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Toyota Celica Engine Information

The following technical bulletins were published by AERA.


                                                     Coolant Loss On
                          Toyota Celica, Corona & Pickup With 18R & 20R Engines

When a coolant loss problem exists in the Toyota 20R engine, the manufacturer recommends that the engine core plugs be checked before the cylinder head is removed to inspect the head gasket or the head for porosity.

The core plugs are located on the exhaust side of the head.  If a leak is found in this area, remove the core plug and gasket. After thoroughly cleaning all the parts and threads, apply automotive pipe sealant or equivalent to the thread area. Reinstall the core plugs and tighten them to 22 ft. lbs. (31N·m).

                                                                        The AERA Technical Committee


                                          Interference Engines

The AERA Technical Committee would like to offer the following information on engines that present the possibility of interference between pistons and valves. The interference or contact may bend valve(s) when the timing between the camshaft and crankshaft is interrupted. This is generally the result of a timing belt or chain breaking or slipping.

The following list are engines that AERA is currently aware of that have exhibited interference. There may be other engines that are not listed below that have the possibility of piston to valve contact. If the engine you are working on is not listed, do not assume that it is a freewheeling design. It is suggested to add to this listing as additional information is obtained.

1986-89 1.6L Integra
1991-95 1.7L Integra
1990-95 1.8L Integra 
1986-89 2.5L Legend
1992-94 2.5L Vigor
1986-89 2.7L Legend
1990      2.7L Legend
1991-95 3.0L NSX
1991-95 3.2L Legend

1970-93 All Except 1970-77 
1.9L & 1970-73 1.8L

1987-95 2.5L 325I 525I
1994-95 4.0L 740I

1993-95 1.5L Colt 
1987-88 1.5L Colt	
1992-95 1.5L Eagle Summit
1987-88 1.6L Colt	
1989-92 1.6L Eagle Summit
1994-98 2.0L Neon Stratus
1990-95 2.0L Eagle Talon

1988-92 1.0L Charade
1988-92 1.3L Charade
1990-92 1.6L Rocky

1974-79 1.3L 128 Series
1979-82 1.5L Stranda
1974-78 1.6L 124 Series
1974-78 1.8L 124 Series
1974-78 1.8L 131 Series, Brava
1979-82 2.0L Brava, Spider 

1981-85 1.6L Escort, EXP
1981-83 1.6L LN7, Lynx
1984-85 2.0L Escort, Tempo
1993-95 2.0L Probe
1986-88 2.0L Ranger
1984-87 2.0L Lynx, Topaz Diesel
1985    2.2L Ranger
1989-92 2.2L Probe
1986-88 2.3L Ranger
1986-87 2.3L Diesel Ranger
1991-98 4.6L Crown Victoria

1986-95 1.0L Geo Metro
1989-91 1.0L Firefly (CANADA)
1985-88 1.5L Sunburst (CANADA)
1985-89 1.5L Spectrum
1990-93 1.6L Prizm, Storm
1981-84 1.8L Diesel (CANADA)
1982-86 1.8L Buick Skyhawk
1990-98 1.9L Saturn
1987-88 2.0L Buick Skyhawk
1988-95 2.3L Quad Four
1985-87 3.0L Buick
1979-95 3.8L Buick

1986-87 1.0L Prelude
1973-78 1.2L All
1973-78 1.3L All
1980-84 1.3L All
1973-78 1.5L All
1985-89 1.5L Civic
1988-95 1.5L Civic, CRX
1993-95 1.5L Civic Del Sol
1979-84 1.5L All
1985-87 1.5L CRX
1993-95 1.6L Civic Del Sol
1973-78 1.6L All
1980-82 1.6L All
1988-95 1.6L Civic, CRX
1984-87 1.8L Prelude, Accord
1979-83 1.8L All
1986-91 2.0L Prelude
1990-91 2.1L Prelude
1990-95 2.2L Prelude, Accord
1992-95 2.2L Prelude
1995      2.7L Accord

1984-95 1.5L Excel Scoupe
1995-98 1.5L Accent
1992-95 1.6L Elantra
1993-95 1.8L Elantra
1992-95 2.0L Sonata
1989-91 2.4L Sonata
1990-95 3.0L Sonata

1990-92 3.0L M30

1987-89 1.5L I-Mark
1990-93 1.6L Stylus Impulse
1987-89 2.0L Impulse
1981-87 2.2L Diesel Truck
1986-95 2.3L Truck Trooper
1988-95 2.6L Truck Rodeo Amigo
1991-96 3.2L Trooper Rodeo Amigo

1995      2.0L Sportage

1984-85 2.0L 626 
1988-92 2.2L 626 MX6
1989-93 2.2L Pickup
1988-95 3.0L 929 MPV

1985-95 1.5L Mirage Precise
1990-92 1.6L Mirage
1989-95 2.0L Galant Eclipse
1983-86 2.3L Diesel Pickup
1994-95 2.4L Galant

1982      1.5L Centra
1983-88 1.6L Sentra Pulsar
1987-89 1.8L Pulsar
1982-89 2.0L Stanza 300ZX
1984-95 3.0L Maxima 300ZX Pathfinder

1976-83 2.0L 924
1976-89 2.5L 944 Series
1989      2.7L 944 Series
1989-91 3.0L 944 Series
1976-83 4.5L 928
1984      4.7L 928
1985-91 5.0L 928
1992-95 5.4L 928

1985-94 1.3L Samurai Sidekick
1989-94 1.3L Swift

1986-95 1.5L Tercel
1981-83 2.2L Pickup
1984-87 2.4L Pickup
1982-88 2.8L Celica Cressida
1987-94 3.0L 4-Runner

1976-91 All Except 1.9 2.1L Engine
1990-92 1.6L Golf (CANADA) Jetta
1990-95 2.0L GTI Jetta GLI Passat

1991      2.3L Coupe 940
1986-94 2.3L 240 740 940 

                                                                              The AERA Technical Committee


                                                 Crankshaft Caution On 
                                             Toyota 2.0L 3S-FE Engines

AERA members report that the number of bolt holes used to retain the flexplate or flywheel has increased from 6 to 8 bolts on Toyota 2.0L 3S-FE engines.

Toyota Motor Company indicates the crankshaft change occurred with engine numbers 3S-6191706 and 3S-1039856 in May, 1989.  New or previous style crankshafts can be installed as long as the appropriate flexplate or flywheel is used.

The torque for flexplate/flywheel retaining bolts remains the same vehicles with  automatic transmissions require 61 lbs.ft. Vehicles with manual transmissions require 65-72 lbs.ft. except the 4WD Celica, which requires 80 lbs.ft. of torque.  Seal the flexplate/flywheel bolts with LoctiteR or equivalent before

                                                                      The AERA Technical Committee


                                      Cylinder Block Boring Caution On
                                     Toyota 2.0L 3SFE, 3SGTE Engines

AERA member shops report that boring the Toyota 2.0L 3SFE and 3SGTE cylinder blocks can lead to problems.  The biggest problem is that oversize pistons are not supplied by the engine manufacturer.  Toyota uses 3 standard diameter pistons and bores. The pistons are marked on the top with a 1, 2, or 3 
The range of the piston diameters is from 3.3836 to 3.3848 (85.944-85.975 mm) for Camry engines.  The range of the piston diameters for the Celica is 3.3827 to 3.3839 (85.920-85.951).

The manufacturer is stamping the block 1, 2, or 3 to identify the bore size of each cylinder (see figure 2).  The standard bore ranges from 3.3858-3.3870 (86.000-86.030 mm).  The piston to wall clearance for both engines is listed as .0018-.0026 (.045-.066 mm).

Boring the cylinder block before obtaining an oversize piston source can be costly for all concerned.

AERA is unaware of an aftermarket piston supplier at this time.

                                                                          The AERA Technical Committee


       Crankshaft Pulley Torque Specifications Changed On
        Toyota Celica, Corona & Pickup With 18R-C Engine

The crankshaft pulley set bolt is designed to exert thrust force
against the crankshaft timing gear to prevent movement.  Toyota
has increased the torque specification as follows:

     Old Spec.                New Spec.
650 Kg-CM (47 ft. lbs.)     1000 Kg-CM (72 ft. lbs.)

                                                                           The AERA Technical Committee


                                       Coolant In The Oil On
                                  Toyota 20R & 22R Engines

AERA members have reported instances of engine coolant mixing with the engine lubricating oil supply.

In some of these cases, pressure testing the cylinder block and head has not identified the source of the leak.  However, close inspection of the aluminum front cover revealed an area where the timing chain wore through into a water passage.  

In this engine the water pump is mounted to the front cover.  When the timing chain stretches and the automatic tensioner is no longer able to take up the slack, the loose chain can slap against the front cover.  Continuous contact will eventually wear a hole into the front cover, introducing engine coolant into the

                                                                      The AERA Technical Committee


                         Revised PCV Valve On
                   1984-87 Toyota 2.2L 4YEC Engines

The AERA Technical Committee offers the following information
concerning a revised PCV (Positive Crankcase Ventilation) valve on
1984-87 Toyota 2.2L 4YEC engines. The purpose of this revised
assembly is to improve the control of the PCV system in colder
ambient temperatures.

This revised system involves installing a new valve and hose
assembly as shown below. Installing the revised components seals and
meters the air flow through the system in all ambient temperatures.
If the PCV system is not completely sealed, it becomes ineffective
and may result in undesirable oil consumption.

Engines built beginning with serial number 4Y-0058330 have the
revised components. Parts are available with Part #12204-15022 for
the valve and 12261-73021 for the hose assembly to update older

                                         The AERA Technical Committee

October 1996 - TB 1387



                                Revised Crankshaft Caution On
                               1994 Toyota 2.2L 5SFE Engines

The AERA Technical Committee advises members of a revised crankshaft design on 1994 Toyota 2.2L 5SFE engines. This design change prevents the interchanging of old and new designs. The modified area is the drive gear for the engine balance assembly.

To reduce cold engine noise at start-up, the number of teeth on the balance shaft drive gear was reduced from 66 to 44. The change occurred with engine serial #55537901, which was built in July of 1994.

The balance shaft assembly gears also changed at the same time to accommodate the revised crankshaft. The first design used 32 teeth on each gear and the second uses 22 teeth. Those assemblies are not interchangeable.

For additional information see AERA Technical Bulletin TB 1347

                                                                            The AERA Technical Committee


                                        Oil Pump And Camshaft Changes On
                                            1984-85 Toyota 5M-GE Engines

Toyota has announced modifications for its 5M-GE engines built in 1984 and 1985 to improve the lubrication performance of the engine's camshafts.  This dual overhead camshaft 6-cylinder engine has suffered a lack of adequate oil to the camshafts in the past.

Toyota engineers have increased the capacity of the oil pump to increase the oil supply to the top end. This change also necessitated a change in the shape of the oil pan to provide adequate clearance for the new oil pump.  This change began with engine #5M-3581713 in August, 1984.  If the original oil pump
#15100-43010 is replaced with the new oil pump #15100-43020, oil pan #12101-43040 must also be used.

The diameter of the oil jet in the camshaft was increased from .048 to .056.  This change occurred in production beginning in May, 1985, with engine #5M-3675931 (see Figure 1).  Toyota allows the replacement of camshafts in engines built prior to May, 1985 with the new camshaft without changing the oil pump and oil pan.  The oil pressure switch should also be changed to the late model
switch.  The original camshaft #13501-43010 has been replaced by #13502-43030.  The correct oil pressure switch for use with the late model camshaft is #83530-14050.

                                                                           The AERA Technical Committee


                                          Camshaft Timing On 
                         Toyota 1.6L DOHC 4AF and 4AFE Engines

Timing the camshafts on 1.6L DOHC Toyota engines can be a source of frustration.  This popular DOHC, 16 valve engine is used in Corollas and Celicas

The cause of the frustration is two sets of timing marks on each of the integral camshaft gears (Figure 1).  Each set of marks has a particular purpose.  One set is used to time the intake with the exhaust camshaft when they are mounted to the cylinder head.  The other set indicates the TDC (Top Dead Center) for both

Mount the camshafts to the cylinder head using the following steps:

1)   Install the exhaust camshaft and torque the bearing caps in sequence to 
      108 in.lbs. (Figure 2).
2)   Rotate the exhaust camshaft to position the knock pin slightly past 
      9 o'clock (Figure 3).
3)   Mount the intake camshaft, aligning the installation timing marks and torque 
      the bearing caps in sequence to 108 in.lbs.
4)   Rotate the camshafts to ensure alignment of the timing marks. 
5)   Finish by aligning the TDC timing marks (Figure 1). 

The cylinder head is ready for installation on the cylinder block.  Align the crankshaft and camshaft sprockets before positioning the timing belt (Figure 4).  Aligning the through hole in the camshaft sprocket with the mark on the camshaft
bearing cap is the only tricky part.

                                                                           The AERA Technical Committee

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