Toyota Truck, 19891995
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What is the value of ancient Toyota trucks?
5 Trustworthy Old Toyota Pickups on Autotrader
- $35,900 for a 1983 Toyota Pickup 44 Regular Cab SR5.
- $24,876 for a 1988 Toyota Pickup 44 Xtracab SR5 V6.
- $19,900 for a 1993 Toyota Pickup 44 Xtracab Deluxe V6.
- $10,995 for a 1996 Toyota T100 44 Xtracab SR5.
- $9,850 for a 2000 Toyota Tacoma 44 Regular Cab.
What’s the market price of a used Toyota Hilux?
First-generation Toyota Pickup / Hilux (1968 to 1972) A: On August 15, 2021, the lowest sale price ever recorded was $10,750 for a 1972 Toyota Hilux Pickup. What is a Toyota Pickup / Hilux’s typical sale price for the first generation? A Toyota Pickup / Hilux – 1st Gen costs, on average, $20,243.
th Generation (19881997)
The fifth-generation Hilux, which was released in September 1988, embodied the fundamental ideas of strength, durability, and comfort. The interior equipment was further improved to increase its capacity as a multipurpose vehicle (often referred to as an RV or recreational vehicle in Japan at the time). There was just one basic body variety left, and it had pressed doors with built-in window sashes. Wheel arch flares were a key distinction between rear-wheel-drive (RWD) and four-wheel-drive (4WD) vehicles: RWD versions had fenders without flares, while 4WD models had robust-looking over fenders with flares. Due to this, 4WD versions now have a 1,690 mm width, which is 40 mm wider than RWD models. Even more so than before, the dashboard and other interior features resembled sedans.
What does SR5 on a Toyota signify?
The SR5 was the top trim level on numerous Toyotas in the 1980s. When a truck had a five-speed manual transmission, it was considered a luxury. SR stood for Sport Rally, and SR5 was the Sport Rally Five Speed. However, that was back when Toyota’s compact pickup was simply known as the Toyota Pickup. Tacoma didn’t become popular until 1995. What does a Tacoma’s SR package entail? What makes SR and SR5 different from one another?
Has a 1990 Toyota truck has airbags?
Even though their payload and towing capacities are higher than the Japanese average, they fall short of those of domestic vehicles. When comparing vehicles, Toyota may have an advantage because of their observably superior level of craftsmanship, which may balance out potential price increases.
Overview
1989 saw a redesign of the small Toyota pickups, adding rear antilock brakes and shift-on-the-fly part-time 4-wheel drive. The new ABS system was an option for the SR5 4-cylinder pickups but was standard for the SR5 V6 versions. In 1990, a 2.4-liter 4-cylinder engine with fuel injection and carburetion was standard, and a 3.0-liter V6 with 150 horsepower was also offered. The two 4-cylinder engines produced, respectively, 102 and 116 horsepower. The 3.0 liter V6 was standard on SR5 V6 models and available on Xtracab Deluxe trucks. While the other two came standard with a 5-speed manual transmission and an optional 4-speed overdrive automatic, the carbureted engine offered a 4-speed manual gearbox.
Yearly Updates
Rear-wheel antilock brakes remain standard on the SR5 models for 1991, but are only available on certain other Toyota truck models. A mechanism Toyota calls 4WDemand is standard on the SR5 V6 44 and is now available on all 4WD trucks for 1991. This system has front hubs that automatically lock. By engaging the front differential and drive shafts using a floor-mounted transfer-case lever, it is possible to switch between 2WD and 4WD High at any speed up to 50 mph. The 2.4-liter, 4-cylinder, carbureted engine with 102 horsepower is gone for 1991.
New front valance panels and grilles with the Toyota emblem are added to all models; 2WD and 4WD versions continue to have somewhat different grille designs. A storage space beneath the radio on the dashboard was also introduced this year.
In favor of its new T100 midsize truck, Toyota discontinues the most powerful models of its tiny pickup and modifies the equipment on the remaining models. The long-bed 4WD variant is gone for 1993; all other models are still offered with 2- or 4-wheel drive. The One Ton type, a 2WD long-bed workhorse, is also no longer offered. Its payload was 2520 pounds, which was only 50 pounds less than the One Ton of the new 2WD T100. Additionally, the 2WD DX no longer has cruise control and new exterior graphics have been installed. Finally, 31-inch tires are currently only available for the 4WD SR5 V6 when alloy wheels are selected.
Without a long-bed body style but with improved safety features for the remaining regular cab and extended cab models, Toyota’s line of compact pickups are back for 1994. New safety measures currently needed on pickups include side door-guard beams and a center high-mount lights.
Engines
In 1990, a 2.4-liter 4-cylinder engine with fuel injection and carburetion was standard, and a 3.0-liter V6 was optional. The 4-cylinder carbureted engine has 102 horsepower. The carbureted variant produces 140 pound-feet of torque at 2800 rpm and 116 horsepower at 4800 rpm. In 1991, the carbureted engine is replaced with a fuel-injected 4-cylinder engine as standard equipment for the base model. The 3.0-liter V6 is standard on SR5 V6 vehicles and optional on Xtracab Deluxe trucks. It has 180 pound-feet of torque at 3400 rpm and 150 horsepower at 4800 rpm. The carbureted engine comes with a 4-speed manual transmission, while the other two have 5-speed manuals as standard, with a 4-speed overdrive automatic transmission as an option.
Road Test
The 150-horsepower 3.0-liter V6 in the Toyota is a touch smoother than the one in the Nissan, but neither has nearly the torque of the sixes in the domestics, like the Ford Ranger or Chevy S-10, which we learned when we were behind the wheel. However, our 5-speed 4WD Xtracab SR5 V6 performed admirably, clocking a respectable 13.1 seconds in the 0-60 sprintnot bad for the line’s biggest model. Braking was likewise excellent, with short stopping distances and strong rear-wheel locking resistance.
Cab comfort, quietness, and ease of driving all receive good marks. Even the ride is pleasant, especially for a 4WD model with taut springs. It offers solid cornering and exudes assurance and sureness of foot. The Toyota 4WDemand system is far more user-friendly and practical than the other Toyota system. Less impressive is the Toyota Xtracab’s smaller rear-seat space when compared to the Nissan King Cab or Isuzu Spacecab.
Ratings are given on a scale of 1 to 10, with 10 being the best. With the exception of Value, these figures show how the car stacks up against all other cars, not simply those in its class.
Trouble Spots
Trucks with automatic transmissions may experience column-mounted shift lever binding, necessitating replacement of the shift interlock cable, end rod holder, and return spring. (1990-91)
The clutch-throwout bearing must be replaced with a newly designed one if it squeals. (1990-91)
At the 80,000-mile service, the oxygen sensor will be changed for free in accordance with emission-control rules. (1993-94)
The driveshaft may be the source of a high-pitched whistling sound at speeds under 50 mph. (1990)
Recall History
When the steering wheel is twisted frequently while requiring a lot of effort, a fatigue crack may form in the steering relay rod, which could eventually fracture.
To view the equipment lists for all models available during that model year, click the year.
Pricing
The cost of a used car fluctuates greatly depending on the state of the local market. Therefore, to get a better idea of what a certain model is selling for in your area, we advise checking websites that list used automobiles for sale.
How does 22RE translate?
The 22RE was the 22R’s fuel-injected variant. The engines were still being produced in 1995. A turbo version, designated 22RET or 22RTE, was only manufactured from 1985 to 1988. The engine’s 22REC mark indicated it complied with all California emissions regulations.
When did Toyota start using the 22RE?
The initial output was 174 Nm (128 lbft) at 2,800 rpm and 72 kW (97 horsepower; 98 PS) at 4,800 rpm.
By 1990, the 22R was producing 187 Nm (138 lbft) at 3,400 rpm and 81 kW (109 horsepower; 110 PS) at 5,000 rpm.
These engines typically have output ratings of 185 Nm (136 lbft) at 2,800 rpm and 78 kW (105 horsepower; 106 PS) at 4,800 rpm.
After undergoing considerable reworking in 1985, the engine’s power reached 84 kW (113 hp; 114 PS) at 4,800 rpm and 190 Nm (140 lbft) at 3,600 rpm. Many components from the more recent 22R/R-E engine are incompatible with the older pre-1985 engine. The cylinder head, block, pistons, and numerous more components including the timing chain and cover, as well as water and oil pumps, are examples of the parts that are incompatible (although the oil pump internals are the same).
Since the 22R was likewise impacted by these changes, one might think of the 8595 22R-E as a fuel-injected variant of the 8590 22R with few, if any, significant variations.
Toyota switched to a single-row timing chain with plastic guides in 1983, replacing the dual-row timing chain used in previous engines. The new technique decreased engine drag but created a new upkeep issue. The chain may extend to the point that the hydraulically powered chain tensioner can no longer pick up the slack after operating for approximately 100,000 miles (160,934 km) of chain. When the timing chain strikes the plastic driver’s side chain guide, it quickly breaks and emits an audible chattering sound from the front of the engine, especially when the engine is cold. The chain will shake significantly on the driver’s side and quickly extend if the engine is run without the guiding restraint. Any of various failure mechanisms can be the outcome.
First, a slack chain will lessen ignition timing precision, which typically results in performance that is notably harsh. Second, it can completely break or leap a tooth on the drive sprocket, which almost always causes major harm to an interference engine. Third, severe harm to the cooling and oil systems may result from the stretched chain slapping against the timing cover’s side and wearing through the metal into the coolant tube beneath the water pump (sometimes mis-diagnosed as a head gasket failure). After such an incident, the damaged aluminum timing cover is usually replaced because it is difficult to repair properly. Once the first chain stretching has taken place, aftermarket timing-chain kits for the 22R/R-E often incorporate steel-backed guides that do not easily break, allowing the chain to operate safely past the 100,000 mile (160,934 km) barrier. Nevertheless, some Toyota specialists would advise against using plastic guides since they will crack when the timing chain is stretched. When the guides crack, the timing chain makes a perceptible chattering noise as it slaps against the cover, alerting the driver to a worn timing chain.
The 22R-TE turbocharged (sold from late 1985 to 1988) produced 234 Nm (173 lbft) at 2,800 rpm and 101 kW (135 horsepower; 137 PS) at 4,800 rpm.
These engines are renowned for their long lifespans, respectable fuel efficiency, and strong low to midrange torque.
High-end power is its weakness, though. The 22R features a sizable displacement and a sturdy block, but its employment in high revving applications is constrained by its relatively lengthy stroke and constrictive head. Toyota’s 4-cylinder 18R-G, 2T-G, 4A-GE, and 3S-GE engines are therefore better suited for performance applications.
Using a 20R head on an early 22R is a common alteration. The 20R head does not, contrary to popular belief, have smaller combustion chambers. The error started when the 22R was released; one of its benefits was a better compression ratio, therefore when a 20R block was replaced with a 22R, the compression level increased. Since the 20R head’s ports are straight, it can flow more effectively than the 22R head, enhancing high RPM power. The 20R head is a straightforward bolt-on upgrade for pre-1985 blocks, but it also needs the 20R intake manifold, making it nearly hard to use with the 22R-E EFI system (a lot of matching is required). [21] It is necessary to make additional adjustments for blocks 1985 and later. [22]
Are dated Toyota trucks trustworthy?
Our Jalopnik friends have provided evidence to support the claim that Toyota trucks from the 1980s are possibly the most dependable pickups ever produced, citing a well-used 1988 model with nearly 250,000 miles on the odometer and no significant mechanical issues during its more than two decades of use.
This assertion appears to be supported by more instances, such as Top Gear’s rumored attempt to destroy a vintage Hilux diesel engine.
In other words, is the Toyota pickup from the mid-80s the most dependable pickup ever produced, or is there domestic iron that has been hauling since the 20th century that makes this modest Toyota look like the tailgate on a 2007 Tundra?
When did Toyota begin producing trucks?
The first Toyota truck was introduced fifty years ago in November. Many people are unaware that Toyota sold its earliest vehicles as trucks, and that trucks were crucial to Japan’s post-war economic recovery. Even while Toyota is likely more well-known for its passenger cars today, making trucks is still a crucial part of its overall company.
The G1, which debuted in November 1935, was the first Toyota vehicle. This truck was proudly unveiled by Toyoda Automatic Loom Works, Ltd. It included a 3.4-liter 6-cylinder Type A engine with 65 horsepower. The G1 was Toyota’s first production vehicle and had the distinction of having a 1.5 ton load capacity. The G1 truck was the first Toyota vehicle to actually be put on the market, despite the fact that the A1 Passenger Car prototype had been unveiled in 1935. The G1 was developed before Toyota Motor Co., which was established as a distinct company from Toyoda Automatic Loom Works only in 1937.
With the introduction of the upgraded GA Truck in 1936 and the 2-ton GB Truck in 1938, the Toyota truck lineup was expanded in the years leading up to World War II. Due to a lack of materials, various strange versions were created during the conflict. The most fascinating of them was the KC, also known as the “one-eyed truck” because to its lone headlamp.
Following the war, truck production was capped at 1,500 units per month by the Occupation Forces, and car production was outlawed in Japan until 1947. Public transportation and trucks were vital throughout this period of reconstruction.
The BM Truck, a 4-ton vehicle that began into production in 1947 and later evolved into the better BX Truck, was one of the first modern Toyota trucks produced after the war. The 5-ton capacity FA-5 Truck was also produced in response to the demand for larger-load trucks.
The 1947 introduction of the SB Truck represented a significant innovation. The design of this truck allows for flexible use as either a compact truck or a passenger automobile. This was partially caused by the rules that first limited the production of passenger cars following the war. The New Toyopet Truck SG, a 1-ton truck with a newly developed Type S engine, was later improved upon in 1952 from the original SB. The “people’s truck,” the Toyopet Light Truck SKB, came next in 1954.
Through the 1950s, both the Toyota truck lineup and the Japanese economy grew. To meet the expanding market demand, the odd-looking tri-wheel trucks were gradually phased out and replaced with new models. In 1954, Toyota unveiled the Toyo-Ace cab-over truck. This was a ground-breaking innovation, and in 1956 a new marketing avenue was opened to promote it. The first truck with the name Dyna was used in 1959 and had a 1.5-ton higher load capacity after that.
The 0.75-ton Toyopet Masterline Pickup and the 0.5-ton Toyopet Masterline Light Van, both of which utilised the Toyopet Master, Toyota’s taxi at the time, as their chassis, also made their debuts in the middle of the 1950s. These goods created a brand-new, quickly expanding market for “business automobiles.”
The expressway road system was established in Japan in the 1960s, and this new period called for a more diverse range of trucks with improved performance. Toyota started working on an automobile for the average person, and in 1966 the company unveiled the Corolla, paving the path for the company’s spectacular success as a manufacturer of passenger cars.
On the commercial vehicle front, numerous notable events occurred in the 1960s, such as the launch of the 15-person Toyopet Micro-bus in 1959. With a 25-person capacity, the Toyota Light Bus was introduced in 1963.
The two “oil shocks” and the tendency toward demand diversification were the two main characteristics of the 1970s. The “oil shocks” sparked concerns about fuel-efficiency and a move towards diesel engines, while customers started to demand a wider selection of speedier, special-use trucks with greater load capacity.
Toyota trucks started to be seen on more roads around the world in the second half of the 1970s. Along with the rapid expansion of product lines, many lines added “Just-low” versions, which had low-bed configurations. The Town-Ace wagon and van were first presented in 1976. In particular, the Town-Ace Wagon received interior comfort and operating performance on par with passenger cars. The Town-Ace pioneered the cab-over wagon market, which it virtually monopolized before rivals flocked to the area to follow Toyota’s avant-garde lead.
Toyota trucks gained popularity in export markets at this time thanks to their superior performance and broad range of models. The Land Cruiser in particular became quite well known throughout the world as a workhorse and a recreational vehicle. The Hi-lux, a multifunctional light truck, gained popularity in the United States as both a commercial and leisure vehicle. With sales of 95,000 units, the Hi-lux was the most popular import truck in the United States in 1978. Toyota created the BUV (Basic Utility Vehicle) in Asia as their “Asia Car,” with a focus on affordability and regional manufacturing. In 1976, BUV production started in the Philippines, and the following year, in Indonesia.
The 1980s saw the small-truck industry mature and the rise in popularity of 4WD vehicles for recreational purposes. Toyota has introduced new 4WD models such the Hi-lux 4WD, the Blizzard, Town-Ace, Master-Ace Surf, and Lite-Ace to keep up with these new trends. New models have been released, such as the van-style Hi-lux Surf, while the Land Cruiser has undergone a complete makeover.
The 50-year history of Toyota trucks demonstrates how TMC has successfully met consumer demand while quickly adapting to a variety of challenging situations, including supply constraints and regulations in the 1940s, market expansion in the 1950s and 1960s, “oil shocks” in the 1970s, and market diversification in the 1980s.