Toyota L engine
The L family is a family of inline four-cylinder diesel engines manufactured by Toyota, which first appeared in October 1977. It is the first diesel engine from Toyota to use a rubber timing belt in conjunction with a SOHC head. Some engines like the 2L-II and the 2L-T are still in production to the present day. , the 5L-E engine is still used in Gibraltar in the fifth-generation Toyota HiAce, eighth-generation Toyota Hilux, second-generation Toyota Fortuner, and fourth-generation Toyota Land Cruiser Prado. Vehicles with the diesel engine were exclusive to  Toyota Japan dealership locations called "Toyota Diesel Store" until that sales channel was disbanded in 1988. L. The L is the first L engine produced. Toyota solely refers to it as the L engine, not the 1L engine. , four-cylinder diesel engine. Bore and stroke are , with compression ratios of around 21.5:1 Applications: 2L. The 2L is a 4-cylinder diesel engine. Bore and stroke are , with compression ratios of around 22.3:1 and a redline of 4800 rpm. Outputs range from and torque of . Applications: 83 PS (61 kW; 82 hp) at 4200 rpm, 17 kg⋅m (167 N⋅m; 123 lb⋅ft ) at 2400 rpm (Gross JIS) 2L-II. The 2L-II is an upgrade of the 2L introduced simultaneously with the 3L engine in 1988 in the 5th generation Hilux. Although bore and stroke remain the same, multiple changes have been made in its design. The engine block was made more rigid through the use of finite element analysis and through adding reinforcement ribbing. The most significant change is the redesigned cylinder head, where the camshaft now lifts the valve directly via tappet instead of using a rocker arm. The exhaust valve is 1mm larger in diameter and the inlet  manifold is made 10mm larger in diameter. The pistons with a 5mm shorter compression height and piston rings were placed closer to the combustion chamber to reduce wasted volumetric capacity while durability was improved by the adoption of fiber reinforced piston grooves from the 1st Generation 2LTE to improve piston ring seizure resistance, groove wear resistance, thermal conductivity and thermal fatigue resistance over the previous Ni-Resist cast iron insert used previously to address ring seizure issues and wear resistance in bare aluminum pistons while the oil squirters were relocated to spray underneath the hottest part of the  piston to further aid cooling. The revised pistons were 100g lighter than the ones in the 1st Generation 2L and the compression ratio changed to 22.2. The valve clearance is adjusted using shims. Later L engines (3L and 5L) also use this method of valve operation. Applications: 2L-T. The 2L-T is a turbo version of the 2L still being produced since 1982. The bore and stroke are the same but the 2L-T has a compression ratio of 20:1. Output is gross at 4000 rpm with gross of torque at 2200 rpm. A dual mass flywheel was  introduced in 1985 and pilot fuel injection in 1988. Applications: 94 PS (69 kW; 93 hp) at 4000 rpm, 216 N⋅m (159 lb⋅ft) at 2,400 rpm (USA) 2L-T(II). The 2L-T(II) is an upgrade of the 2L-T. Of the same dimensions as all other 2L engines, the most significant change is that the camshaft lifts the valve directly via tappet instead of a rocker arm. The valve clearance is adjusted using shims. Compression rate varies with fitment. Output is at 4000 rpm, at 2400 rpm. Applications: Compression Ratio 20.0:1 Compression Ratio 21.0:1 Compression Ratio 22.2:1 2L-TE. Developed  as a new version of 2L-T in 1982, the 2L-TE featured a new development used in diesel engines at that time, the EFI (Electronic Fuel Injection) system. Although such systems had long been used in gasoline engines, this is among the first diesel engine to adopt such a system. Although the basic construction is similar to a modern gasoline injector, the EFI system in 2L-TE utilizes considerably higher injection pressures. The EFI system meters fuel with great precision and increased the engine's efficiency. To improve durability a new piston design using alumina-silica ceramic fiber reinforced  piston ring grooves was used in place of the usual cast iron insert. This makes it one of the earliest applications of metal matrix composites. Like the 2L-T, it is a turbocharged SOHC (single overhead cam) engine with 8 valves (the earlier heads were prone to cracking under high temperatures because there is a cooling chamber that runs between the intake and exhaust valves and it allows for steam build up - part number 11101-54120, that was fixed in the later 2nd gen heads - part number 11101-54121). The bore and stroke is . Due to the EFI system, the  2L-TE develops significantly more torque than its predecessor. The redline of this engine is at 4800rpm, the compression ratio is 20.0:1. The 2L-TE was largely replaced by the KZ engine in 1993, although it continued to be used in some models until 2000. Applications: 2L-TE(II). The 2L-TE(II) is an upgrade of the 2L-TE. Of the same dimensions as the 2L-TE engine, the most significant change is that the camshaft lifts the valve directly via tappet instead of a rocker arm. The valve clearance is adjusted using shims. Compression ratio is also increased to 21.0:1 , slightly higher than the 2L-T and 2L-TE. Maximum horsepower is at 3800rpm and maximum torque ranges from to at 2400rpm. Applications 2L-THE. Introduced in 1984, the High Pressure turbocharged version of 2L-TE features ceramic chambers. In this engine, the fuel is injected with a high pressure system. Bore and stroke remains the same, for both however compression is increased to 21:1. The maximum output was at 4000 rpm and maximum torque was . The engine comes with a Turbo charger and used the EFI (Electronic Fuel Injection) system as well. Ignition feedback control would be added in  1985. Applications: 2L-THE(II). Has the same dimensions and is still referred to as the 2L-THE engine, the most significant change is that the camshaft lifts the valve directly via tappet instead of a rocker arm. The valve clearance is adjusted using shims. Applications: 3L. The 3L is a four-cylinder diesel engine. The bore and stroke of this engine is , and the compression ratio of 22.2:1. Applications: 5L. The 5L is a four-cylinder diesel engine. Bore and stroke is , with a compression ratio of 22.2:1. Applications: 5L-E. The 5L-E is a EFI version of the  5L engine. It is the latest member of the L family. It has a bore and stroke of , with a compression ratio of 22.2:1. Output (as fitted to the Hilux) is gross at 4200 rpm with gross of torque at 2200 rpm. Power output varies according to fitment. The engine number is found on the top face of the block at the front of the engine. Applications: