page_title: Toyota R engine
section_title: 22R
hierarchical_section_title: Toyota R engine / History of the R family / 22R
caption_attribution_description: 1989 Toyota Hilux SURF 4x4 Its a bit of a mongrel as it started life out with a diesel 2.4L engine which was swapped out for a 22R-E (recently rebuilt). Its got 5spd gearbox and right hand drive of course.
context_page_description: The Toyota R family was a series of inline-four gasoline automobile engines. Designed for longitudinal placement in such vehicles as the Celica and Hilux and in production from 1953 through 1997, usage faded out as many of Toyota's mainstream models moved to front-wheel drive. Overhead cam versions featured a chain-driven camshaft.
context_section_description: The 8-valve SOHC 2.4 L (2,366 cc) 22R was produced from 1981 through 1997.
  Cylinder bore and stroke was 92 mm × 89 mm (3.62 in × 3.50 in).
  Initial output was 72 kW (97 hp; 98 PS) at 4,800 rpm and 174 N⋅m (128 lb⋅ft) at 2,800 rpm. 
   
  By 1990 the 22R was producing 81 kW (109 hp; 110 PS) at 5,000 rpm and 187 N⋅m (138 lb⋅ft) at 3,400 rpm.
  The first fuel injected 22R-E engines appeared in August 1982. 
  
  Output of these engines is commonly rated at 78 kW (105 hp; 106 PS) at 4,800 rpm and 185 N⋅m (136 lb⋅ft) at 2,800 rpm.
  In 1985, the engine was significantly reworked, output was up to 84 kW (113 hp; 114 PS) at 4,800 rpm and 190 N⋅m (140 lb⋅ft) at 3,600 rpm. Many parts from the newer 22R/R-E are not compatible with those from the older pre-1985 engine. Non-compatible parts include the cylinder head, block, pistons and many of the associated parts such as the timing chain and cover, and water and oil pumps (although the oil pump internals are the same).
  These changes also affected the 22R, therefore one can consider the 85–95 22R-E as a fuel injected version of the 85–90 22R with only minor differences, if any.
  Toyota swapped the dual-row timing chain used in older engines for a single-row chain with plastic guides in 1983. The new system reduced drag on the engine but introduced a new maintenance problem. After about 100,000 miles (160,934 km) of operation, the chain may stretch to the point that the hydraulic-operated chain tensioner cannot take up any more slack. The timing chain then impacts the plastic driver's side chain guide, breaking it within a short period of time and creating a noticeable chattering sound in the front of the engine, especially when cold. If the engine continues to be operated without the guide restraint, the chain will vibrate excessively on the driver's side and stretch rapidly. The result is any of several failure modes.
  First, the loose chain will reduce ignition timing accuracy, which usually results in noticeably rough running. Second, it may jump a tooth on the drive sprocket or break entirely, which almost always results in major damage to an interference engine. Third, the stretched chain can slap against the side of the timing cover and wear through the metal into the coolant passage behind the water pump, resulting in major damage to both the oil and cooling systems (sometimes mis-diagnosed as a head gasket failure). The damaged aluminum timing cover is difficult to repair effectively and is typically replaced after such an event. Aftermarket timing-chain kits for the 22R/R-E typically include steel-backed guides that do not readily break even after the initial chain stretching has occurred, permitting the chain to run beyond the 100,000 miles (160,934 km) point without further incident. However, some Toyota mechanics will recommend the plastic guides as they will break when the timing chain is stretched; When the guides break a noticeable chatter is heard from the timing chain slapping on the cover, warning the operator of a worn timing chain.
  The turbocharged 22R-TE (sold from late 1985 through 1988) produced 101 kW (135 hp; 137 PS) at 4,800 rpm and 234 N⋅m (173 lb⋅ft) at 2,800 rpm.
  These engines are extremely well known for their durability, decent fuel efficiency and good low to mid range torque.
  However, its weakness is high-end power. The 22R has a large displacement and a strong block, but its comparatively long stroke and restrictive head limit its use in high revving applications. Thus, the Toyota 18R-G, 2T-G, 4A-GE and 3S-GE 4-cylinder engines are better suited for performance applications.
  A popular modification to the early 22R is to use a 20R head. Unlike popular lore, the 20R head does not have smaller combustion chambers. The misunderstanding originated when the 22R came out and an advantage was its higher compression ratio, so swapping a 20R block with a 22R, there was a compression increase. The 20R head has straight ports, so can flow better than the 22R head, improving high RPM power. The 20R head is a simple bolt-on modification for the pre-1985 block, but also requires 
caption: 22R-E engine fitted in a 1989 Hilux Surf
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