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Toyota G engine#1G-GTE

{{For|the G16E engine produced since 2020|Toyota G16E engine}}{{Refimprove|date=December 2009}}

{{Infobox automobile engine

| name = Toyota G engine

| image = Toyota 1G-GEU.jpg

| manufacturer = Toyota Motor Corporation

| production = {{ubl

| 1967–1968

| 1979–2008

}}

| configuration = Straight-6

| head = Aluminum

| valvetrain = SOHC 2 valves x cyl.
DOHC 4 valves x cyl.
with VVT-i (since 1998)

| timing = Belt-driven

| supercharger = Toyota SC-14 (1G-GZE)

| turbocharger = Toyota CT-12 Intercooled

| displacement = {{cvt|1988|cc|L cc CID|1|order=out}}

| bore = {{cvt|75|mm|in|2}}

| stroke = {{cvt|75|mm|in|2}}

| block = Cast iron

| fueltype = Gasoline

| fuelsystem = Multi-port fuel injection

| coolingsystem = Water-cooled

| power = {{cvt|100-210|PS|kW hp|0|lk=on}}

| torque = {{cvt|152-275|Nm|lbft kgm|0|lk=on}}

| caption = 1G-GEU engine in a Toyota Supra GA61

}}

The Toyota Motor Corporation G-family engine is a family of straight-6 piston engines produced from 1979 to 2008. It is notable in that only a single displacement, {{convert|1988|cc|L|1|abbr=on|disp=flip}}, was produced in this series. Initially belt-driven OHC non-interference engines (except the VVT-i version which is an interference engine), multivalve DOHC (except the 1G-EU SOHC 12 valve engine) and variable valve timing were added later during the production run. The 1G-GEU was Toyota's first mass produced four-valve twincam engine.{{citation | title = All About the Toyota Twin Cam, 2nd ed. | url = http://www.3sgte.com/page_11.htm | page = 9 | publisher = Toyota Motor Company | year = 1984 | location = Tokyo, Japan }} A prototype version of the 1G-GEU called the LASREα–X, featuring twin-turbos, variable valve timing and intake as well as variable displacement, was fitted to the Toyota FX-1 show car at the 1983 Tokyo Motor Show. It showcased a number of technologies which were later to become commonplace.[http://www.3sgte.com/page_20.htm All About the Toyota Twin Cam], p. 18 This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts.{{cite web |title=Development of LASRE Engines |url=https://www.toyota-global.com/company/history_of_toyota/75years/text/entering_the_automotive_business/chapter2/section4/item6.html |website=75 years of Toyota |publisher=Toyota Motor Corporation |year=2012 |access-date=30 May 2024}}

These engines were used as a lower-displacement alternative to the more upmarket M family and JZ family straight-sixes.

For ten months (in 1967-1968), Toyota also offered Hino's GR100 engine as the "Toyota G" in the shortlived Briska light truck.{{cite web | url = http://www.hinosamurai.org/Contents/cars/Brochure_briska_1967_10056/Brochure_briska_1967.html | archiveurl = https://web.archive.org/web/20160919143519/https://www.hinosamurai.org/Contents/cars/Brochure_briska_1967_10056/Brochure_briska_1967.html | archivedate = 2016-09-19 | script-title=ja:日野のクルマ：カタログよりトヨタ・ブリスカ |trans-title=Hino cars: Toyota Briska catalog | language = Japanese | publisher = Satoshi Ezawa | work = Hino Samurai }}

{{anchor|Hino|GR100}} G (Hino GR100)

After Toyota's takeover of Hino Motors in 1967, the Briska 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.{{cite web |url=https://www.toyota.co.jp/jpn/company/history/75years/vehicle_lineage/car/id70000034/index.html | archiveurl = https://web.archive.org/web/20160708201309/https://www.toyota.co.jp/jpn/company/history/75years/vehicle_lineage/car/id70000034/index.html | archivedate = 2016-07-08 | language = ja | work =75 Years of Toyota - Vehicle Lineage | title = ブリスカ | trans-title = Briska |publisher=Toyota }} The engine is a 1251 cc watercooled OHV inline-four with distant Renault origins and was originally developed by Hino for their Contessa passenger car. Bore and stroke are {{cvt|71|x|79|mm|in|2}}, maximum power {{cvt|63|PS|kW|0}} 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.

1G

Since just one displacement was offered, all G-family engines are marked 1G and share the same "square" {{convert|75|mm|in|2|abbr=on}} bore and stroke.

Applications:

=1G-E=

The export-spec two-valve 1G-E had no emissions controls and were used in commercial vehicles and for a few export markets, mostly southeast Asia. Typical specifications:

  • {{convert|80|kW|PS hp|0|abbr=on}} at 5000 rpm, {{convert|162|Nm|lbft|0|abbr=on}} torque at 4000 rpm (Mark II, 1986, Indonesia)
  • {{convert|100|PS|kW hp|0|abbr=on}} at 5200 rpm, JDM Crown GS130/131/136V/130G

=1G-EU=

The Japan-spec 1G-EU was produced from 1979 through 1988. This and the 1G-E are the only two-valve SOHC members of the family. Output was {{convert|105-125|hp|kW PS|0|abbr=on}} at 5400 rpm and {{convert|157-172|Nm|lbft|0|abbr=on}} at 4400 rpm.

=1G-FE=

File:Moteur 1G-FE Lexus IS200 Altezza AS200.jpg

The DOHC 1G-FE uses a narrow valve angle and other fuel 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 {{convert|135|PS|kW hp|0|abbr=on}} at 5,600 rpm and {{convert|176|Nm|lbft|0|abbr=on}} at 4,400 rpm. In 1998 VVT-i was added, which bumped output to {{convert|160|PS|kW hp|0|abbr=on}} at 6,200 rpm and {{convert|200|Nm|lbft|0|abbr=on}} at 4,400 rpm for the Altezza/IS 200. Production of this engine family ceased in 2008 after the discontinuation of the Crown Sedan mild hybrid.{{cite web |url=https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60005782/index.html |title=History of Toyota - 75 years - Crown vehicle lineage |publisher=Toyota |access-date=2022-01-27}}

Applications:

=1G-GEU=

File:Tokyo Motor Show 1981-10.jpg.]]

The 24-valve DOHC 1G-GEU was intended for high performance and featured a pent-roof combustion chamber.[http://www.3sgte.com/page_23.htm All About the Toyota Twin Cam], p. 21 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 {{convert|140-160|PS|kW hp|0|abbr=on}} at 6,200 rpm and {{convert|162-181|Nm|lbft|0|abbr=on}} at 5,600 rpm. To minimize the downsides of a multi-valve setup, the 1G-GEU was also equipped with T-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.[http://www.3sgte.com/page_22.htm All About the Toyota Twin Cam], p. 20

Applications:

=1G-GE=

The 1G-GE replaced the 1G-GEU in 1988. It was detuned from {{cvt|160|PS|kW hp|0}} to {{cvt|150|PS|kW hp|0}} and served the same cars as 1G-GEU did. Torque was {{cvt|18.6|kgm|Nm lbft|order=out}} at 5600 rpm.{{citation | ref = JAMA36 | title = 自動車ガイドブック | trans-title = Japanese Motor Vehicles Guide Book 1989~'90 | language = Japanese | volume = 36 | date = 1989-10-25 | publisher = Japan Automobile Manufacturers Association | location = Japan | page = 186 | id = 0053-890036-3400 }} It was produced for the Supra GA70 until 1993.

=1G-GTE=

File:Toyota 1G-GTE GZ20 Soarer.JPG

The 24-valve DOHC 1G-GTE added two CT-12 turbochargers, making it the first twin-turbocharged, twin cam engine of Japanese origin.{{cite web |url=https://global.yamaha-motor.com/showroom/cp/collection/am_toyota1g-gteu/ |title=1985 Toyota 1G-GTEU |publisher=Yamaha |access-date=2025-04-21}} There were three generations of this engine; both air-to-air and air-to-water intercoolers were used, pushing output from {{cvt|185|to|210|PS|kW hp|0}} at 6200 rpm and {{cvt|234|to|275|Nm|lbft|0}} 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 PS 1JZ-GTE on most Toyota cars.

Applications:

={{anchor|1G-GP|1G-GPE}} 1G-GP/GPE=

The 1G-GP and 1G-GPE was an LPG version of the 1G-GE engine. Output is {{convert|110|PS|kW hp|abbr=on|0}} at 5600 rpm and torque is {{convert|15.5|kgm|abbr=on|0}} at 2400 rpm.{{cite web |url=http://toyota.vo.llnwd.net/o29/toyota/digitalcatalog/60005626/pageview.html#page_num=17 |title=Crown Comfort |page=17 |type=brochure |date=Dec 1995 |accessdate=3 June 2013 }}{{dead link|date=February 2018 |bot=InternetArchiveBot |fix-attempted=yes }}

Applications:

  • Toyota Crown Sedan (GS130, GS151)
  • Toyota Crown Comfort/Sedan (GXS10)

=1G-GZE=

The 1G-GZE was a supercharged version produced from 1986 until 1992. Output is {{convert|170|PS|kW hp|0|abbr=on}} at 6,000 rpm and {{convert|226|Nm|lbft|0|abbr=on}} 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 with automatic gearboxes. In August 1991 it was replaced with the 1JZ-GE on the Mark II/Chaser/Cresta, while serving on the Crown until 1992.

Applications:

  • Toyota Crown GS120, GS121, GS131, GS130G (Station Wagon)
  • 1988–1990 Toyota Mark II/Chaser/Cresta GX81

References

{{reflist}}

See also

{{commons category|Toyota G engines}}

{{DEFAULTSORT:Toyota G Engine}}

G

Category:Straight-six engines

Category:Gasoline engines by model