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37-661: Introduced in February 1954, the original models were 4-or-4.5-tonne (8,800 or 9,900 lb) trucks (BA and FA respectively) on a 4,150 mm (163 in) wheelbase. Visible changes vis-a-vis the earlier BX and FX trucks were mainly limited to a new grille, but the 3878 cc (236.7 cu in) F engine in the FA was upgraded, gaining ten horsepower for a total output of 105 PS (77 kW) at 3000 rpm. The BA's 3386 cc (206.6 cu in) Type B engine still produced 85 PS (63 kW) at 3000 rpm. In March

74-460: A gear driven camshaft in the lower portion of the engine. The engine was developed beginning in December 1948 and was largely a bored out version of the earlier Type B engine. However, Toyota incorporated lessons learned during the war, and the F engine benefitted from lightweight alloy pistons and better lubrication than earlier models. The engine's first installation was in a 1949 version of

111-685: A dedicated plant for the FA/DA in 1973 and exported SKD kits to various countries, including Nigeria and Australia. Indonesian models were facelifted in 1976 and post-facelift models were painted moss green as standard; they continued in local production until 1986. Kenyan assembly began in 1977, while South African-made trucks began using locally made engines in May 1982. Production in South Africa continued until 2001, over twenty years after Japanese manufacture had ended. Under Toyota's partnership with Hino,

148-533: A major overhaul. Toyota Massy Dyna The Toyota Massy Dyna (トヨタ・マッシーダイナ) is a four-tonne medium-duty truck built by Toyota between 1969 and 1979. It could seat three. The chassis was developed by Toyota, with the Toyota Auto Body subsidiary designing the bodywork. Hino Motors did the work on engine, transmission, and clutch. The Massy Dyna ( QC10 ) was introduced in September 1969. While

185-406: A new, larger and more powerful engine. The 2D displaces 6,494 cc (396 cu in) and produces 130 PS (96 kW). There were also the long-wheelbase DA95/FA95, with 4,400 mm (170 in) between the axles. Some diesel-engined models carry an "H" suffix (such as a DA90-H); this signifies a model with a two-speed rear axle , giving a total of eight forward speeds. In late 1959

222-572: A red bar as earlier. With the sales of bonneted trucks slowing down in Japan at this time, reflecting ever more congested city streets, Toyota developed a 4-tonne (8,800 lb) cab-over version on a 3,400 mm (130 in) wheelbase. Based on the medium-duty FC80 model, the new DC80C was presented in October 1963, fitted with the D-type diesel engine and a tilting cab. As with the bonneted models,

259-621: A wheelbase of 3,445 mm (135.6 in), and an overall length of 6,350 mm (250 in). There was also a short wheelbase model, most commonly built as a dump truck, on a 3,045 mm (119.9 in) wheelbase and with the QC12 chassis code. By 1972 the DQ100 engine had been upgraded and produced 110 PS (81 kW) at 3200 rpm. In March 1975 the Massy Dyna was updated, and its name changed to "Toyota Massy Dyna Cargo". Capacity

296-699: Is a 5-tonne (11,000 lb) truck, fitted with either the F or the D engine. The 110- and 115-series are rated for 6 tonnes (13,000 lb), and received the F or the larger 2D diesel engine. A month after the heavy-duty models, the 3.5-tonne (7,700 lb) FC100 was introduced. Power output for the F as well as the 2D engines were 130 PS (96 kW) at the time of introduction. The diesel unit, however, offered considerably higher torque, at 40 kg⋅m (392 N⋅m; 289 lb⋅ft) versus 30 kg⋅m (294 N⋅m; 217 lb⋅ft). The 5.9-liter D engine produces 110 PS (81 kW) and 35 kg⋅m (343 N⋅m; 253 lb⋅ft) of torque at 1200 rpm. In June 1965,

333-534: Is derived from the Chevrolet L6 OHV "Stovebolt" engine, slightly scaled up. The general idea was consumers would feel comfortable with the engine since it was a familiar design and had a proven track record. None of the bottom end of the engine is interchangeable with these engines. The F engine replaced the early 3.4-liter B gasoline engine introduced in 1938 (not to be confused with the 2.9-liter B diesel engine introduced much later). The early B engine

370-644: The FA5 . The smaller BA and BC were discontinued in February and July 1956. Also in February 1956, the FA5 was facelifted with a wider grille and equipped with a transmission with synchromesh on second through fourth gear (a first for the segment in Japan) and renamed the FA60 . The new name did not reflect a change in payload, which remained at 5 tonnes (11,000 lb). Simultaneously, the lighter FC received similar changes, becoming

407-797: The RH Super ), FS20-FS50 police patrol cars (based on the RS20-MS50 Crown ), the FHJ and FH24 fire trucks (both based on the RH Super) and the FS35 (based on the RS30 Crown) and FS45V ambulance (based on the MS40 Crown). The F engine is a 3.9-liter, 75/93 kW (105/125 hp), carbureted gasoline engine that is capable of 261/289 N·m (189/209 lb·ft) of torque at 2000 rpm ;

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444-760: The Toyota BM truck (called FM with this engine fitted), originally only in units bound for the Brazilian market. The FM became available in the Japanese market as well beginning in 1950. The F engine gained fame as the Land Cruiser engine, it was used in a variety of other large truck applications as well, such as in fire trucks and the Toyota FQ15 trucks. It was also used in the FH26 police patrol car (based on

481-446: The redline was increased, allowing a wider powerband which made this engine far more suitable for on-road travel. In 1992, the F series engines, after almost 45 years, finally ceased production. In 1993, the F series was replaced by the dual overhead cam (DOHC) 1FZ series. Due to the low rpm design and cast iron construction of these engines, it is not uncommon to see them reach over 480,000 km (300,000 miles) before needing

518-538: The 2.5-tonne (5,500 lb) BC model was added, followed by the F-engined FC in June. The BC and FC have a 3,000 mm (120 in) wheelbase and were often used as tractor units . The heavier FA sold very well in a changing Japanese trucking market which was moving to larger loads and greater distances. Accordingly, in September 1954 Toyota lengthened the FA's chassis and upgraded it to carry 5 tonnes, renaming it

555-455: The 5.9-liter D-type six-cylinder engine develops 110 PS (81 kW). Because the engine was mounted between the seats, the cabover model could only take two occupants. The DC80C initially sold very well, but problems with the drivetrain as well as the chassis meant that it soon lost out to its competitors. At the same time as the DC80C, the petrol-engined FC100C with 130 PS (96 kW)

592-453: The F engine. In September 1973 the F engine was updated, to a model sometimes referred to as "F and a half" or F.5. This remains a 3.9-liter, 75/93 kW (105/125 hp), carbureted gasoline engine capable of 261/289 N·m (189/209 lb·ft) of torque at 2000 rpm ; the major difference between the F and the F.5 is the oiling system. The F.5 uses the same oiling set-up and configuration as its 2F successor. The second version of

629-739: The FC60 in the process. The FC60 became the FC70 in January 1958, reflecting an increased compression ratio and a power increase to 110 PS (81 kW) for the F engine. Along with a payload upgrade to 3 tonnes (6,600 lb) it was renamed the FC80 in November 1959. This was kept in production until September 1964, when it was replaced by the second generation FC100. The FA60 became the FA70 in January 1958, with

666-432: The Massy Dyna's name related to the smaller Toyota Dyna truck, also of a cab-over engine design, its mechanics were closer to those of the five-ton DA/FA100 trucks. The doors were actually shared with the larger DA115-series cabover models. Originally it was equipped with an inline-six 4507-cc DQ100 Hino diesel engine , with 105 PS (77 kW). The 130 PS (96 kW) petrol F-series engine (3878 cc)

703-547: The bonnet now read simply "TOYOTA" rather than TOYOTA 5000 or 6000 depending on the weight rating. In January 1975, petrol-engined FAs changed over to the 4.2-liter 2F engine . In April 1977 the 2D engine was thoroughly overhauled, to further increase reliability over the earlier, somewhat troublesome Toyota diesels. Japanese production of the second generation DA/FA ended in 1978 in favor of subsidiary brand Hino Motors , and likely because bonneted trucks in this segment were falling out of favor in Japan during these years. The DA/FA

740-476: The difference in power and torque is different depending on the export destination. The original design was started in 1948 when Toyota begun to explore exporting their vehicles internationally. The F engine block, crankshaft and lower end assembly is loosely based on the 1939-63 G.M.C. L6 OHV 236 engine but with a taller deck (rather than the similar but smaller Chevrolet 1937-63 Gen-2 L6 OHV engine), and built under license. The cylinder head and combustion chamber

777-519: The engine, called the 2F, was introduced in 1975. There are a few differences between the F and 2F, i.e., a larger bore in the 2F, removing one oil ring and forcing the oil to travel through the oil filter before the engine. The 3F was introduced in 1985, but did not become available in the United States until 1988. Differences from the 2F engine include a modified cylinder head to reduce warping and separation from inlet and exhaust manifolds,

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814-456: The extra long-wheelbase, 6-tonne DA116 was introduced. The FC100 was taken out of production in March 1974. Around this time, the series was also facelifted. The new models have a grille with four central openings flanked by six openings on either side, rather than the earlier seven-bar grille. The engine badges were removed from the front fenders, and the identification script between the door and

851-456: The grille. Toyota F engine The Toyota F series engine was a series of OHV inline-6 -cylinder engines produced by Toyota between November 1949 and 1992. They are known for their high amount of torque at low engine speeds, massive cast-iron blocks and heads and also their high reliability. The F engine had one of the longest production runs of any Toyota engine. The F engines all incorporate overhead valves actuated by pushrods from

888-400: The introduction of electronic fuel injection (EFI) in some markets, a vastly improved emissions system, and a smaller displacement resulting from a shorter piston stroke. The displacement decreased from 4.2 liters to 4 liters, but the engine power increased by 15 kW (20 hp) and torque increased by 14 N⋅m (10 lb⋅ft). As a result of these changes to the engine design

925-425: The lineup was refreshed and the grille was changed to incorporate two yellow marker lights. In late 1961 (for the 1962 model year) the range was facelifted again, with a single-piece curved windshield replacing the earlier split unit. This was Japan's first heavy truck with such a fitment. At the same time, the grille was stamped directly with widely spaced "TOYOTA" lettering rather than having chromed letters mounted to

962-450: The new Toyota Diesel Store sales network, which remained until 1988 and was the exclusive distributor of Toyota's diesel-engined vehicles in Japan. This became the DA70 at the beginning of 1958. As with the petrol-engined models, the diesel lineup was split into the 5-tonne DA80 and the 6-tonne DA90 in September 1959. Unlike the petrol-engined models, however, the 6-tonne diesels also received

999-819: The next bonneted truck of both companies would not come out until 2004 - when the Hino 600 started being produced. There was also a cabover 6-tonne (13,000 lb) version, called the FA115C or DA115C depending on engine fitment. They sit on a 4,300 mm (169 in) wheelbase and were introduced in September 1964; the DA115C received the enlarged 2D diesel engine with 130 PS (96 kW). After an engine revision in April 1977, this engine produced 160 PS (118 kW) at 2800 rpm and torque increased to 45 kg⋅m (441 N⋅m; 325 lb⋅ft) at 1400 rpm. The DA115C

1036-675: The same engine upgrade as for the FC70. The heavier part of the F-engined range was split into two in September 1959, with the FA80 and FA90 being built to handle 5 or 6 tonnes (11,000 or 13,000 lb) respectively; these model codes were again maintained until the first generation was replaced. In March 1957 the diesel-engined DA60 was introduced. The all new "D" engine was a pre-combustion diesel straight-six displacing 5890 cc (359 cu in) and producing 110 PS (81 kW) at 2600 rpm. The DA60 also prompted Toyota to introduce

1073-464: The shorter ones were 100- and 110-series. The chassis remained mostly the same as the previous model but was modified for increased rigidity and the suspension was strengthened. The glass area of the cabin was increased and a dished steering wheel was adopted for safety. These moves were intended to make the truck a more capable proposition on Japan's newly developed highways. At the time of introduction, there were six main models available: The 100-series

1110-509: Was also assembled in several other countries, however, including but not limited to Indonesia, Thailand, Kenya, and South Africa. In Indonesia it was nicknamed "Toyota Buaya" (Alligator Toyota or Crocodile Toyota), a reference to the alligator-style bonnet . Indonesian sales officially began in January 1970 under the auspices of Astra International until the formation of the Toyota Astra Motor (TAM) joint venture in 1971. TAM built

1147-508: Was also in the lineup, a model which carries the FC10 chassis code. The petrol version was mostly used as a fire truck, as its high fuel consumption made it uninteresting for commercial users. The truck was also available in a somewhat lighter 3.5 ton model, as well as with a longer wheelbase of 3,845 mm (151.4 in). The long model received the QC15 chassis code. The regular version has

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1184-410: Was also introduced. The cabovers received a facelift in September 1966. The 4-ton cabover trucks were both replaced by the new Toyota Massy Dyna in September 1969. Appearing in September 1964, the second generation adopted a new squared-off cab with twin headlights. Wheelbases were adjusted upwards, to 4,100 and 4,300 mm (161 and 169 in). The longest wheelbase was installed in the 115-series,

1221-469: Was also the petrol-engined FC20 , which appeared a month after the diesel EC20. This has the 4.2 litre 2F engine with 140 PS (103 kW) at 3600 rpm. The short wheelbase version (originally FC12/QC12) was now called the EC22/FC22. In March 1976 the Massy Dyna received another slight change, when the fenders on the cab were widened. An extra long wheelbase model was added at the same time. By

1258-578: Was also when the combustion chambers were reworked and the compression ratio was increased, upping output to 105 PS (77 kW). The FB type bus also used this engine, as did the Toyota Massy Dyna FC10. From 1964 until 1975 the FA100 truck (and derivatives) used a 130 PS (96 kW) F engine, although by this time, diesel-engined trucks found more favor in the market. A variety of fire trucks and special bodied patrol cars also used

1295-465: Was based on the original 1929-36 Chevrolet Gen-1 207 inline-6 , not the later 1937-1963 Gen-2 216, 235 etc. engine. First introduced in export models of the 4-ton BM (FM) truck in November 1949 with 6.4:1 compression and 95 PS (70 kW), it then found its way into the Toyota FX/FZ in September 1951. Beginning in 1954 it became installed in the long running FA/FC series of trucks; this

1332-453: Was increased to 4.5 tons, while the new EH100 diesel engine (still from Hino) was of 5871 cc and offered 145 PS (107 kW). The truck also received a very light facelift: the grille was now painted white rather than black and the headlight surrounds were slightly altered. The wheelbase increased to 4,000 mm (157.5 in), combined with the new engine this meant a new chassis code: EC20 . The EC20 also has triple wipers. There

1369-465: Was kept in production until February 1980. It thus outlived the bonneted FA/DA-series which it preceded. The 6-tonne cabovers have a longer cab to accommodate a small sleeping area behind the front seats. There are also period brochures from 1963/1964 showing a 5.5-tonne (12,000 lb) model called the DA95C , using the 2D engine and a version of the DA115C cab with unusual additional small windows flanking

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