We have several model Toyota engines currently in stock.Please contact us for more details, pricing and availability. Here are some photos. Click on a thumbnail for fullsize photo.
5 speed kit for Front Wheel Drive Toyota engines include gearbox, driveshafts, brakes and hub assemblies
ENGINE |
TRANSMISSION |
PACKAGE |
less GEARBOX |
4A20V SILVER |
5 SPEED |
$1800 |
$1400 |
4A20V BLACK |
5 SPEED |
$2400 |
$1800 |
1JZGTE |
AUTOMATIC |
$2000 |
$1500 |
1GGTE |
5 SPEED |
$1800 |
$1200 |
1GGZE |
5 SPEED |
$1550 |
$950 |
1UZFE |
AUTOMATIC |
$2000 |
$1500 |
3SGTE fwd |
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|
$2000 |
Toyota Supercharged 1GGZE
ENGINE |
Description |
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Toyota 7MGTE 3 Litre |
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Toyota Twin Cam |
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Toyota 2500 |
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Toyota |
Toyota Engines
TOYOTA ENGINE MODELS
| ENGINE |
MODEL |
18RGEU |
RT132 |
1GGTE |
GA70 |
1GGZE |
GX71 |
1JZGTE |
JZA70 |
2JZGE |
JZA80 |
3SGTE |
ST185 |
4A20 VALVE SILVER |
AE101 |
4AGE 86Kw |
AE86 |
4AGE 86Kw |
AE82 |
4AGZE A/F |
AE92 |
4AGE 100Kw |
AE92 |
4EFTE |
EP82 |
7MGE |
GA70 |
7MGTE |
GA70 |
3SGE |
ST162 |
Toyota Engine Tech
Toyota has a reputation for building bullet-proof motors with efficient designs and the engines are often over-looked in the search for big power. Some of the large capacity Toyota motors are currently making some serious horsepower, as more and more tuners realise how well engineered these engines are.
For example, the RZ Supra's twin-turbo six can be modified to put out up to around 800 or more hp.
Toyota Engine Codes Explained
BEFORE "-":
the letters indicate the engine family, for example in 18R-G the engine family is R, in 2JZ-GTE the family is JZ. The number(s) at the beginning is the number of a certain bottom end version (block, bore, stroke). The larger the number, the newer the bottom end version. It may seem like the larger the number, the larger the displacement but this is not always true.
AFTER "-":
G = twin cam (wide angle, 45 degrees or more between the intake and exhaust valves)
F = "economical" twin cam (narrow angle, around 22 degrees)
T = turbocharged
Z = supercharged
E = fuel injection
i = single point fuel injection
L = transverse mounted engine (seems to be an obsolete code)
B = twin carbs (only used on non-twin cam engines, obsolete code)
R = air injection
S = swirl intake ports (only a few made in mid '80s)
S = direct injection & swirl pot pistons (starting from '97/98)
U = emission package (Japan)
C = emission package (California)
LPG = LPG fuelToyota Engine Specs
Engine |
Specs |
Comments |
|
230hp HKS: max 450hp |
3 liters + turbo = lots of power to be unleashed! Beyond about 350hp turbo upgrade is A Good Idea. Many people have achieved 550-650hp while keeping it streetable. But do retorque the head gasket! 90% of problems with these engines come down to the head gaskets, which blow because the head bolt tension is too low. |
|
200hp HKS: max 218hp |
Trade it for a 7M-GTE Supra turbo.
Unless you're satisfied with around 250-260hp, which is as high as you'll get with 7M-GE. |
|
160hp HKS: max 174hp |
Not too many performance parts are available. The Celica Supra was tried in rallying but abandoned quickly (even the Celica was heavier than regulations required even after extensive lightening of all possible parts). Consider putting in a 7M-GTE instead, as several people have successfully done. |
|
200hp HKS: max 283hp |
Your wallet puts the limits on what you can get out of this engine ;)
Performance parts are available but may be expensive beyond a certain level.Still used in world championship level rallying in the Celica GT-4. The stock turbo should be upgraded or modified for over ~250hp. The stock intercoolers aren't that effective,
especially the 87-89 GT-4 unit is poor. After these have been attended, 350hp should be possible. |
5S-FE |
130hp HKS: max 144hp |
Not designed nor used for serious racing. Air filter, exhaust and
ignition are all you're going to find for this one. |
4A-GZE |
145hp HKS: max 186hp |
Larger pulley for the supercharger will raise the boost. The bottom end is much stronger than the 4A-GE, therefore a few people have turbocharged it with good results. |
4A-GE |
112hp HKS: max 168hp |
Maybe THE most popular Toyota engine used in racing. Think of any part for it, and you can be sure it does already exist! The European spec engines (-1990) had no cats and higher compression ratio,so they produced 122-125hp. The TVIS system was dropped and hp went up to 130, and later VVT was added
with noticable power increase to 160 without loss of low end torque.
The old versions are still very much used in national level rallying (Corolla GT), and Toyota Atlantic series. The VVT version is so far only available in Japan. The earliest (up to late 87 or so) 4A-GE stock bottom end is only good for about 160-180hp. Stock fuel system is good for 150-160hp. Over 200hp is possible, but expensive. |
3S-GE |
115hp HKS: max 126hp |
Later versions of 3S-GE are MUCH more powerful, up to 175-180hp
for 1993-1996 models. BTCC (and other 2.0l touring car classes)
versions have around 300hp@8500rpm. |
4K |
58-65hp |
Nothing in its design suggests that it could be used for racing, but it has been! That's due to it being put into such ultra-light car as Starlet. Still, you can get 100hp out of it which makes a 700kg pocket rocket. With 5K block close to 1500cc. |
2JZ-GE |
225hp |
Buy the turbocharged version, or get a turbo kit + lower comp
forged pistons. |
2JZ-GTE |
320hp |
If you could afford one, you probably can also afford upgrading it to 600-700hp as many shops will be happy to do. This engine is superior to 7M-GTE because of its ability
to rev higher reliably (fully balanced crankshaft = 12
counterweights). Comes stock with metal head gasket so
that problem was addressed already by Toyota. |
|
2T/2T-B/3T/3T-E |
75-105hp |
Despite being pushrod engines, these have potential for some 150hp naturally aspirated. Can be bored to 89-90mm, which with 3T crank yields close to 2 liters! Turbocharging is also somewhat popular for street (up to 200hp), but the more serious ones use one of the twin cam versions
instead of these. |
2T-G |
110-125hp |
Same comments as above, but these are twin cam versions. If you don't know how to distinguish a twin cam Toyota engine by its code, here's the guide. |
3T-GTE |
160hp |
Racing versions (4T-GT) were used in Group B rallying and Group C, but weren't available for too many private teams. The strongest block, crank (8 counterweights, rumours say it would
be forged as well) and rods of the T series. Lacks intercooler and blow-off valve in stock form, these should be first in the list of upgrades along with boost controller. The stock CT20 turbo is worth its weight in junk iron, and should be replaced if you want reliability and/or over 210hp or so. At this point, also an injector upgrade is in order. I have modified mine up to 310hp@1.4bar, limited by the 50-trim T3 turbo. With a more suitable compressor side and more aggressive cams, 350+hp should be no problem. |
18R-G |
120-145hp |
290hp has been squeezed with turbocharging for street use, or some 180-200hp naturally aspirated. |
1G-GE, 1G-GZE, 1G-GTE |
1G-GE 140-150hp
1G-GZE 160-168hp
1G-GTE 185-210hp |
Any of these three engines would be fine for a street car if you're satisfied with stock output or a modest increase to some 260hp for the 1G-GTE. None of these have been used
for racing. |
Turbochargers for street engines
Garrett T03 80-85 M-TE
CT20 82-90+ 3T-GTEU, 22R-TE, 1C-T, 2C-T, 2L-T
CT26 84-96+ 3S-GTE (some), 7M-GTE, 12H-T, 13B-T, 14B-T, 1HD-T
CT12 85-90+ 1G-GTE (two), 2E-TE, 3E-TE, 1N-T, 2C-T
CT9 89-90+ 4E-FTE, 2C-T
CT26 ceramic 89+ 3S-GTE (some)
CT12A ceramic 90+ 1JZ-GTE (two)
CT12B 94-96+ 2JZ-GTE (two)
Toyota unfortunately has never published the compressor maps for its turbos. The CT20, as you can see was the first Toyota turbo, and is far from perfect. It has relatively restrictive turbine housing even for the stock horsepower levels of its applications. Lag is also considerable. Maximum flow is enough for about 210hp. Also, it is reported to fail around 100000km no matter how religiously you cool-down after driving and use best oils possible. Insulating the oil lines with thermal wrap and installing an oil temperature meter and if necessary oil cooler would be a good idea to prolong its lifespan.
SOME CT20's have water cooled bearing housings, and some don't. non-water cooled water cooled early 3T-GTEU (82,83,?) 1C-T
2C-T (until 86)
2L-T (until 86)
late 3T-GTEU (?,85)
22R-TE
presumably all post-86 applications
CT20 has slightly worse lag than a Garrett T03 with 0.63 A/R and 45-trim compressor. However, the Garrett poses a much smaller restriction to the exhaust due to 40% larger turbine inlet. Also, this Garrett compressor has a maximum intake air flow for about 240hp.
CT26 is a much improved unit featuring a divided turbine housing for better response. It is also water cooled. Some CT26's in MR2's had ceramic turbine wheels for further improved response. Maximum play for CT26 (probably about the same for others too): axial 0.13mm radial 0.18mmCT12B is manufactured by Hitachi for Toyota. Pretty good turbo when it comes to efficiency and response, but they seem to fail a lot on the Supra TT...
Turbochargers for racing use
CT34R(T,D) 82-85 4T-GT
CT44ST 85-88 3S-GT
CT26RT 88-89+ 3S-GT
Superchargers
length width height weight displacement
SC14 85-89+ 1G-GZE 311mm 148mm 254mm 11.9kg 1420cc
SC12 86-89+ 4A-GZE ~249 148mm 254mm 10.8kg 1200
Both of these superchargers are roots-type positive displacement superchargers. The rotors are fluorine resin coated. The units have their own lubricating oil, 130cc. Stock boost is regulated to about 0.7 bar, and the units are normally driven at 1.25 times crank speed (4A-GZE has a 7500rpm redline). Oversize pulleys are available. The stock crank pulley on 4A-GZE is 145mm in diameter, the HKS pulley 157mm. Turbo boost controlsIn modern turbo engines the boost is controlled by a wastegate. This can be either an integral wastegate that is part of the turbocharger (usually the case in factory turbo applications), or an external one. When boost is applied to a diaphragm in the wastegate actuator, it will open a valve that lets exhaust go past the turbine wheel. One can raise the boost from stock setting by:
- bleeding off part of the boost signal coming to the wastegate so that the pressure at the diaphragm is less than actual manifold pressure. This can be done by a simple bleeder valve or an electronically controlled one... some are more accurate than others. Disconnecting the wastegate hose completely is not recommended.
- preloading the spring against which the diaphragm acts. This can be done by either shortening the rod (some Garrett T3's have a threaded rod making adjustment very easy), adding shims under the bolts holding the actuator or by bending the rod (crude but will do the same job). Note that this method works only with integral wastegates, external ones don't have an actuating rod.
- using a stiffer spring
The older Toyota fuel injection systems, from here on referred to as Toyota EFI, are analog systems based on Bosch L-jetronic. Around the mid-80's the Toyota TCCS took over, it is a (8031/8051) microcontroller based digital system using in-chip ROM.
That means there is no separate ROM chip which could easily be read and replaced for tuning purposes. Later versions use more powerful microcontrollers. The TCCS systems use L-jetronic, MAP, hot-wire and vortex type air flow meters depending on application.
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