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| Toyota G engine | |
|---|---|
 1G-GEU engine in aToyota Supra GA61 | |
| Overview | |
| Manufacturer | Toyota Motor Corporation |
| Production |
|
| Layout | |
| Configuration | Straight-6 |
| Displacement | 2.0 L (1,988 cc; 121.3 cu in) |
| Cylinder bore | 75 mm (2.95 in) |
| Piston stroke | 75 mm (2.95 in) |
| Cylinder block material | Cast iron |
| Cylinder head material | Aluminum |
| Valvetrain | SOHC 2 valves x cyl. DOHC4 valves x cyl. withVVT-i (since 1998) |
| Valvetrain drive system | Belt-driven |
| Combustion | |
| Supercharger | Toyota SC-14 (1G-GZE) |
| Turbocharger | Toyota CT-12 Intercooled |
| Fuel system | Multi-port fuel injection |
| Fuel type | Gasoline |
| Cooling system | Water-cooled |
| Output | |
| Power output | 100–210 PS (74–154 kW; 99–207 hp) |
| Torque output | 152–275 N⋅m (112–203 lb⋅ft; 15–28 kg⋅m) |
TheToyota Motor CorporationG-family engine is a family of straight-6piston engines produced from 1979 to 2008. It is notable in that only a single displacement, 2.0 L (1,988 cc), was produced in this series. Initially belt-drivenOHCnon-interference engines (except theVVT-i version which is an interference engine),multivalveDOHC (except the 1G-EUSOHC 12 valve engine) andvariable valve timing were added later during the production run. The 1G-GEU was Toyota's first mass produced four-valve twincam engine.[1] A prototype version of the 1G-GEU called theLASREα–X, featuringtwin-turbos, variable valve timing and intake as well as variable displacement, was fitted to theToyota FX-1 show car at the 1983Tokyo Motor Show. It showcased a number of technologies which were later to become commonplace.[2] This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts.[3]These engines were used as a lower-displacement alternative to the more upmarketM family andJZ family straight-sixes.
For ten months (in 1967-1968), Toyota also offeredHino's GR100 engine as the "Toyota G" in the shortlivedBriska light truck.[4]
After Toyota's takeover ofHino Motors in 1967, theBriska one-tonne truck was sold with Toyota badging for ten months. The engine code was changed from Hino's "GR100" to "G" for these cars.[5] The engine is a 1251 cc watercooledOHV inline-four with distantRenault origins and was originally developed by Hino for theirContessa passenger car. Bore and stroke are 71 mm × 79 mm (2.80 in × 3.11 in), maximum power 63 PS (46 kW) at 5500 rpm. Hino's earlier variants of this engine had a variety of power outputs, ranging from 52 to 65 PS.
Apart from its name, this engine is unrelated to the later series of Toyota G engines.
Since just one displacement was offered, all G-family engines are marked1G and share the same "square" 75 mm (2.95 in) bore and stroke.
Applications:
The export-spec two-valve1G-E had no emissions controls and were used in commercial vehicles and for a few export markets, mostly southeast Asia. Typical specifications:
The Japan-spec1G-EU was produced from 1979 through 1988. This and the 1G-E are the only two-valveSOHC members of the family. Output was 105–125 hp (78–93 kW; 106–127 PS) at 5400 rpm and 157–172 N⋅m (116–127 lb⋅ft) at 4400 rpm.
TheDOHC1G-FE uses a narrow valve angle and otherfuel economy optimizations. It was introduced in 1988, it features a cast iron block with aluminum cylinder head and uses the slave cam system. Output was 135 PS (99 kW; 133 hp) at 5,600 rpm and 176 N⋅m (130 lb⋅ft) at 4,400 rpm. In 1998VVT-i was added, which bumped output to 160 PS (118 kW; 158 hp) at 6,200 rpm and 200 N⋅m (148 lb⋅ft) at 4,400 rpm for the Altezza/IS 200. Production of this engine family ceased in 2008 after the discontinuation of theCrown Sedanmild hybrid.[6]
Applications:
The24-valve DOHC1G-GEU was intended for high performance and featured apent-roof combustion chamber.[7] Introduced in August 1982 and produced through 1986, mostly for the Japanese market, it was Toyota's first multi-valve twincam engine to make it to the market, and won the "JSME Medal for New Technology" (Japan Society of Mechanical Engineers) in 1982. Output was 140–160 PS (103–118 kW; 138–158 hp) at 6,200 rpm and 162–181 N⋅m (119–133 lb⋅ft) at 5,600 rpm. To minimize the downsides of a multi-valve setup, the 1G-GEU was also equipped withT-VIS (Toyota Variable Induction System), increasing low to mid-engine speed torque. Like all following twin cam Toyotas, it used a timing belt rather than chain, for less noise and lower maintenance requirements. In August 1983, the fuel injection system was changed to EFI-D, which measures the pressure in the intake manifold to determine the proper air-fuel mixture.[1][8]
Applications:
The1G-GE replaced the1G-GEU in 1988. It was detuned from 160 PS (118 kW; 158 hp) to 150 PS (110 kW; 148 hp) and served the same cars as 1G-GEU did. Torque was 182 N⋅m (135 lb⋅ft) at 5600 rpm.[9] It was produced for theSupra GA70 until 1993.
The 24-valve DOHC1G-GTE added two CT-12turbochargers, making it the first twin-turbocharged, twin cam engine of Japanese origin.[10] There were three generations of this engine; both air-to-air and air-to-waterintercoolers were used, pushing output from 185 to 210 PS (136 to 154 kW; 182 to 207 hp) at 6200 rpm and 234 to 275 N⋅m (173 to 203 lb⋅ft) at 3800 rpm using the air-to-air over the air-to-water. This was the most powerful engine of the G family. In May 1991 it was replaced with the 280 PS1JZ-GTE on most Toyota cars.
Applications:
The1G-GP and1G-GPE was anLPG version of the 1G-GE engine. Output is 110 PS (81 kW; 108 hp) at 5600 rpm and torque is 15.5 kg⋅m (152 N⋅m; 112 lbf⋅ft) at 2400 rpm.[11]
Applications:
The1G-GZE was asupercharged version produced from 1986 until 1992. Output is 170 PS (125 kW; 168 hp) at 6,000 rpm and 226 N⋅m (167 lb⋅ft) at 3,600 rpm. Like the turbo, it was a 24-valve DOHC 6-cylinder engine but featured a distributorless ignition system (DIS). The 1G-GZE was mated only withautomatic gearboxes. In August 1991 it was replaced with the1JZ-GE on the Mark II/Chaser/Cresta, while serving on the Crown until 1992.
Applications:
