Feature 2y Toyota Electrical Engines
The 2y Toyota engine is a design that’s a combination of the Toyota T engine, and the Toyota R engine, in a way that’s similar to how the Toyota F engine is a design of the Toyota Type B engine, and the Chevrolet inline-six. The Y engine has mostly only been used in commercial and off-road vehicles.
The 2Y engine is an OHV, eight valve construction just like the 1Y. It shares that engine’s 86 mm (3.39 in) bore, but stroke is increased to 78 mm (3.07 in) for a displacement of 1.8 litres (1,812 cc). There are also 2Y-J and 2Y-U engines with differing emissions control equipment.
Used Toyota HiLux review
According to Toyota, the HiLux name is a combination of ‘high’ and ‘luxury’ – although those signing up for the fifth-generation model in 1988 might have disagreed.
While it would, 2y Toyota over time and a number of subsequent models, evolve into a multi-use vehicle, it was still very much a working-class hero 30 years ago.
Australians still preferred locally produced Holden and Falcon utes, but the HiLux was gaining ground with anyone wanting a no-nonsense go-anywhere workhorse with a useful payload.
Although it was still primarily aimed at tradesmen, farmers, miners, and anyone else who wanted a work vehicle, the fifth-generation HiLux that arrived in 1988 was showing signs of a shift towards a multi-use ute that extended beyond the weekday worker.
There were a raft of models and configurations to choose from, designed to suit whatever it was you wanted to do with your HiLux.
It was available as a cab-chassis, on which you could mount your own body, or a smooth-sided pickup, and there was a choice of single-cab, extended-cab or dual-cab body styles.
There was also a choice of petrol and diesel engines, rear- or four-wheel drive, a manual gearbox or automatic transmission, and a number of trim levels, from the basic entry-level version to the Grinner, DX or the SR5.
For those intending to put their vehicles to work, 2y Toyota the HiLux had a payload of 1000kg.
The list of standard features was a short one; so much so that the addition of power steering as standard across the range in 1990 was regarded as a big deal.
Even in the SR5, the model aimed at foremen, or anyone wanting a sportier ride, you only got power steering and a radio cassette player as standard. If you wanted to pay extra you could have air-conditioning, but it wasn’t climate control.
There was no Bluetooth for connecting your iPhone or Android device, touch screens were still way off in the future, you found your way around using a street directory, not sat nav, and things like rear parking sensors, a reversing camera, or heaven forbid, park assist, were unheard of. But the spare tyre was a full-sized wheel.
A minor update in 1991 saw a new grille with the new Toyota badge at its centre, and a larger, more powerful diesel engine.
Buyers had the choice of three cabs, and each was very much a working space with hardwearing cloth trim and plastic fittings. Comfort wasn’t a huge consideration.
The single-cab was the basic one; it was roomy enough for two, but a bit of a squeeze for three across the bench seat and the guy in the centre had to deal with the floor-mounted gearshift lever.
An extended-cab option had extra space for storage behind the seat, and jump seats for occasional use.
The four-door dual-cab had seats for five; two in the font, and three in the back. It was reasonably roomy, and comfort was acceptable for a hard-riding work ute.
Storage options were few, limited to the glove box, and cupholders weren’t provided.
There was a choice of petrol and diesel engines. The Grinner came with a 1.8-litre carburettor-fed four-cylinder overhead valve petrol engine that offered just 58kW and 140Nm – its performance was modest at best.
It was rear-wheel drive and was only available with a four-speed manual gearbox until 1992, when that was superceded by a five-speed manual gearbox.
For those who wanted more than the Grinner offered, there was a 2.4-litre overhead camshaft, carburettor-equipped petrol engine that produced peak power of 75kW – a mere 100 horsepower – and maximum torque of 185Nm.
Both petrol engines were designed to run on 91-octane regular unleaded.
The 2.4-litre came linked to a five-speed manual gearbox across the bulk of the range, but could also be had with a four-speed automatic transmission in rear-wheel-drive models.
As an alternative, there was a 2.4-litre, four-cylinder overhead camshaft diesel engine promising 56kW of peak power and 160Nm of maximum torque.
That was replaced in 1991 by a larger, 2y Toyota more powerful 2.8-litre diesel that delivered 60kW and 183Nm at its performance peak. Both diesels came with a five-speed manual gearbox; there was no automatic option.
Final drive was either through the rear wheels on the two-wheel drive models, or through all four wheels via the part-time, dual-range, four-wheel drive.
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