The Toyota Motor CorporationG-family engine is a family of straight-6 piston engines produced from 1979 to 2008. It is notable in that only a single displacement, 2.0L (1,988cc), was produced in this series. Initially belt-driven OHCnon-interference engines (except the VVT-i version which is an interference engine), multivalveDOHC (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.[1] 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.[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 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.[4]
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.[5] The engine is a 1251cc watercooled OHV inline-four with distant Renault origins and was originally developed by Hino for their Contessa passenger car. Bore and stroke are 71mm ×79mm (2.80in ×3.11in), maximum power 63PS (46kW) at 5500rpm. Hino's earlier variants of this engine had a variety of power outputs, ranging from 52 to 65PS.
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" 75mm (2.95in) bore and stroke.
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:
80kW (109PS; 107hp) at 5000rpm, 162N⋅m (119lb⋅ft) torque at 4000rpm (Mark II, 1986, Indonesia)
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 105–125hp (78–93kW; 106–127PS) at 5400rpm and 157–172N⋅m (116–127lb⋅ft) at 4400rpm.
1G-FE
1G-FE
The DOHC1G-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 135PS (99kW; 133hp) at 5,600rpm and 176N⋅m (130lb⋅ft) at 4,400rpm. In 1998 VVT-i was added, which bumped output to 160PS (118kW; 158hp) at 6,200rpm and 200N⋅m (148lb⋅ft) at 4,400rpm for the Altezza/IS 200. Production of this engine family ceased in 2008 after the discontinuation of the Crown Sedanmild hybrid.[6]
The 24-valve DOHC 1G-GEU was intended for high performance and featured a pent-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 140–160PS (103–118kW; 138–158hp) at 6,200rpm and 162–181N⋅m (119–133lb⋅ft) at 5,600rpm. 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.[1][8]
The 1G-GE replaced the 1G-GEU in 1988. It was detuned from 160PS (118kW; 158hp) to 150PS (110kW; 148hp) and served the same cars as 1G-GEU did. Torque was 182N⋅m (135lb⋅ft) at 5600rpm.[9] It was produced for the Supra GA70 until 1993.
1G-GTE
Toyota 1G-GTE
The 24-valve DOHC 1G-GTE added two CT-12 turbochargers, 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-water intercoolers were used, pushing output from 185 to 210PS (136 to 154kW; 182 to 207hp) at 6200rpm and 234 to 275N⋅m (173 to 203lb⋅ft) at 3800rpm 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 280PS 1JZ-GTE on most Toyota cars.
The 1G-GP and 1G-GPE was an LPG version of the 1G-GE engine. Output is 110PS (81kW; 108hp) at 5600rpm and torque is 15.5kg⋅m (152N⋅m; 112lbf⋅ft) at 2400rpm.[11]
The 1G-GZE was a supercharged version produced from 1986 until 1992. Output is 170PS (125kW; 168hp) at 6,000rpm and 226N⋅m (167lb⋅ft) at 3,600rpm. 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 MarkII/Chaser/Cresta, while serving on the Crown until 1992.
Applications:
Toyota Crown GS120, GS121, GS131, GS130G (Station Wagon)
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