(first posted 5/12/2014) My brother is one of those people who, in choosing his cars, has always stumbled upon vehicles with legendary drivetrains. Maybe it’s simply a matter of his perpetually meager budget unfailingly leading him to survivors, but about ten years ago he found his favorite, a 1981 Toyota pickup. He was in college at the time, and had blown up the 1989 Ford Probe GT my parents gave him for graduation for the second time when he found the Toyota sitting in a storage shed. The owner said if it fired up, he would accept $500 for it. Of course it fired up, and proceeded to last several years with no maintenance (including oil changes), igniting my brother’s long-lasting Toyota truck obsession in the process.
In the early 1980s, the very popular compact Japanese pickups faced a new challenge from Ford’s and GM’s newest compact trucks. Ford’s hot-selling Ranger and the GM S-line both offered V6s in an effort to satisfy America’s need for power, or at least, to give the impression of power to prospective buyers. Forget the fact that the GM 2.8 was initially a reliability nightmare, and that Ford’s offerings were pretty anemic–the public had been effectively sold on the virtues of the V6.
Toyota and Nissan took note as the Americans came to the game, and needed something in response. Even when it came to the hot-selling Honda Accord and Toyota Camry, I clearly remember “grown-up” discussions during the ’80s circling around the fact that they didn’t have a smooth, “powerful” V6 available. Of course at the time, nobody had come to realize the drastic difference in longevity between Toyota’s legendary 22R/R-E and GM’s new sixty degree V6s, but I remember my dad and his buddies talking all about how much better they felt the American V6 offerings were.
When it arrived in late 1985, the turbocharged 22R-TE added twenty-three horsepower, bringing the total to 135 from 112, but more importantly adding thirty-one foot pounds of torque, going from 142 to 173. Peanuts compared to the new modern turbocharged engines like the EcoBoost, sure, but it only had to motivate ~2800 pounds of pickup compared to the nearly 6,000 pounds of EcoBoosted F-150. It compared pretty favorably to the V6s of the time, beating Ford’s 2.8 (115hp), GM’s 2.8 (130hp) and even coming close to the improved Ford 2.9 (140hp). On paper, it seemed to be an excellent band-aid, offering a great amount of power in comparison to the competition with theoretically better economy to boot. And, of course, it was a boon to owners in high-altitude areas.
In my life, I’ve seen all of three turbo Toyota trucks, and one of those sightings was the result of a kid hooning a DeLorean in the parking lot of a mall on the silver screen. I suspect that Toyota missed the mark with this engine. It’s likely that a buyer of the time who wanted a V6 didn’t want the cost premium of the turbo, and didn’t want the tradeoffs that the turbo motor had. One of the biggest selling points of the EcoBoost is that it really does feel like a V8 thanks to a really powerful base motor in addition to quick-spooling turbochargers. Back thirty years ago, turbo lag was the name of the game, though the low-boost 2.4 liter Toyota wasn’t too bad, and prospective buyers shopping on power definitely noticed an improvement. Nothing worth bragging about in today’s context, of course; the current owner of this truck commented that he expected it to have a little more “go.”
Another factor making the 22R-TE ill-suited to pickup duty was that many turbocharged cars of the ’80s also suffered turbo failure if not cooled down sufficiently before the vehicle was shut off and the oil stopped circulating. Modern technology has made huge strides, specifically when it comes to bearings and engine computers, but there certainly is a reason boosted engines have only truly reached mainstream acceptance in recent years. In the late 80s and 90s, aftermarket firms did solid business selling gear to keep engines running–and circulating oil through turbos–after their ignitions were shut off. Who here remembers the turbo timer?
This motor lasted on the US market all of three years, with all reports being that it ceased production sometime in 1988. Once Toyota’s excellent new V6 (this engines has its own, well-known reliability issue-ED) arrived in their trucks in 1987, the 22R-TE was doomed.
All those factors together make the turbocharged Toyota truck a unicorn. My first experience with a turbo Toyota truck was in high school, where a fellow employee at the local grocer had one that he was pretty proud of. With taller tires, a roll bar and with lights on top, it would have been completely lust-worthy aside from a terrible color choice. Someone had repainted it in what I can only describe as a ’70’s LTD color, a sea foam metallic that turned it into somewhat of a joke. It didn’t help that his frequent attempts to impress a couple of us gearheads while leaving work didn’t amount to much, with nary a chirp coming from the big mudders during the most aggressive take-offs.
Our subject truck caught my eye simply because it was a Toyota in “normal” shape with a reasonably intact body. When I noticed the big “Turbo” badge, I investigated further and got quite the story to back it up.
Like my brother’s 1981, this truck was found by the current owner about a month ago in a barn, becoming his after $500 exchanged hands. After another $1,500 in mechanical work to cure the various ills that had it in the barn in the first place, it’s running great.
On the subject of odd option packages, near as I can tell–aside from the turbocharged four and 4×4 drivetrain–this one doesn’t have any. That interior is an absolutely cherry example of the basic ’80’s Toyota truck interior with the only blemish being a late ’90s Alpine deck. But with steel wheels, a manual transmission and the reportedly stout turbo four, it’s a real truck owner’s dream.
Of course, with an absolutely cherry interior and relatively rust free body, its new owner is already getting quite a few unsolicited offers, one of which has come from none other than my brother, who is absolutely chomping at the bit to get this truck. He’s already offered his ’99 F-150 XLT “Sport” 4×4 SuperCab in direct trade, even with the F-150 being rust free and sporting the legendary 4.6. Too bad the old fisherman isn’t interested, he likes his rare Toyota–which turned out even better for me, but you’ll find that out in a future post.
Good choice. Don’t let Jeremy Clarkson near it.
Or my brother. Granted, his died at the hands of a minivan and an insurance adjuster – but in the 4 years he owned it, after pulling it out of a storage shed, I seriously don’t think he did anything to it other than tires. And those were only out of absolute necessity as he finally couldn’t make it to the gas station to fill them up before they ran out of air.
After being exposed to many a 4 cylinder Toyota truck, I’m not sure what can kill them aside from rust.
Well on the 22 the plastic timing chain guides like to snap when the cost cutting single row timing chain gets so stretched that the tensioner can’t keep it in check. Said floppy timing chain then proceeds to cut a hole into the coolant passage in the timing cover.
Then there is the thrust washers for the crank which fall out when they get partially worn.
Now that’s interesting, and the things I learn – like the issues they had with the V6’s. Here I thought Honda was the only one where you had to watch the timing belt/chain like a hawk…
Oh and I forgot the plastic rocker shaft spacers on the 22. They could potentially totally destroy an engine. The plastic wore very quickly and there was a spring that kept the rocker arm against said spacer. Once they wore enough the rocker would push on the valve spring retainer/keepers. So the valve would shoot into the cylinder and cause lots of damage. That one is not so well known because Toyota had one of their many secret campaigns and if you came in for a valve adjustment they would break the plastic ones out of there and put in the split aluminum ones. There for awhile you could walk into any Toyota dealer parts dept and ask for a pair of rocker spacers and the person behind the counter could go pull them off the shelf w/o asking what vehicle or what engine or looking up the number and put said number into the computer to generate the invoice.
A ~1997 we had at work had a bad case of valve seat recession from running on LPG. It needed thinner than minimum shims to set valve clearance, and if it got worse would have needed the seats replaced or worst-case if the valve seats failed because they got too thin, a new head which would have cost thousands. Our solution was to never use LPG in it again.
I bought the very first 86 SR5 Turbo in So Ca early Sept 85. White w/grey int, 5 spd, chrome package, ac. I added a bed liner and later a camper shell. Loved that truck! Towed a golf cart to Avila Beach, still got 23mpg. On a trip to Folsum Lake, got 36mpg. Tallied 68k miles in 3 yrs, then sold it. Now you cant find a descent one anywhere. Would love to have another one.
I saw that Top Gear video. Jeremy Clarkson sure did havoc on that truck. Considering what he did to that truck, I don’t know anyone who has done what he did, I don’t see how the damn thing could’ve started, much less driven under its own power.
because it was an early ’80s diesel. all it needed to run was 12 volts to one wire at the injection pump to open the fuel cut-off solenoid. Nothing they did on that segment was harmful to the engine. Had they done something to bash in the radiator or oil pan it would have been game over, but they (probably intentionally) didn’t.
Toyota diesels are great but far from indestructable overheating kills them very quickly new heads arent expensive.
My 1/2 brother, Chip, had a 1984 Toyota pickup truck. It was 4wd, it was a blue SR5, with a 5 spd manual. He bought it brand new in 1984. He sold it in 2012, when he bought a Mazda.
Reminds me of Back to the Future:
Yesss! When I was a kid it was a toss-up between the DeLorean or the Toyota as the best car from the film. Still to this day given the choice, not sure what I’d choose.
Also imagine that exact truck in sea foam metallic. That’s my other encounter with a Toyota Turbo truck back in high school. I’m fairly certain that truck was finally put out of it’s misery.
Meh, these days I’d rather have the sea foam. All-black-everything’s done to death. Although red with white wheels or that metallic gold Toyota offered in 1984-5 would be my first choice, and I’ll admit that in 1985 things were different.
Marty McFly’s truck is still lust worthy after almost 30 years. My wife and I had an 86 4Runner similar to this right when we first got married and I wish we never sold it.
I remember turbo timers! And a coworker of mine back in ’86 bought a new 2wd Toyota turbo pick up, black with silver stripes. Beautiful, beautiful truck.
I’ve always wondered why it seems like Chrysler was the only one to use water-cooled turbos. No need for turbo timers on those.
living in Colorado in the late 90’s we had two of these (both 4×4’s), a red 1986 that we bought with 190k on it and a grey 1987 SR5 extra cab (with every option possible) that had 130k on it when I bought it and 195k on it when I sold it to a misplaced texan who was living in SE Michigan. Loved those trucks, both of them. The beds rotted out similar to the picture above, and the red one was two different colors of red due to the beds being made of a different grade of steel than the cabs and being mounted after shipping over from Japan.
the red one was bought by a guy to restore it, and is likely still rolling around. The grey one probably succumbed to rust in the midwest. Never did the turbo cool down, and never had a turbo failure. We had multiple high mileage turbos, (2 dodge spirits, 2 Toyota trucks and 1 subaru wagon.)
Rust free? I guess u missed that HUGE hole in the rear panel. Unreal
Many Toyota owners consider this “almost rust free”! I prefer to see that than the sloppy patch jobs that some owners do to theirs!
This is downright concours quality in the midwest. You should see some of the Toyotas that are still running – amazingly. My only thought is that the bodies rust and don’t get to the frame.
There’s a rather wealthy, and extremely eccentric woman I know of who’s still driving a Toyota truck of this vintage despite the fact that the rust is so bad you can literally see the inside of the interior door panels through the holes in the doors.
I should compile a “best of rusted Toyotas”. I thought Fords rusted bad, but wow…
My ex-boyfriend owned a 198(7??) Toyota 4Runner Turbo. Automatic (as they were only offered with one I believe), digital dash, the works. He already had a 22re equipped one with 450,000km and it was getting tired. The turbo 4runner was in perfect shape, 60,000km, lightly used. Never taken off road, on the way back to Thunder Bay from Toronto he hit a deer, so it arrived home with some damage but he was so extatic about the new truck, he didnt care. I guess this is the other variant the turbo motor was put into. The motor connected to the automatic still was leaps and bounds faster than the 22re equipped 5 speed, but lost a lot of the visceral feel that the old truck has. Still, the turbo is still running and is his daily driver. He has had issues with a few sensors and there was some problems with the turbo system (not exactly sure what) as it sat for a while, but otherwise has been dependable. Definitely more fragile than the old truck, but more technologically advanced (especially for the late 80’s!)
Despite all the issues, I’ll be honest – I’d definitely buy one of these. Then again, I’d know what I’m getting into but.. turbo toyota!
Maybe even an EcoBoost badge to boot? 🙂
I’m not sure the turbo petrol model made it here it wasnt in Aussie but a quick sify through the Toyota parts bin and 10 inches of 1inch box to mount an electric fan can see a 5M twincam bolt into these pickups that improves grunt no mistake.
I’ve never heard of the turbo model in Australia
I had 3 Toyota pickups, two with the fuel injected but non-turbo 22RE and one SR5 with the 3.0 V6 (which I still have). Just a few weeks ago, I replaced the head gaskets and the clutch on mine. Before I did, I was looking for an engine with less mileage than mine (201,000 miles) and I didn’t find one… But someone offered me a turbo 22RE along with the transmission and transfer case from a late-eighties pickup. I didn’t want that as I thought it would be even more trouble than keeping my original drivetrain…
Everyone I’ve heard who has one of those racks up amazing amounts of miles on them. My late Uncle’s early ’00’s Tacoma, for example, still runs shockingly well despite being in the high 200,000’s. My brother is also lusting after that one, but my aunt won’t sell it.
I think the only thing that really does these trucks in is the rust.. or some other odd gremlin. They’re akin to 80’s Honda accords, you’ll see one completely clapped out but sounding like they run like new. Amazing.
Where I live (near Montreal), most of the 1995½-2000 and some of the 2001-2004 Tacomas are gone as they were recalled for their Dana frame rust. The owners of the 2001 and newer models (as well as early Tundras) had the choice of having their frames replaced at the dealership or a buy back at the list price (now, I think that Toyota offers only frame replacements). The older Tacomas couldn’t have their frame replaced so they were bought back by Toyota at 1½ their value…
I remember in the mid’ 90’s that the V6 had a problem with head gaskets. As I recall, Toyota was replacing them free of charge with improved versions no matter how many miles or age. I don’t know if that still is true today, I doubt it after all these years. I always heard the 22R 4 cylinder was long lasting, with some owners getting over 300k miles out of them. Did not know about the timing chain guide/thrust washer issue on the 4 cylinder, Good trucks. I didn’t remember that Toyota had a turbo version, interesting.
I had two trucks with the 22RE and one with the V6 and while it’s easier to work on the 4cyl, I think the V6 is better. The HG was replaced on both of my 22RE engines and I replaced the engine on my last 4cyl truck at 257,000 kms (160,000 miles) as it was knocking. I used the one from my previous truck which had 204,000 kms (127,000 miles)
As for the recall on the V6, I guess they don’t replace head gaskets on these for free anymore (the newest ones are almost 20 years old now!). I know for sure that they don’t replace them twice on the same vehicle! I just had to do it on my 1993 pickup. If I remember well, on my truck, the recall had been done at around 78,000 miles in 1998, I got the truck in 2009 at 124,000 miles and it ran fine until this winter at 198,000 miles. I was filling the tank and checking the oil at a service station about 300 miles from home and I noticed that the coolant was empty. So I checked the radiator hose and there was no coolant in it either so I bought some and added about half a gallon in the radiator… I made it back home and I have driven it another 3000 miles to 201,000 while I was searching for another lower mileage engine but I ended replacing the head gaskets on it, last week… While I was there, I replaced a few more things that needed attention… Seems OK now!
I owned it’s non-turbo twin. Nice truck for the first five years. After having a few of these though a person gets pretty sick of the single row timing chain as it seems only the factory ever got them right and no one could repair them as the head had to come off to do it right and it was likely the bearings had been subjected to an anti freeze wash. Once I was on my 3rd junkyard engine I bailed. And the rust. And the sagging leaf springs. I much preferred my older 20r solid axle truck with the double chain. Rusted even worse but a bit sturdier. A shame about the dissolving body and frames as many more of these would have survived as the mechanicals were good.
You do not have to remove the head to properly change the timing chain, I’ve done at least a dozen of them. If you’ve got the 22R and not the 22RE you can put the 20R double row timing chain on them by getting the 20R gears, chain, metal backed guides and the 20R oil pump drive which is thinner to allow for the thicker crank gear. It does not work on the 22R-E which has a shorter deck height and thus a different length chain. Now I have seen a fair number of problems with the aftermarket tensioners.
LCE makes a double row timing chain upgrade for the 22re. You can also (I think) buy one from engnbldr. Those guys are fantastic FYI – dude built his son a stage 5 22re and has worked in yotas for years
Seeing this truck with the aluminum shell and the rig for carrying ladders/canoes etc reminds me of the 81 Datsun king cab that I owned. Although I found the NAPS Z engines to be fragile, it still had the same 300k miles plus 3 speed auto when I finally sold it. It did virtually everything so the engines might not have been as fragile as I remember but the truck was tough.
Hope to cash in on some of that long term Toyota reliability with the 95 4runner I just bought. Was just screened for smog and passed with flying colors so that’s one expensive problem it doesn’t have unlike the S 10 I had. . Given a choice I would have taken the four cylinder over the 3.0 that it has. A stick shift and 4wd make me wish I had owned it for the past 15 or so years.
I endorse your brothers taste in trucks.
Double check the last time the timing belt, water pump and fan idler has been replaced. If the rubber band brakes say goodbye to the engine. The water pumps are not durable, this is definitely an engine that needs its water pump changed every 60K with the timing belt since they like to leak and are driven by the timing belt. Because they were designed as a FWD engine and the location of the water pump they have a idler/fan drive pulley and those love to seize up w/o any warning so I always replaced them with the timing belt.
The non-turbo 2.4 liter ‘2L’ diesel is commonly regarded as the most bulletproof engine to be found in 80’s Toyota trucks. A somewhat rare engine in the US, but common as dirt elsewhere in the world, at least until recent years. I used to own a 1986 Toyota Hilux with the 2L and a 3 speed auto with overdrive, and it was the perfect recipie for slug-like performance. The truck was a 2wd single cab with the long bed. 0-60 took 20 seconds, considerably longer if there was even a slight incline. Top speed was at a screaming 80mph. My friends and I dubbed it the Slowlux. I never knew what the diff ratio was, but the truck was uncomfortably noisy above 60mph.
Fuel economy was very good. I would usually return a solid average 25 US mpg. Once I managed a 28 mpg avg out of a tank by being light with the throttle and keeping it under 60mph. Not a bad figure for a little old truck. Providing it’s current owner has kept an eye on the timing chain and changes out the oil and filters every 5000mi, it should last him long enough until the engine drops out from the truck rusting away.
I’ve heard of the 2.4 litre 2L diesel engine. It’s unforgivable that the engine wasn’t on the market for very long. Between the better fuel economy and the relative durability, I would think that it would’ve remained on the market longer than it had. I know they were also available with turbodiesel.
I would much rather of had a 22R/RE and 5 speed over the diesel and auto, despite the drop in fuel economy. I’ve noticed that diesel toyota trucks often command crazy money in the US, especially during the veggie oil craze a few years back. It might have been a suitable powertrain for the 55 mph speed limit era, but it’s too gutless for today’s highways. It would be alright for puttering around town or on a farm. The turbo model might be adequate, but I’ve never seen one in a Hilux this old and they have a few issues from what I’ve heard.
Hilux came in 2.0, 2.4, 2.8 &3.0 Litre naturally aspirated and turbo diesel also they had the Camry 3L V6 as an option which is fairly thirsty auto or manual, the turbo diesels are the pick of the motors available the 3.0 being the best of what Ive driven.
Both of my 4×4 trucks with the 22RE/manual transmission had 4:10 gearing and did about the same mileage out of a tank as my current SR5 V6-powered truck (3VZE, with manual transmission and 4.56 gears). Even with the slower gearing (but taller 31″ tires) and power options as well as air conditioning that both of my 4cyl trucks lacked.
The best mileage I did with a tank of gas on my 1993 V6 was 334 miles before the low-fuel light went on while the best I could do with my 1990 4cyl was 317 miles before the fuel light went on. I didn’t try that with my 1993 4cyl Deluxe truck as the low fuel warning light, while present, wasn’t connected to anything that could turn it on on non-SR5 trucks!
Sweet truck and rare find indeed! I have a ’79 Pickup myself.
WOW, It was great reading all of this on the Toyota trucks. I have my 1986 long bed Xtra cab, 22R Carb. with p.s. Air cond, and Split bench reclining. 242,000 miles and passed Calif. smog, same eng. and timing chain never changed. No clapping or noise yet… Had a valve job done once. On the third clutch Centerforce 2. Great clutch and has 95,000 on it and still grabs tough. I learned a lot, and thanks you guys.
Well i guess i have the last one who is rust free a 1985 22rtec original engine n all she is close to 200k
I own my first Toyota truck in 1986 it was a 83 I had it in till 98 now I have Four more Toyota trucks in my latest is a 1985 extra cab Turbo pickup truck fully loaded! And I stand by Toyota I had Dodge Dakota a Ford Ranger and none of them compares to the Toyota small trucks!
can you turn the toyota diesel into diesel turbo
My daughter and I have been working on a 1987 Custom Cab 4×4 22R. It had 257000 on it. Horrible rod knock and an internal coolant leak, but would still start, idle and move on its own power. We’ve rebuilt the engine and replaced…..seems like all the other consumable parts. Had the “chicken tax” bed with some rust. However we are building, from a kit, a new fiberglass bed. It has been a really great father daughter project. Gotta love these old trucks!
’87 Base 4×4 5spd Turbo w/AC… 100k one owner miles. No rust. Still has the original shocks on it! Bought it from the old man who bought it new in Somerset KY and used it as his work truck as a coal mine service company owner and to take his boat to and from the dock. Interior is cherry and still has the original Toyota deck!
I still like the 3.0 turbo diesel Hi lux they drive fairly well for a ute and have some get up and go plus reasonable fuel economy, big range of body styles and 2wd 4wd drivetrain options and if maintained probably wont break down.
Everyone goes on and on about the reliability of the 22re but frankly, meh. They have head issues and the one I owned had plastic guides missing so the chain was slapping into the cover, sending metal shavings into the oil.
Don’t get me started on the dogshit 3.0 with 5 more horsepower over the 22re and head gasket failures.
Toyota didn’t start getting it right until the 2.7 and 3.4 liters in the first gen Tacoma.
I had a lot of experience with 22R/RE’s. The older pre-’84 versions with the rounded valve cover and double-roller timing chain really were built-proof, but the later versions had their issues. The plastic rocker arm spacers would make a lot of noise (rocker arm would slide right off the valve stem and hit the retainer) before they caused any real damage, and they were easy to replace with the split metal spacers. Stretched out single roller timing chains and worn out guides would result in the slapping chain sawing through the timing cover water passage, which would dump coolant into the crankcase along with all the aluminum shavings. Busted head bolts were pretty common too. I saw one instance of the crank thrust bearings falling out, I think that problem was more prevalent in trucks with manual transmissions. Have to say it was a great engine that was cheaped out in the end. The 3.0L V-6 was more consistent, it started off a turd and stayed that way right up until the end! Completely agree the later 2.7L 4 cylinder and 3.4L V-6 had typical Toyota reliability.
My friend’s wife had a ’79 that she bought new, right after finishing college…moved it here to Texas (where I met them). It was stripped, don’t think it even had air conditioning, but got terrible gas mileage, he said it was geared such that he got maybe 13 MPG. They did use it to pull a trailer once in a while until they got their Ramcharger.
The truck was damaged by hail, and in 98 they left Texas…my friend didn’t want to move the truck, and he drove it in lieu of renting a car a month or two after his family had relocated when he was finishing up things (job and house wise) before moving…I don’t even know if he ended up selling it or maybe just donated it, maybe even leaving it on the side of the road with the keys inside…it gave them good service (and he had acquired an ’82 Celica coupe after his ’82 Accord was totalled) but they’d moved from the country to the city after their relocation, and no longer needed a pickup after they made the change.