The L family is a family of inline four-cylinder diesel engines manufactured by Toyota, which first appeared in October 1977. It is the first diesel engine from Toyota to use a rubber timing belt in conjunction with a SOHC head. Some engines like the 2L-II and the 2L-T are still in production to the present day. , the 5L-E engine is still used in Gibraltar in the fifth-generation Toyota HiAce, eighth-generation Toyota Hilux, second-generation Toyota Fortuner, and fourth-generation Toyota Land Cruiser Prado. Vehicles with the diesel engine were exclusive to Toyota Japan dealership locations called Toyota Diesel Store until that sales channel was disbanded in 1988.

L

The L is the first L engine produced. Toyota solely refers to it as the L engine, not the 1L engine. 2188 cc, four-cylinder diesel engine. Bore and stroke are 90x86 mm, with compression ratios of around 21.5:1 Applications: 72 PS at 4200 rpm, 14.5 kgm at 2400 rpm (Gross JIS)

2L

The 2L is a 2446 cc 4-cylinder diesel engine. Bore and stroke are 92x92 mm, with compression ratios of around 22.3:1 and a redline of 4800 rpm. Outputs range from 76 to 87 PS and torque of 15.8 - 16.8 kgm. Applications: 83 PS at 4200 rpm, 17 kgm at 2400 rpm (JIS Gross) 76 PS at 4000 rpm, 15.7 kgm at 2400 rpm (Net) 76 PS at 4000 rpm, 15.7 kgm at 2400 rpm (Net JIS) 73 PS at 4000 rpm, 15.2 kgm at 2400 rpm (Net JIS) 85 PS at 4200 rpm, 16.8 kgm at 2400 rpm (Gross JIS)

2L-II

The 2L-II is an upgrade of the 2L introduced simultaneously with the 3L engine in 1988 in the 5th generation Hilux. Although bore and stroke remain the same, multiple changes have been made in its design. The engine block was made more rigid through the use of finite element analysis and through adding reinforcement ribbing. The most significant change is the redesigned cylinder head, where the camshaft now lifts the valve directly via tappet instead of using a rocker arm. The exhaust valve is 1mm larger in diameter and the inlet manifold is made 10mm larger in diameter. The pistons with a 5mm shorter compression height and piston rings were placed closer to the combustion chamber to reduce wasted volumetric capacity while durability was improved by the adoption of fiber reinforced piston grooves from the 1st Generation 2LTE to improve piston ring seizure resistance, groove wear resistance, thermal conductivity and thermal fatigue resistance over the previous Ni-Resist cast iron insert used previously to address ring seizure issues and wear resistance in bare aluminum pistons while the oil squirters were relocated to spray underneath the hottest part of the piston to further aid cooling. The revised pistons were 100g lighter than the ones in the 1st Generation 2L and the compression ratio changed to 22.2. The valve clearance is adjusted using shims. Later L engines (3L and 5L) also use this method of valve operation. Applications: 85 PS at 4200 rpm, 16.8 kgm at 2400 rpm (Net JIS) 85 PS at 4200 rpm, 16.8 kgm at 2400 rpm (Net JIS) 84 PS at 4200 rpm, 16.5 kgm at 2400 rpm (Thailand, EEC) 82 PS at 4200 rpm, 16.7 kgm at 2400 rpm (UK) 1989-1995 79 PS at 4200 rpm, 16.6 kgm at 2200 rpm (UK) 1995 onwards 83 PS at 4200 rpm, 16.5 kgm at 2400 rpm (South Africa, SABS) 84 PS at 4200 rpm, 16.5 kgm at 2400 rpm (Philippines) 78 PS at 4000 rpm, 16.0 kgm at 2400 rpm (Thailand, EEC) 79 PS at 4000 rpm, 16.6 kgm at 2200 rpm (UK) 1997-2000 75 PS at 4000 rpm, 15.9 kgm at 2200 rpm (UK) 2000 onwards 79 PS at 4000 rpm, 16.6 kgm at 2200-2800 rpm (UK, ECE) 1996-2000 75 PS at 4000 rpm, 15.9 kgm at 2200 rpm (UK)2000 onwards 85 PS at 4200 rpm, 16.8 kgm at 2400 rpm (Net JIS) 77.5 PS at 3900 rpm, 16.5 kgm at 2400 rpm (UK) 75 PS at 4200 rpm, 15.4 kgm at 2400 rpm (Indian Market) 78 PS at 4200 rpm, 15.9 kgm at 2400 rpm (Malaysia) 83 PS at 4200 rpm, 16.3 kgm at 2400 rpm (Indonesia) 87 PS at 4200 rpm, 16.8 kgm at 2500 rpm (Philippines)

2L-T

The 2L-T is a 2446 cc turbo version of the 2L still being produced since 1982. The bore and stroke are the same but the 2L-T has a compression ratio of 20:1. Output is 85 to 91 PS gross at 4000 rpm with 19.2 kgm gross of torque at 2200 rpm. A dual mass flywheel was introduced in 1985 and pilot fuel injection in 1988. Applications: 96 PS at 4000 rpm, 19.5 kgm at 2400 rpm (Gross JIS) 94 PS (69 kW; 93 hp) at 4000 rpm, 216 N⋅m (159 lb⋅ft) at 2,400 rpm (USA) 85 PS at 4000 rpm, 19.2 kgm at 2400 rpm (Net JIS) 85 PS at 4000 rpm, 19.2 kgm, 20.0:1 96 PS at 4000 rpm, 19.5 kgm at 2400 rpm (Gross JIS)

2L-T(II)

The 2L-T(II) is an upgrade of the 2L-T. Of the same dimensions as all other 2L engines, the most significant change is that the camshaft lifts the valve directly via tappet instead of a rocker arm. The valve clearance is adjusted using shims. Compression rate varies with fitment. Output is 94 PS at 4000 rpm, 22 kgm at 2400 rpm. Applications: Compression Ratio 20.0:1 91 PS at 3500 rpm, 23.1 kgm at 2200 rpm (UK)1997-2000 Compression Ratio 21.0:1 94 PS at 4000 rpm, 22.0 kgm at 2400 rpm (Net JIS) 90 PS at 4000rpm, 22.3 kgm at 2200rpm (UK)2000 onwards Compression Ratio 22.2:1 90 PS at 3500rpm, 22.2 kgm at 2250rpm (UK, DIN)

2L-TE

Developed as a new version of 2L-T in 1982, the 2L-TE featured a new development used in diesel engines at that time, an electronically controlled injection pump. Although electronic fuel injection systems had long been used in gasoline engines, this is among the first diesel engine to adopt such a system. The electronic system (called "EFI" by Toyota) meters fuel with great precision and increased the engine's efficiency. It works through a combination of multiple sensors similar to those in a gasoline engine, but rather than actuating a fuel injector it actuates an SPV (Spill Control Valve) which is located on the head of the injection pump. To improve durability a new piston design using alumina-silica ceramic fiber reinforced piston ring grooves was used in place of the usual cast iron insert. This makes it one of the earliest applications of metal matrix composites. Like the 2L-T, it is a turbocharged 2446 cc SOHC (single overhead cam) engine with 8 valves. The bore and stroke is 92x92 mm. Due to the EFI system, the 2L-TE develops significantly more torque than its predecessor. The redline of this engine is at 4800 rpm, the compression ratio is 20.0:1. The 2L-TE was largely replaced by the KZ engine in 1993, although it continued to be used in some models until 2000. Applications: 96 PS at 4000rpm, 19.5 kgm at 2400rpm (Gross JIS)

2L-TE(II)

The 2L-TE(II) is an upgrade of the 2L-TE. Of the same dimensions as the 2L-TE engine, the most significant change is that the camshaft lifts the valve directly via tappet instead of a rocker arm. The valve clearance is adjusted using shims (the earlier heads were prone to cracking under high temperatures because of a cooling chamber that runs between the intake and exhaust valves and allows for steam build up at high temperature - part number 11101-54120, that was fixed in the later 2nd gen heads - part number 11101-54121). Compression ratio is also increased to 21.0:1, slightly higher than the 2L-T and 2L-TE. Maximum horsepower is 97 PS at 3800rpm and maximum torque ranges from 22.5 kgm to 24.5 kgm at 2400rpm. Applications 97 PS at 3800 rpm, 22.5 kgm at 2400 rpm (Net JIS) 97 PS at 3800 rpm, 24.5 kgm at 2400 rpm (Net JIS)

2L-THE

Introduced in 1984, the High Pressure turbocharged version of 2L-TE features ceramic pre-combustion chambers. In this engine, the fuel is injected with a high pressure system. Bore and stroke remains the same, 92x92 mm for both however compression is increased to 21:1. The maximum output was 94 - 105 PS at 4000 rpm and maximum torque was 20.5 - 22.5 kgm. The engine comes with a Turbo charger and used the EFI (Electronic Fuel Injection) system as well. Ignition feedback control would be added in 1985. Applications: 105 PS at 4000 rpm, 21.5 kgm at 2400 rpm (Gross, Japan) 94 PS at 4000 rpm, 20.5 kgm at 2400 rpm (Net, Japan)

2L-THE(II)

Has the same dimensions and is still referred to as the 2L-THE engine, the most significant change is that the camshaft lifts the valve directly via tappet instead of a rocker arm. The valve clearance is adjusted using shims. Applications: 100 PS at 3800 rpm, 22.5 kgm at 2400 rpm (Net JIS)

3L

The 3L is a 2779 cc four-cylinder diesel engine. The bore and stroke of this engine is 96x96 mm, and the compression ratio of 22.2:1. Applications: 91 PS at 4000 rpm, 19.2 kgm at 2400 rpm (Net JIS) 91 PS at 4000 rpm, 19.2 kgm at 2400 rpm (Net JIS) 87 PS at 3800 rpm, 18.2 kgm at 2400 rpm (Thailand, EEC) 89 PS at 4000 rpm, 18.9 kgm at 2400 rpm (Philippines)/(Malaysia, SAE Net)/(UN Spec)

5L

The 5L is a 2985 cc four-cylinder diesel engine. Bore and stroke is 99.5x96 mm, with a compression ratio of 22.2:1. Applications: 91 PS at 4000 rpm, 19.5 kgm at 2400 rpm (Net JIS) 91 PS at 4000 rpm, 19.5 kgm at 2400 rpm (Net JIS) 89 PS at 4000 rpm, 20.1 kgm at 2400 rpm (Australia, DIN) 96 PS at 4000 rpm, 19.6 kgm at 2400 rpm (Thailand, EEC Net) 105 PS 1998-1999 model 90 PS at 4000 rpm, 19.6 kgm at 2400 rpm (Australia) 91 PS at 4000 rpm, 19.6 kgm at 2400 rpm (Philippines) 90 PS at 4000 rpm, 19.6 kgm at 2400 rpm 89 PS at 4000 rpm, 19.6 kgm at 2400–2800 rpm

5L-E

The 5L-E is a 2985 cc EFI version of the 5L engine. It is the latest member of the L family. It has a bore and stroke of 99.5x96 mm, with a compression ratio of 22.2:1. Output (as fitted to the Hilux) is 78 kW gross at 4200 rpm with 20.1 kgm gross of torque at 2200 rpm. Power output varies according to fitment. The engine number is found on the top face of the block at the front of the engine. Applications: 98 PS at 4200 rpm, 19.6 kgm at 2400 rpm (SABS) 96 PS at 4000 rpm, 22.4 kgm at 2600 rpm (Thailand, EEC Net) 105 PS Gross 2000-2001 model 96 PS at 4000 rpm, 20.4 kgm at 2600 rpm (Thailand, EEC Net) 105 PS Gross 2001-on model 95 PS at 4000 rpm, 20.1 kgm at 2400 rpm (UN Spec) 95 PS at 4000 rpm, 20.1 kgm at 2200 rpm (UN Spec)