|

| Japanese emission controls (TTC-L)

12T-J

| {{convert|86|PS|kW|abbr=values}} at 5,600 rpm

| {{convert|13.1|kgm|Nm lbft|order=out|abbr=values}} at 3,400 rpm

| 8.8:1

|

| Japanese emission controls for commercial vehicles

12T-U

| {{convert|88|PS|kW|abbr=values}} at 5,600 rpm

| {{convert|13.3|kgm|Nm lbft|order=out|abbr=values}} at 3,400 rpm

| 9.3:1

|

| Japanese emission controls (TTC-V)

3T

| rowspan="10" | 78

|

|

|

|

|

3T-C

|

|

|

|

| emission controls (EGR)

3T-U

|

|

|

|

| Japanese emission controls (TTC-C)

3T-EU

| {{convert|105|PS|kW|abbr=values}} at 5,400 rpm

| {{convert|16.5|kgm|Nm lbft|order=out|abbr=values}} at 3,600 rpm

| 9.0:1

|

| EFI, Japanese emission controls (TTC-C)

3T-GTE

| {{convert|160|PS|kW|abbr=values}} at 6,000 rpm

| (152) at 4,800 rpm

| 7.8:1

|

| DOHC, EFI, turbo, twin spark plugs, Japanese emission controls

3T-GTEU

| {{convert|160|PS|kW|abbr=values}} 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{{citation | ref = JAMA27 | title = 自動車ガイドブック | trans-title = Japanese Motor Vehicles Guide Book 1980/1981 | language = Japanese | volume = 27 | date = 1980-10-20 | publisher = Japan Automobile Manufacturers Association | location = Japan | page = 194 | id = 053-800027-3400 }}

| {{convert|95|PS|kW|abbr=values}} at 5,400 rpm

| {{convert|15.0|kgm|Nm lbft|0|order=out|abbr=values}} at 3,400 rpm

| 8.6:1

|

| Japanese emission controls for commercial vehicles

13T-U

| {{convert|95|PS|kW|abbr=values}} at 5,400 rpm

| {{convert|15.0|kgm|Nm lbft|0|order=out|abbr=values}} at 3,400 rpm

| 8.6:1

| 1977-1981

| Japanese emission controls (TTC-V)

4T-GTEU

| 85.5

| {{convert|180|PS|kW|abbr=values}}

|

|

|

| Road version, DOHC, EFI, turbo, twin spark plugs, Japanese emission controls, 1,791 cc

4T-GTEU

| 89

| 84

| {{convert|180|PS|kW|abbr=values}}

|

|

|

| Race version, DOHC, EFI, KKK turbo, twin spark plugs, 2,090 cc

{{anchor|T|T-B|T-BR|T-D|T-J|T-U}} T

The first T engine displaced {{convert|1407|cc|L|1|abbr=on|disp=flip}} and was produced from 1970 through 1979. Cylinder bore and stroke is {{convert|80x70|mm|in|2|abbr=on}}.

Output is {{convert|86|hp|kW PS|0|abbr=on}} at 6,000 rpm and {{convert|115|Nm|lbft|0|abbr=on}} at 3,800 rpm. The more-powerful {{convert|95|PS|kW hp|0|abbr=on}} 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 {{convert|90|PS|kW hp|0|abbr=on}}.

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 {{convert|80|PS|kW hp|0|abbr=on}} at 6,000 rpm and {{convert|11.3|kgm||abbr=on}} at 3,800 rpm.{{citation | title = New Carina Van | language = Japanese | publisher = Toyota | location = Japan | page = 16 |date=August 1977 | id = 131153—5208 }}

The T-U also appeared in 1977 with even stricter emission equipment for Japanese market non-commercial vehicles.

Applications:

{{anchor|2T|2T-C|2T-B|2T-BR|2T-U}} 2T

The larger {{convert|1588|cc|L|1|abbr=on|disp=flip}} 2T was produced from 1970 through 1984. Cylinder bore and stroke is {{convert|85x70|mm|2|abbr=on}}.

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 {{convert|102|hp|kW PS|0|abbr=on}} which is also due to different SAE testing methods, while the later version is {{convert|75|hp|kW PS|0|abbr=on}} at 5200 rpm and {{convert|116|Nm|lbft|0|abbr=on}} at 3800 rpm, compression at 9.0:1.{{cite magazine | magazine=Tekniikan Maailma magazine |title=Output|language=Finnish |year=1978 |issue=#10}} The twin-carb 2T-B produces {{convert|90-105|hp|kW PS|0|abbr=on}} and {{convert|115-138|Nm|lbft|0|abbr=on}}. The 2T-J, for commercial vehicles with less restrictive emissions standards, produces {{convert|93|PS|kW hp|0|abbr=on}} at 6000 rpm and {{convert|13.1|kgm||abbr=on}} at 3800 rpm.{{citation | type = brochure | title = New Corona Van | language = Japanese | publisher = Toyota Motor Corporation | date = January 1977 | page = 17 | id = 021132-5201 }}

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 {{convert|200|hp|kW PS|0|abbr=on}}. The 1979 championship was won by a Toyota 2T-powered Cheetah Mk6.

={{anchor|2T-G|2T-GR|2T-GEU}} 2T-G=

File:1970 Toyota 2T-G Type engine.jpg

The 2T-G, produced from 1970 through 1983, is a chain driven 8v DOHC version. Output is {{convert|110-125|hp|kW PS|0|abbr=on}} and {{convert|142-147|Nm|lbft|0|abbr=on}}. Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft {{convert|40|mm|abbr=on}} 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 {{convert|89|mm|abbr=on}} 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 {{convert|87x84|mm|2|abbr=on}} bore and stroke for a {{convert|1997|cc|L|1|abbr=on|disp=flip}} displacement. Output is around {{convert|170|PS|kW hp|0|abbr=on}} 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).{{citation | title = All About the Toyota Twin Cam, 2nd ed. | url = http://www.3sgte.com/page_27.htm | page = 25 | publisher = Toyota Motor Company | year = 1984 | location = Tokyo, Japan }}

{{anchor|12T|12T-U|12T-J}} 12T

The {{convert|1588|cc|L|1|abbr=on|disp=flip}} 12T and 12T-U (lean burn) was produced from 1970 through 1983. It produces {{convert|88|hp|kW PS|0|abbr=on}} at 5,600 rpm and {{convert|130|Nm|lbft|0|abbr=on}} 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:

{{anchor|3T|3T-C|3T-U|3T-EU}} 3T

The 3T displaces {{convert|1770|cc|L|1|abbr=on|disp=flip}} and was produced from 1973 through 1985. Cylinder bore and stroke is {{convert|85x78|mm|2|abbr=on}}. 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 {{convert|70-105|hp|kW PS|0|abbr=on}} and {{convert|126-162|Nm|lbft|0|abbr=on}} between the California 3T-C and Japan-spec fuel injected 3T-EU.

Applications:

{{anchor|13T|13T-U}} 13T

The {{convert|1770|cc|L|1|abbr=on|disp=flip}} 13T-U was produced from 1977 through 1982. It produces {{convert|95|PS|kW hp|0|abbr=on}} at 5,400 rpm and {{convert|15|kgm||abbr=on}} at 3,400 rpm with a twin barrel carburettor.

Applications:

{{anchor|3T-GTE|3T-GTEU}} 3T-GTE

The 3T-GTE, first released in September 1982, is the most performance oriented version of the {{convert|1770|cc|L|1|abbr=on|disp=flip}} 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 {{cvt|160|PS|kW hp|0}} at 6,000 rpm and {{convert|206|Nm|lbft|0|abbr=on}} 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.[http://www.3sgte.com/page_14.htm Toyota Twin Cam], p. 12 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.[http://www.3sgte.com/page_15.htm Toyota Twin Cam], p. 13 It either came mated to a W55 5speed manual with a larger {{cvt|225|mm|in}} clutch and lighter, {{cvt|8|kg|lb|0}} flywheel or an A43D 4-speed automatic transmission.

Applications:

3T-GTE powered vehicles are badged as GT-T or GT-TR.

{{anchor|4T-GTE|4T-GTEU}} 4T-GTE

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 {{convert|0.5|mm||abbr=on}} increase in bore over the 3T, giving {{convert|1791|cc|L|1|abbr=on|disp=flip}}. With a multiplication factor of 1.4 for turbocharged engines, this equalled {{convert|2507|cc|L|1|abbr=on|disp=flip}} in the eyes of the FIA, placing the Celica in the {{convert|2501-3000|cc|L|1|abbr=on|disp=flip}} 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 {{convert|2090|cc|L|1|abbr=on|disp=flip}}, {{convert|89x84|mm|2|abbr=on}} for a converted displacement of {{convert|2926|cc|L|1|abbr=on|disp=flip}} which better suited the comparatively heavy Celica.[http://www.3sgte.com/page_26.htm Toyota Twin Cam], p. 24

In race trim it was a high-performance engine of {{convert|2090|cc|L|1|abbr=on|disp=flip}} with either a Toyota or a KKK/K27 turbocharger, electronic fuel injection, and a twin-spark ignition system, producing {{convert|360|to|600|PS|kW hp|0|abbr=on}} depending on race trim.{{Cite web|url=http://www.tte.de/ta64.html|title=Toyota Celica Twincam Turbo (TA64) |accessdate=1 July 2009|publisher=Toyota Team Europe|archiveurl=https://web.archive.org/web/20000311034647/http://www.tte.de/ta64.html|archivedate=11 March 2000}} The 1984 Group B rally version produced {{convert|326|PS|kW hp|0|abbr=on}} at 8,000 rpm. The road going homologation version (4T-GTEU, 200 built) produces {{convert|180|PS|kW hp|0|abbr=on}}. The total build number, including modified versions, was 228.[http://www.3sgte.com/page_9.htm Toyota Twin Cam], p. 7

Applications:

Race engines

The '151E' engine used 4 valves per cylinder.{{Citation needed|date=July 2011}}

The '100E' engine used twin spark plugs with 2 valves per cylinder but was used mainly by a Toyota works team.{{Citation needed|date=July 2011}}

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.{{Cite web|url=https://www.ridgewayraceengines.co.uk/toyota-novamotor-f3-engine-history|title=Toyota Novamotor F3 Engine History | Ridgeway Racing Engines|website=www.ridgewayraceengines.co.uk}}{{Cite web|url=https://www.craigbeckracing.co.uk/product/toyota-novamotor/|title=Toyota Novamotor}}{{Cite web|url=https://racecarsdirect.com/Advert/Details/113973/toyota-novamotor-2tg-f3-engine|title=Toyota Novamotor 2TG F3 engine|website=racecarsdirect.com}}{{Cite web|url=https://www.raceenginesuppliers.com/Suppliers/toyota-novamotor|title=TOYOTA NOVAMOTOR|website=Race Engine Suppliers Directory}}

The production {{convert|1791|cc|L|1|abbr=on|disp=flip}} 4T-GTE was stretched to {{convert|2090|cc|L|1|abbr=on|disp=flip}} for race use.

See also

  • List of Toyota engines
  • [https://web.archive.org/web/20050203034851/http://www.toysport.com/Technical%20Information/2tg_18rg_3tg_tech_notes.htm T-G Tech Notes]

External links

{{commons category|Toyota T engines}}

  • [http://www.3tcgarage.com Toyota 3TC Corolla Site]
  • [https://web.archive.org/web/20060424072159/http://www.te37.org/ Toyota Corolla Levin 2T-G Corolla Site]

References

{{reflist}}

Category:Toyota engines

Category:Straight-four engines

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