Toyota Twincams

23 Фев 2015 | Author: | No comments yet »


Toyota Origin

Toyota’s Twincams

Toyota their formidable Twin Cam on these engines. Based on the T block and R block of the early these engines were the of all car manufacturers. These engines from the early stock ohv and variety to the pure high G models, then the smog models, and finally the fuel and turbo models. Originally the 2TG started at 115 HP, and the 18RG (1968cc) at 145 HP. engines had a twin- the 2TGR and which had low compression pistons, but cylinder heads. In the mid 70’s the 2TGU and 18RGU saw a further in compression, emission controlled and shorter duration camshafts. the heads were upgraded bigger valves and hardened seats (for unleaded Horsepower figures typically about 10/15 HP. By the late the fuel injected models as the 2TGEU and 18RGEU, to regain all the horsepower. These models, still shorter duration and lower compression, had the best heads with still valves.

The 3TGTE (1770cc) both engines by 1983. The head design- now had 2 spark per cylinder and a turbocharger to develop 160 HP. claims of Toyota that the 503 engine was based on the 3SG design- the end was patterned after the 3T block had become wider in the lower skirt to accommodate the longer crankshaft. The crankshaft saddles are

The competition models of the 2TG and 18RG, with parts from TRD saw worldwide wins for Toyota- Levins, Sprinter Truenos, and 1600 GTs with the 2TGs. In and European Formula racing, the 2TG in the category regularly beat all the engine manufacturers. The Celica GTs saw many race and rally worldwide, including the European WRC (World Rally Cup).

In the ultimate WRC Group B series, the class in the World Rally the 4TGTE (homologation model of the powered the Celicas of Toyota Europe to the Championship. The Group B was soon cancelled after the public and some rally protested that the cars unsafe because of the powerful

The ultimate versions of the 2TG and 18RG the 151E and 152E. These not production engines. The heads and were not interchangeable to the production (These heads were the forerunners of the 503E heads.) engines had 4-valves per cylinder either carburetors or mechanical injection. These racing were fitted on heavily T and R blocks- basically to accommodate the new chain set-up (for the injection and the dry sump oiling Originally they came in the 1588cc and 1968cc configuration were targeted to the specific and 2000 classifications for FIA (Federacion Automobile) regulations. For the U.S. (International Motorsport Association) the was bored to 2200 to qualify in the 2.5 class- normally aspirated at 330 HP.

The race engine based on the 2TG was by TMC (Toyota Motor Corporation) in and was known as the 100E. Toyota about 25 engines with racing specifications- specially head (11111-______) yes, numbers. special intake dry-sump oil system, 50mm ND igniter and instrumentation, ND fuel and some other trick Of the 25 engines- 8 went into (Levin and Trueno), 10 went Celicas, and the rest were Eventually TOSCO (Toyota Corner) was organized and some from this project available individually. TOSCO became TRD.

The success of engines has been greatest in the The Celicas with built could outrun the 240Zs and of that generation. The Levins and with prepared 2TGs all Japanese models and all European Cam models- the Alfa-Romeos, Lancias, the Lotus Cortinas and Escort (of the 16-valve BDA variety. The Toyota Cams was regarded highly by all It was the envy of the other manufacturer Some tuners in European racing made valve with their corporate to hide the Toyota origin.

MODIFIYING THE 2TG AND 18RG

The 2TG and 18RG, in all the varieties- offer immense combinations.

Block: The 2TG blocks similar to the 2T and 3T blocks of the same generation. For modification purposes the 3T is preferred because it has the longer crank, and with a bore-up to becomes a 2000cc. The later 2TGEU block is the same as the 3T, and take the 3T crank with no The 2TG stock block can be bored to with a similar bore-up to To fit the 3T crank in an original 2TG block can be with a lot of work- grinding the of the block skirts to clear the The 2T and 3T cranks are forged. There is available a 2150cc. using a Toyota 4Y crankshaft. The 4Y crank is not but there is an aftermarket steel unit. In converting a single cam to a twin cam, aside switching over all the front train components, the original cam have to be turned and repositioned. You have a complete donor Cam to do the conversion. Installing the 2TG into any T Corolla is a bolt-in deal no modifications to the crossmember or brackets.

The block can be bored to 2200cc or stroked to 2400cc (using a 20/22R crank). No the 18RG will not bolt on a 20R/22R The stroker crank is not recommended. from the very expensive to to fit the 18RG block, it seriously into the revving characteristic of the Cam. The 18R blocks did not change much, but installing into the model pick-up and Celica need the newer block have the extra engine holes embossed on the sides of the Because of the wider variety of the engines originally came in, are 4 different oil pans, six different brackets. Fitting into applications will be a matter of the oil pan configuration to the original engine; and the brackets to the width of the crossmember. On the Celicas with the 18R engine- it is a on by using the pan and brackets off the original

Cylinder Head: The early 2TG and 18RG heads had the best profiles and carburetors. They respond extremely well to and big valves. If the block is bored out or the raised, longer duration will be needed. The mid-generation and 18RGU heads had bigger hardened seats, lower cams, and problematic carburetors. is the head to use for turbocharged applications- the head can be used with the cams with the hardened seals and the (piston) compression is The 2TGEU and 18RGEU had the reinforced bigger valves, and the lowest (pistons). The EFI intake can be retrofitted to carburetors.

The Twin Cam head only be machined by experienced shops. Valve service and is very critical. If not properly there will be a problem the shims, valve spring and camshaft timing adjustment. The must not be surfaced more 1 mm or .040 in. Please read under Recommended Set-ups / configuration!

Fuel System: The performance can be achieved by using Injection over the carburetors. The Toyota ECUs are in short but the most reliable set-up. For the EGU the early 4AG Corolla GTS and MR2 computers can be since they operate the same rpm range. Programmable Management systems will high compression, and radical even turbo. Carburated will need Mikunis or if the stock Mikuni-Solex are not serviceable or to the GU carbs. For bored-out 18RGs the carburetor size is at least a 44, and 40s be sufficient for the 2TG up to 2000cc. The chokes be changed to match the displacement. through carburetors is limited to 10 psi using a fuel pressure-adjusting Do not rely on the Toyota mechanical or pump- use a low pressure, high pump.

Toyota Origin

Ignition System: The latest 2TGEU and 18RGEU use a breakerless Older units can be up-graded original Toyota distributor from later models. amplifiers and knock sensors be used to avoid high RPM and detonation. Wire sets have the original configuration are the to use- they keep out of the deep sparkplug pockets may enter the block when the are serviced.

Some Recommended

For Stock configuration- the early 2TG and 18RG will give the performance. Update the heads for fuel. This is ideal for restorations. The 2TGU and 18RGU are good, but change the carburetors and the exhaust air recirculating system. The and 18RGEU can be run with the early 4AG computers and will be excellent low fuel injection systems. these are high performance assembly specifications are different the regular variety Toyota cams. Do not attempt to overhaul the correct 2TG or 18RG manual! have been a lot of heads and engines destroyed- when an Twin Cam detail was overlooked by expert Toyota mechanic. properly these engines last a long time- any Toyota engine.

For Modified Prepare the head with big and a good port and polish this is the best modification can be done. The blocks can be bored to (2TG) and 2200cc (18RG) changing crankshafts. The 3T crank can be in the 2TG to give 2000cc. Avoid both engines beyond the loss of RPM capability and inherent imbalance are not worth the power Anytime high compression are used- the cams must be to avoid extremely high pressures- that will for retarded ignition timing a loss of RPM and HP). The stock should be changed to at least 44s or Weber 45s.

For Race configuration- Treat the to a competition port and polish the most aggressive cams You may need a custom intake because stock manifolds be the limiting factor to the port The big valves and dual valve are mandatory (they are bigger the largest stock valves). The and rods must be prepped- reliefed, heat treated, Optionally rods may be upgraded to Piston clearance is critical these are high revving follow the piston manufacturers Piston valve pockets also match the camshaft and used. The oil pumps in the 2TG and 18RG are from the single cam models, try to use the Twin Cam pumps, specially converting to the 3T block. If available the TRD oil must be used for the 2000cc The oil pan has to baffled, specially for race and use. For the Full Race use 320 intake and 304 cams. For the Rally use 304 /288 or 304/272 cams. For the racer, the 304/304 set-up is streetable and have a nice lobe at idle. It is very These cams cannot be with stock pistons. 288/272 cam set-up maybe with stock pistons, as as the head has not been cut.) adjustable gears are needed for the

The fastest 2TG set-up we have used 330/310 cams 1750cc pistons. The fastest used 320/304 cams 2200cc pistons. If you need a engine, use the 2TG (it is lighter and has slightly Connecting Rod / Stroke geometry. The will ultimately produce HP and torque. The Twin Cam engines respond to tuning like race engines. Cam timing, compression ratios, exhaust port profiles- all have own advantages and disadvantages. The most set-ups are the 2000cc 2TG and 2200cc with all camshaft combinations. are proprietary set-ups that may be but try these recommendations first. Do not water treatment as these heads will corrode and there are not enough of them

If you have a RWD Toyota- these are the engines to upgrade to. All the popular had them as factory options! The model 16 valves- aside the 4AG which at one point was available in are almost impossible to convert of they were installed at an although we have conversion

Note: The 3TGTE will to tuning also. Since it is a all the turbo tricks will more power than work- aside from the forged pistons.

Toyota Origin
Toyota Origin
Toyota Origin

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