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.

Features overview

T

The first T engine displaced 1407 cc and was produced from 1970 through 1979. Cylinder bore and stroke is 80x70 mm. Output is 86 hp at 6,000 rpm and 115 Nm at 3,800 rpm. The more-powerful 95 PS 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 90 PS. 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 80 PS at 6,000 rpm and 11.3 kgm at 3,800 rpm. The T-U also appeared in 1977 with even stricter emission equipment for Japanese market non-commercial vehicles. Applications:

2T

The larger 1588 cc 2T was produced from 1970 through 1984. Cylinder bore and stroke is 85x70 mm. 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 102 hp which is also due to different SAE testing methods, while the later version is 75 hp at 5200 rpm and 116 Nm at 3800 rpm, compression at 9.0:1. The twin-carb 2T-B produces 90-105 hp and 115-138 Nm. The 2T-J, for commercial vehicles with less restrictive emissions standards, produces 93 PS at 6000 rpm and 13.1 kgm 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 200 hp. 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.

12T

The 1588 cc 12T and 12T-U (lean burn) was produced from 1970 through 1983. It produces 88 hp at 5,600 rpm and 130 Nm 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:

2T-G

The 2T-G, produced from 1970 through 1983, is a chain driven 8v DOHC version. Output is 110-125 hp and 142-147 Nm. Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft 40 mm 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 89 mm 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 87x84 mm bore and stroke for a 1997 cc displacement. Output is around 170 PS 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).

3T

The 3T displaces 1770 cc and was produced from 1973 through 1985. Cylinder bore and stroke is 85x78 mm. 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 70-105 hp and 126-162 Nm between the California 3T-C and Japan-spec fuel injected 3T-EU. Applications:

13T

The 1770 cc 13T-U was produced from 1977 through 1982. It produces 95 PS at 5,400 rpm and 15 kgm at 3,400 rpm with a twin barrel carburettor. Applications:

3T-GTE

The 3T-GTE, first released in September 1982, is the most performance oriented version of the 1770 cc 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 160 hp at 6,000 rpm and 206 Nm 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. 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. It either came mated to a W55 5speed manual with a larger 225 mm clutch and lighter 8 kg flywheel or an A43D 4-speed automatic transmission. Applications: 3T-GTE powered vehicles are badged as GT-T or GT-TR.

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 0.5 mm increase in bore over the 3T, giving 1791 cc. With a multiplication factor of 1.4 for turbocharged engines, this equalled 2507 cc in the eyes of the FIA, placing the Celica in the 2501-3000 cc 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 2090 cc, 89x84 mm for a converted displacement of 2926 cc which better suited the comparatively heavy Celica. In race trim it was a high-performance engine of 2090 cc with either a Toyota or a KKK/K27 turbocharger, electronic fuel injection, and a twin-spark ignition system, producing 360 to 600 PS depending on race trim. The 1984 Group B rally version produced 326 PS at 8,000 rpm. The road going homologation version (4T-GTEU, 200 built) produces 180 PS. The total build number, including modified versions, was 228. Applications:

Race engines

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. The production 1791 cc 4T-GTE was stretched to 2090 cc for race use.