Toyota Engine codes
Toyota engines, crossmembers and gearboxes.
This is a mirror of the disappeared pages by Stepho. Revived through the internet archive.
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Most of these codes came from Matti’s site.
Toyota uses the same option codes across most of its engines.
The first letter is the engine family (T or R for 1970-1977 Celicas).
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)|
|M||Phillipines market (details unknown)|
|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)|
|U||Japanese pollution control (introduction of “U”nleaded?).
Engine uses TTC-C, TTC-L or TTC-V.
|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|
Capacity = BoreÂ² x Pi x Stroke x Cylinders / 4000
Eg for 18R
1968cc = 88.5mm x 88.5mm x 3.14159 x 80.0mm x 4 / 4000
|Series||Type||Size||Bore x Stroke, Pitch||Years||Comments|
|3A||I4||1452cc||77.5 x 77.0mm|
|4A||I4||1587cc||81.0 x 77.7mm|
|5A||I4||1498cc||78.7 x 77.0mm||1992-1999|
|7A||I4||1762cc||81.0 x 85.5mm||1992-1999|
|1C||I4 diesel||1839cc||83.0 x 85.0mm|
|2C||I4 diesel||1974cc||86.0 x 75.0mm|
|1G||I6||1988cc||75.0 x 75.0mm|
|K||I4||1100cc||75.0 x 61.0mm|
|2K||I4||72.0 x ?mm|
|3K||I4||1156cc||75.0 x 66.0mm|
|4K||I4||1290cc||75.0 x 73.0mm|
|5K||I4||1486cc||80.5 x 73.0mm|
|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|
|4R||I4||1587cc||80.5 x 78.0mm||Always seems to have dual carbs|
|5R||I4||1994cc||88.0 x 82.0mm|
|6R||I4||1707cc||86.0 x 73.5mm|
|7R||I4||1591cc||86.0 x 68.5mm||SOHC|
|8R||I4||1858cc||86.0 x 80.0mm|
|9R||I4||1587cc||80.5 x 78.0mm||Twincam version of 4R|
|10R||I4||1858cc||86.0 x 80mm||Twincam version of 8R, introduced in Sept 1969, renamed to 8R-G in Feb 1971|
|12R||I4||1587cc||80.5 x 78.0mm||Replaced 4R|
|16R||I4||1808cc||88.5 x 73.5mm|
|18R||I4||1968cc||88.5 x 80.0, 138mm|
|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|
|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 and 20 Gr.B racing units, all with KKK turbos|
|4T (race)||I4||2090cc||89.0 x 84.0mm||200 road units and 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|
|5V||V8||3994cc||87.0 x 84.0mm||1995-1997|
|1X||I4||1892cc||Starfire engine from GM-Holden Australia|
|2Y||I4||1812cc||86.0 x 78.0mm|
|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|
|2UZ||V8||4644cc||94.0 x 84.0mm||1998-||Alloy block, quad cam V8|
|3UZ||V8||4300cc||91.0 x 82.5||Alloy block, quad cam V8|
|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|
Note: pitch is the distance between bore centres.
The most powerful factory engine for first generation Celicas
was the 18R-G (twin cam, no pollution control) for 140HP.
|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|
Note, spring height depends on so many things and is so hard to measure that I have left it out.
|Corolla E3# (and E5# ?||718mm||718mm||125mm|
|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|
|4 speed manual, usually behind K, R and L engines in 4WD and cargo vehicles|
|?||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|
Notes: 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.
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 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.
Newer gearboxes have codes at the end.