This brief overview focuses on common Toyota engines from the 1990s-2010s. The data is based on experience, statistics, feedback from owners and repairers. Despite the criticality of the assessments, it should be remembered that even a relatively unsuccessful Toyota engine is more reliable than many creations of the domestic auto industry and is at the level of most world models.
Since the beginning of the mass import of Japanese cars into the Russian Federation, several conditional generations of Toyota engines have already changed:
- 1st wave(1970s - early 1980s) - now reliably forgotten motors of the old series (R, V, M, T, Y, K, early A and S).
- 2nd wave(second half of the 1980s - late 1990s) - Toyota classics (late A and S, G, JZ), the basis of the company's reputation.
- 3rd wave(since the late 1990s) - "revolutionary" series (ZZ, AZ, NZ). Characteristic features are light-alloy ("disposable") cylinder blocks, variable valve timing, timing chain drive, the introduction of ETCS.
- 4th wave(since the second half of the 2000s) - the evolutionary development of the previous generation (ZR, GR, AR series). Characteristic features - DVVT, versions with Valvematic, hydraulic lifters. Since the mid-2010s - the re-introduction of direct injection (D-4) and turbocharging
"Which engine is the best?"
It is impossible to single out the best engine abstractly, if you do not take into account the base car on which it was installed. The recipe for creating such a unit is known in principle - you need an in-line six-cylinder gasoline engine with a cast-iron block, as large as possible and as little forced as possible. But where is such an engine and how many models was it installed on? Perhaps, Toyota came closest to the “best engine” at the turn of the 80-90s with the 1G engine in its various variations and with the first 2JZ-GE. But…
First, structurally and 1G-FE is not ideal in itself.
Secondly, being hidden under the hood of some Corolla, he would have served there forever, satisfying almost any owner with both survivability and power. But it was really installed on much heavier machines, where its two liters were not enough, and work at maximum efficiency affected the resource.
Therefore, we can only say about the best engine in its class. And here the "big three" are well-known:
4A-FE STD type'90 in class "C"
Toyota 4A-FE first saw the light in 1987 and did not leave the assembly line until 1998. The first two characters in its name indicate that this is the fourth modification in the A series of engines manufactured by the company. The series began ten years earlier, when the company's engineers set out to create a new engine for Toyota Tercel, which would provide more economical fuel consumption and better technical performance. As a result, four-cylinder engines with a capacity of 85-165 hp were created. (volume 1398-1796 cm3). The engine casing was made of cast iron with aluminum heads. In addition, the DOHC gas distribution mechanism was used for the first time.
It is worth noting that the 4A-FE resource until the bulkhead (not overhaul), which consists in replacing valve stem seals and worn piston rings, is approximately 250-300 thousand km. Much, of course, depends on the operating conditions and the quality of maintenance of the unit.
The main goal in the development of this engine was to achieve a reduction in fuel consumption, which was achieved by adding an EFI electronic injection system to the 4A-F model. This is evidenced by the attached letter "E" in the marking of the device. The letter "F" denotes standard power engines with 4-valve cylinders.
The mechanical part of the 4A-FE motors is designed so well that it is extremely difficult to find an engine with a more correct design. Since 1988, these engines have been produced without significant modifications due to the absence of design defects. Automotive engineers have managed to optimize the power and torque of the 4A-FE internal combustion engine in such a way that, despite the relatively small volume of cylinders, they have achieved excellent performance. Together with other products of the A series, motors of this brand occupy a leading position in terms of reliability and prevalence among all similar devices manufactured by Toyota.
Repairing 4A-FE will not be difficult. A wide range of spare parts and factory reliability give you a guarantee of operation for many years. FE engines are free from such shortcomings as cranking of the connecting rod bearings and leakage (noise) in the VVT clutch. A very simple valve adjustment brings undoubted benefits. The unit can run on 92 gasoline, consuming (4.5-8 liters) / 100 km (due to operating mode and terrain)
Toyota 3S-FE
3S-FE in "D/D+" class
The honor to open the list falls to the Toyta 3S-FE motor, a representative of the well-deserved S series, which is considered one of the most reliable and unpretentious units in it. A two-liter volume, four cylinders and sixteen valves are typical indicators for mass engines of the 90s. Camshaft drive by belt, simple distributed injection. The engine was produced from 1986 to 2000.
Power ranged from 128 to 140 hp. More powerful versions of this engine, 3S-GE and turbocharged 3S-GTE, inherited a successful design and a good resource. The 3S-FE engine was installed on a number of Toyota models: Toyota Camry (1987-1991), Toyota Celica T200, Toyota Carina (1987-1998), Toyota Corona T170 / T190, Toyota Avensis (1997-2000), Toyota RAV4 (1994- 2000), Toyota Picnic (1996-2002), Toyota MR2, and turbocharged 3S-GTE also on Toyota Caldina, Toyota Altezza.
Mechanics note the amazing ability of this engine to endure high loads and poor service, the convenience of its repair and the overall thoughtfulness of the design. With good maintenance, such motors exchange a mileage of 500 thousand kilometers without major repairs and with a good margin for the future. And they know how not to bother the owners with minor problems. 
The 3S-FE engine is considered one of the most reliable and durable among petrol fours. For the power units of the 90s, it was quite ordinary: four cylinders, sixteen valves and a 2-liter volume. Camshaft drive by belt, simple distributed injection. The engine was produced from 1986 to 2000.
Power ranged from 128 to 140 "horses". The 3S-FE engine has been installed in a number of popular Toyota models, including: Toyota Camry, Toyota Celica, Toyota MR2, Toyota Carina, Toyota Corona, Toyota Avensis, Toyota RAV4, and even Toyota Lite/TownACE Noah. More powerful versions of this engine, such as 3S-GE and turbocharged 3S-GTE, installed on Toyota Caldina, Toyota Altezza, inherited a successful design and a good resource of the progenitor.
A distinctive feature of the 3S-FE engine is its good maintainability, the ability to withstand high loads and, in general, the thoughtfulness of the design. With good and timely maintenance, motors can easily “run back” 500,000 kilometers without major repairs. And there will still be a margin of safety.
1G-FE in class "E".
The 1G-FE engine belongs to the family of in-line 24-valve six-cylinder internal combustion engines with a belt drive to one camshaft. The second camshaft is driven from the first through a special gear ("TwinCam with a narrow cylinder head").
The 1G-FE BEAMS engine is built according to a similar scheme, but has a more complex design and cylinder head filling, as well as a new cylinder-piston group and a crankshaft. Of the electronic devices in the internal combustion engine, there is an automatic variable valve timing system VVT-i, an electronically controlled throttle valve ETCS, contactless electronic ignition DIS-6 and an intake manifold geometry control system ACIS.
The Toyota 1G-FE engine was installed on most E class rear-wheel drive cars and on some E + class models.
A list of these cars with their modifications is given below:
- Mark 2 GX81/GX70G/GX90/GX100;
- Chaser GX81/GX90/GX100;
- Cresta GX81/GX90/GX100;
- Crown GS130/131/136;
- Crown/Crown MAJESTA GS141/ GS151;
- Soarer GZ20;
- Supra GA70
More or less reliably, we can only talk about the “resource before the bulkhead”, when the engine of a mass series, like A or S, will require the first serious intervention in the mechanical part (not counting the replacement of the timing belt). For most engines, the bulkhead falls on the third hundred mileage (about 200-250 thousand km). As a rule, this intervention consists in replacing worn or stuck piston rings, and at the same time valve stem seals, that is, it is just a bulkhead, and not a major overhaul (the geometry of the cylinders and the hone on the walls of the cylinder block are usually preserved).
Andrey Goncharov, expert of the Car Repair section
By the end of the seventies of the twentieth century, Toyota managed to become famous for products, the characteristics and quality of which, at that time, were not surpassed by any competitor on the market. By that time, the question of improving the manufactured engines of the "M" version was ripe.
So, in the year 79 of the twentieth century, the first engine marked 1G EU (later FE) rolled off the assembly line of the corporation, marking the beginning of a new series. The design of the first engine is simple, intended for installation on cars with rear-wheel drive, class "E" and "E +". Later, the base motor was repeatedly refined, a number of modifications were released, among which the 1G FE received the unspoken title of a reliable unit in the class. New technologies and ideas used on motors were considered innovative for that time, laid the foundation for modern engine building and became the impetus for further improvement.
Toyota Altezza 1998:
Description
The 1G FE engine is a power unit that replaced the M series engines and served as the prototype for the legendary JZ series. Structurally, the motor circuit has an in-line design, the number of volumetric displacement chambers is six. The engine is powered by gasoline, the power plant with a volume of two liters.
1G FE engine on a Toyota Mark 2:
The first motor was released in 79, the modification had the designation "EU" and was equipped with one camshaft. This is the first Toyota engine to have 12 valves. Subsequent versions had four valves per cylinder and two camshafts. The motors were equipped with a camshaft belt drive, it is characteristic that a broken belt did not lead to valve failure (an exception is an engine with a VVT-i system). Later, all engines with two camshafts were equipped with a mechanism for changing the valve timing. GEU modification, the first engine from Toyota, which received two camshafts and four valves per cylinder.
It is noteworthy that the 1G FE engine, whose technical characteristics combined reliability and dynamics, at the same time had a simple design. Power plants were used on more than ten brands of cars produced until 2007.
Location of the engine number on the 1G FE motor:
Important! To identify the 1G FE motor, the indicators are taken from the information plate. The factory marking is on the right side of the engine block towards the rear of the engine.
Specifications
When developing the power plant, the goal was to create a light and at the same time powerful engine. The designers managed to cope with the task due to the use of a number of innovative technologies for that time.
So, the cylinder head and connecting rods are made of a durable alloy. In the manufacture of the skeleton, cast iron is used, a material that is better than others able to ensure the resistance of the part to temperature changes. The special alloy reinforcement technology allows to reduce the amount of material and the weight of the 1G FE engine (about 180 kilograms), while there is no loss of strength, reliability and a decrease in the service life of the unit. On the contrary, 500,000 kilometers without major repairs are par for the course for this installation.
1G FE engine, gas distribution mechanism drive:
An interesting solution in the production of the engine was the use of a belt drive in the gas distribution mechanism. This feature did not have a negative impact on the reliability of the mechanism, but it reduced the cost of production, reduced the dimensions and reduced the cost of servicing the product. Even such a breakdown as a broken belt did not bring trouble and was easily fixed.
1G FE engine specifications:
| clarification | Index | ||||||
| Modification | EU | GEU | GTEU | GZE(U) | G.E. | GTE | F.E. |
| Periods | 79-88 | 83-88 | 86-88 | 86-92 | 88-93 | 88-91 | 88-05 |
| Manufacturer | Shimoyama plant | ||||||
| Fuel | Gasoline A-92, AI-95 | ||||||
| How many bars | "four"1 | ||||||
| alloy engine block | cast iron | ||||||
| Surround chamber (pcs.) | "six" | ||||||
| Camera placement | row | ||||||
| Valve, total (pieces) | 12 | 24 | |||||
| Engine displacement (cm3) | 1988 | ||||||
| Engine operation order | "1" - "5" - "3" - "6" - "2" - "4" | ||||||
| Chamber, diameter (mm.) | 75 | ||||||
| Piston, positions (mm.) | 75 | ||||||
| Compression | 8,8/9,2 | 9,2 | 8,5 | 8 | 9,5 | 8,5 | 9,6 |
| Engine power, (hp) | 105, | 140 | 185 | 160, | 150 | 210 | 135 |
| Rotational momentum (Nm) | 146, 160, | 162 | 245 | 210 | 186 | 280 | 180, 185 |
| Environmental standards | Euro 3 | ||||||
| Engine weight (kg.) | approximately 180 | ||||||
| Consumption: g/t/s (l./100) | 14/7,8/9,8 | ||||||
| Service life (km.) | 300000 | ||||||
| Lubricant | 0W-30; 5W-30(40); 10W-30(40.50); 15W-50 | ||||||
| Oil volume, liters | 3.8 – 4.1 | ||||||
| Lubrication change, (km) | 7000 – 10000 | ||||||
Application
The first engines were intended for installation on cars with rear-wheel drive, the goal was to equip cars that fall into the “E”, “E +” class. After successful operation, it was decided to improve the unit for use on other vehicles. In total, seven generations of the engine have been identified, the list of applications is given in the table below.
What cars was the engine installed on:
- Crown
- Mark 2
- Supra
- Altezza
- Chaser
- Cresta
- Soarer
- IS 200
2005 Lexus IS 200 car:
Modifications
During the production and operation, which lasted almost thirty years, the engine was improved and refined. Seven main modifications of the unit were produced, each of which had certain technical features.
- 1G-EU
The release of the model started in 79 and lasted until 88. The motor was intended exclusively for the Japanese market. The gas distribution mechanism is made with one overhead camshaft and two valves per cylinder. The first version had a compression ratio of 8.8 and 125 horsepower at 5400 rpm. '83 models had a compression ratio of 9.2 with 130 horsepower; '86 models produced 105 horsepower at 5400 rpm.
Toyota 1G-EU engine:
The release of the model started in 83 and lasted until 88. The motor is equipped with 24 valves, the head of the skeleton was developed jointly with Yamaha. The exhaust manifold was equipped with adjustable geometry (T-VIS). The power of the unit is 160 horsepower at 6400 rpm. Engines from '85 had 140 horses.
Toyota 1G-GEU engine:
The release of the model started in 86 and continued until 88. The version was equipped with a turbine, the compression ratio of the unit was reduced to 8.5. The engine has two model CT12 compressors. The power of the unit is 185 horsepower, the moment is 245 Nm.
Toyota 1G-GTEU engine:
- 1G-GZEU(GZE)
The release of the model started in 86, lasted until 92. The motor version is equipped with an SC-14 compressor, which replaced the turbine. The ignition of the engine is electronically controlled, the piston is designed for a compression ratio of 8 units. Motor power is 160 horsepower, torque 210 Nm. Since 1989, the modification has undergone modernization, as a result of which the marking of the unit has changed to 1G-GZE. The power of the power plant increased by ten horsepower (up to 170 horses), the torque increased to 230 Nm.
Toyota 1G-GZE engine:
- 1G-GE
The release of the model started in 88, lasted until 93. In the engine, the mass air flow sensor was replaced with an absolute pressure sensor and the power was reduced to 150 horsepower. Manipulations made it possible to improve the dynamics and increase the resource of the unit.
Toyota 1G-GE engine:
- 1G-GTE
The release of the model started in 88 and lasted until 91. The engine has a reinforced crankshaft, the mixture intake parameters have been changed, and a heat exchanger has been used to reduce the charge air temperature. The engine received improved nozzles of the 315 cc model and a new electronic unit control unit. The boost pressure indicator was 0.75 bar, the engine power was 210 horsepower, the torque indicators were 275 Nm.
Toyota 1G-GTE engine:
- 1G-FE
The release of the model started in the 88th ode, lasted until 2005. The engine version replaced the early 1G-EU unit, received a head with 24 valves instead of 12, the power was 135 horses, the torque was 176 Nm. In 1996, the model was improved, due to which the power increased to 140 horsepower, and the torque was 185 Nm.
Engine 1G-FE:
advanced engine
August 1998 is notable for the fact that the 1G-FE engine has undergone major changes. From that moment on, the unit is called the 1G FE engine with the prefix BEAMS (Breakthrough Engine with Advanced Mechanism System), literally translated as "Breakthrough Engine with an Advanced Mechanism System." The first car to experience the use of improvements was the Toyota Altezza.
At the 1G FE BEAMS unit, the engine layout is similar to the one used on the 1G FE engine, however, the unit has a complex filling of the core head, a new group of cylinders and pistons, as well as an improved crankshaft. The task of the designers, without changing the configuration of the engine, is to achieve an increase in power. Therefore, the unit is equipped with sophisticated electronics: an automatic phase change system (VVT-i), electronic throttle control (ETCS) is installed. The distributor was replaced by contactless electronic ignition (DIS-6) with an individual coil for each cylinder. A mechanism that controls the geometry of the intake manifold (ACIS) is used. The crankshaft speed and compression ratio are increased.
Toyota 1G FE BEAMS engine:
- Engine 1G FE BEAMS specifications:
- Release period: 1998 - 2005;
- Volumetric displacement chambers: 6 pieces, arranged in a row;
- Engine size: 2 liters;
- Compression ratio: 10:1;
- Valves: four per cylinder, total - 24 pieces;
- Headstock: DOHC, belt driven, VVTi;
- Power: 160 horses, 6200 rpm;
- Fuel supply: injector, injection distributed (EFI);
- Ignition: coil per cylinder (DIS-6);
- Fuel: AI-95 gasoline;
- Resource 300,000 kilometers.
Important! The power plant 1G-FE and 1G-FE BEAMS are structurally different mechanisms. Interchangeability of parts and mechanisms of products is not possible.
The applied ideas have improved the performance of the motor. However, modernization also had negative consequences. So, when servicing the engine, attention had to be paid to automatic phase change, which incurred additional costs. In addition, a break in the belt of the gas distribution mechanism was now accompanied by a breakdown of the valves.
Since the engine was produced in only one size, all G-series engines have the designation 1G, and the same cylinder diameter and piston stroke of 75 millimeters.
1G was installed on cars:
- Lexus IS200
1G-EU
japanese version, 1G-EU, produced from 1979 to 1988. This engine had two valves per cylinder and one camshaft. Its power was 105-125 hp. With. (78-93 kW) at 5400 rpm, torque 157-172 Nm at 4400 rpm.
1G-FE
1G-GEU was installed on cars:
- August 1981-1985 Celica XX GA61
- August 1982-? Toyota Chaser/Mark II/Cresta
- August 1983-? Toyota Crown
- February 1983-? Toyota Soarer
1G-GE
Engine 1G-GE replaced 1G-GEU in 1988. Engine power fell from 160 to 150 hp, the engine was installed on the same cars as the 1G-GEU. It was produced for the Supra GA70 until 1993.
1G-GTE
24-valve DOHC engine 1G-GTE became the first turbocharged engine of the series with two CT-12 superchargers. There were three generations of this engine with air-to-air and air-to-water intercoolers, producing power from 185 to 210 hp. With. (138-157 kW) at 6200 rpm and torque from 234 to 275 Nm at 3800 rpm, respectively. It was the most powerful engine in the G series. In May 1991, it was replaced on most of the vehicles by the 200 hp 1JZ-GE engine.
1G-GTE was installed on cars:
- 1986-1992 Supra MK3 ( chassis GA70 , Japan only)
- 1988-1992
The Toyota 1G-FE Beams engine was intended for Toyota Alteza (Lexus IS 200), Toyota Mark 2 (Toyota Mark II), Toyota Chaser, Toyota Crown (Toyota Crown), Toyota Cross (Toyota Cresta). The engine appeared in 1998 as a result of a deep refinement and modernization of the engine.
Peculiarities. The 1G-FE Beams engine has received new systems that improve its performance. The engine received a VVT-i system (variable valve timing system), an electronic ignition system with individual coils for each cylinder. As for the mechanics, the design of the block head has completely changed, a timing belt tensioner, a new cylinder block and a cylinder-piston group, and a different crankshaft have been installed. Disadvantages of the engine: when the timing belt breaks, the valve bends; problems with the oil pressure sensor. Almost all parts of the 1G-FE Beams engines and a simple 1G-FE are non-interchangeable, and on Beams they are much more expensive!
The resource of the 1G-FE Beams engine, with proper care, reaches 300 thousand kilometers.
Characteristics of the engine Toyota 1G-FE Beams Mark 2, Alteza, Lexus IS 200
| Parameter | Meaning |
|---|---|
| Configuration | L |
| Number of cylinders | 4 |
| Volume, l | 1,988 |
| Cylinder diameter, mm | 75,0 |
| Piston stroke, mm | 75,0 |
| Compression ratio | 10 |
| Number of valves per cylinder | 4 (2-inlet; 2-outlet) |
| Gas distribution mechanism | DOHC |
| The order of operation of the cylinders | 1-5-3-6-2-4 |
| Rated engine power / at engine speed | 117.7 kW - (160 hp) / 6200 rpm |
| Maximum torque / at revs | 200 Nm / 4400 rpm |
| Supply system | Distributed injection with electronic control |
| Recommended minimum octane number of gasoline | 92 |
| Environmental regulations | - |
| Weight, kg | 160 |
Design
The engine is a four-stroke, six-cylinder, 24-valve gasoline engine with an electronic fuel injection system, with an in-line arrangement of cylinders and pistons rotating one common crankshaft, with an overhead arrangement of two camshafts with a phase shift system. The engine has a closed-type liquid cooling system with forced circulation. Lubrication system - combined.
Service
Maintenance of the Beams engine is generally no different from a simple 1G-FE.
Changing the oil in the 1G-FE Beams engine. An oil change for Toyota Alteza, Mark 2, Cross, Chayzer, Crown, Lexus IS 200 with a 1G-FE Beams engine is carried out every 10 thousand km or 12 months (many advise changing the oil as often as possible, the engine is whimsical to its condition). How much to pour: without filter replacement - 3.6 liters, with filter replacement - 3.8 liters (cars with 2WD); without filter replacement - 4.0 liters, with filter replacement - 4.2 liters (cars with 4WD). Recommended API oils are at least SJ (SL), viscosity 10W-30, 5W-30, 5W-20 (depending on climatic conditions).
Timing belt replacement needed every 100,000 km. Remember that when the timing belt breaks on the 1G-FE Beams, the valve bends.
Ordinary candles do not last long - 20 thousand km. The gap in the candles is 1.0-1.1 mm. Which spark plugs to put - Denso K20R-U11, NGK BKR6EYA11.
Air filter change every 40 thousand km, otherwise increased fuel consumption.
coolant change based on operating conditions, but usually every 2-3 years. In the engine cooling system on cars with a 2WD drive there is 6.5 liters of coolant, with 4WD - 7.2 liters.
Engine Toyota 1G-FE/GZE/GTE/GE/EU/GEU/GTEU 2.0 l.
Toyota 1G engine specifications
| Production | Shimoyama plant |
| Engine brand | 1G |
| Release years | 1979-2005 |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 6 |
| Valves per cylinder | 2/4 |
| Piston stroke, mm | 75 |
| Cylinder diameter, mm | 75 |
| Compression ratio | 8.8(1G-EU) 9.2 (1G-GEU/EU) 8.5 (1G-GTEU/GTE) 8 (1G-GZEU/GZE) 9.6(1G-FE) 10 (1G-FE BEAMS) 9.5 (1G-GE) (see modifications) |
| Engine volume, cc | 1988 |
| Engine power, hp / rpm | 105/5400 (1G-EU) 125/5400 (1G-EU) 130/5400 (1G-EU) 140/6200 (1G-GEU) 140/6400 (1G-GEU) 160/6400 (1G-GEU) 185/6200 (1G-GTEU) 210/6200 (1G-GTE) 160/6000 (1G-GZEU) 170/6000 (1G-GZE) 135/5600 (1G-FE) 140/5750 (1G-FE) 160/6200 (1G-FE BEAMS) 150/6200 (1G-GE) (see modifications) |
| Torque, Nm/rpm | 146/4400 (1G-EU) 160/4400 (1G-EU) 160/4400 (1G-EU) 162/4600 (1G-GEU) 172/4000 (1G-GEU) 186/5200 (1G-GEU) 245/3200 (1G-GTEU) 280/3800 (1G-GTE) 210/4000 (1G-GZEU) 230/3600 (1G-GZE) 180/4400 (1G-FE) 185/4400 (1G-FE) 200/4400 (1G-FE BEAMS) 186/5400 (1G-GE) (see modifications) |
| Fuel | 92-95 |
| Environmental regulations | up to Euro 3 |
| Engine weight, kg | ~180 (1G-FE) |
| Fuel consumption, l/100 km (for Lexus IS 200) - city - track - mixed. |
14.0 7.8 9.8 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 0W-30 5W-30 5W-40 10W-30 10W-40 10W-50 15W-50 |
| How much oil is in the engine, l | 3.8 (1G-FE BEAMS automatic transmission) 3.9 (1G-FE BEAMS MT) 4.1 (1G-FE) |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | - |
| Engine resource, thousand km - according to the plant - on practice |
- 300+ |
| Tuning, HP - potential - no loss of resource |
400+ - |
| The engine was installed | Toyota Crown Toyota Mark 2 Toyota Supra Toyota Altezza/Lexus IS 200 Toyota Chaser Toyota Cresta Toyota Soarer |
Reliability, problems and engine repair Toyota 1G 2.0 l.
The famous six-cylinder predecessor of the iconic 1JZ appeared in 1979 and became popular mainly in the Japanese market. The design of the first 1G engines was quite simple: a cast-iron cylinder block, an aluminum head with a single camshaft, 12 valves and hydraulic compensators on top. In the future, the motor was repeatedly refined, improved, indexes were constantly changing. A description of these modifications is below.
The timing mechanism uses a belt, the timing belt needs to be changed to 1G every 100 thousand km, together with rollers and seals. Candles change every 20 thousand km.
The Toyota 1G engine was produced for a long time and since 1990 it was replaced by 1JZ. However, the 1G remained in production until 2005 itself.
Toyota 1G engine modifications
1. 1G-EU (1979 - 1988) - the first version of 1G, which appeared on the Toyota Crown, had a compression ratio of 8.8, 125 hp. at 5400 rpm, torque 160 Nm at 4400 rpm. Since 1983, a version has been produced with a compression ratio increased to 9.2 and a power of 130 hp. Since 1986, power has been reduced to 105 hp. at 5400 rpm, torque 146 Nm at 4400 rpm. These engines were installed on Toyota Chaser X60, Cresta X50/X60/X70, Crown S110, Mark 2 X60, Soarer Z10/Z20.
2. 1G-GEU (1983 - 1988) - 1G-EU version with 24 valve Yamaha cylinder head and T-VIS variable geometry intake manifold. Due to these modifications, engine power increased to 160 hp. at 6400 rpm, torque 186 Nm at 5200 rpm. Since 1985, the power of the 1G-GEU has been set at around 140 hp. The engine was installed on the following cars: Toyota Chaser X70, Mark 2 X60/X70, Cresta X60/X70, Crown S120, Soarer Z10/Z20, Toyota Supra A70.
3. 1G-GTEU (1986 - 1988 onwards) - turbo version of 1G-GEU, compression ratio reduced to 8.5, two CT12 turbochargers installed. At 0.5 bar, the 1G-GTEU put out 185 hp. at 6200 rpm, torque 245 Nm at 3200 rpm.
Vehicles with 1G-GTEU: Toyota Chaser X70, Mark 2 X70, Cresta X70, Soarer Z20, Toyota Supra A70.
4. 1G-GZEU / GZE (1986 - 1992 onwards) - compressor version of 1G-GEU, where SC-14 compressor was used instead of turbines. At the same time, electronic ignition was used, another piston for a compression ratio of 8. The power of such a power unit is 160 hp. at 6000 rpm, torque 210 Nm at 4000 rpm. In 1989, the engine was upgraded and the name changed to 1G-GZE. Boost pressure 0.5 bar, power 170 hp at 6000 rpm, torque 230 Nm at 3600 rpm.
The compressor engine was installed on cars such as the Toyota Chaser X80, Mark 2 X80, Cresta X80, Crown S130 and Soarer Z20.
5. 1G-GE (1988 - 1993 onwards) - modernized 1G-GEU, DMRV replaced by DBP, power reduced to 150 hp at 6200 rpm, torque 186 Nm at 5400 rpm.
1G-GE was installed on the following cars: Toyota Chaser X80, Mark 2 X80, Cresta X80, Crown S130, Soarer Z20, Supra A70.
6. 1G-GTE (1988 - 1991) - modernized 1G-GTEU, reinforced crankshaft, changed intake, intercooler, 315 cc injectors, ECU. Boost pressure increased to 0.75 bar. Engine power 210 hp at 6200 rpm, torque 275 Nm at 3800 rpm.
There are such motors on the same cars as the 1G-GE, except for the Toyota Crown.
7. 1G-FE (1988 - 2005 onwards) - version of 1G-GEU with a different narrow 24 valve cylinder head, designed to replace 1G-EU. Power 135 hp at 5600 rpm, torque 176 Nm at 4400 rpm.
Where can you find this engine: Toyota Mark 2 X90, Cresta X80/X90, Crown S140, Soarer Z20.
Since 1996, there has been a restyling and power has grown to 140 hp. at 5750 rpm, torque 185 Nm at 4400 rpm.
Cars with this engine: Toyota Chaser X100, Mark 2 X100, Cresta X100, Crown S150.
In 1998, 1G-FE underwent more serious changes and received the BEAMS prefix. Of the innovations, 1G received a new ShPG, a variable valve timing system on the intake shaft, an ACIS variable geometry intake manifold, an electronic throttle valve, the ignition system has undergone changes, and the exhaust manifold has been finalized. There are no hydraulic lifters on the 1G-FE, so the clearances must be checked every 20 thousand km. Valve adjustment on 1G-FE BEAMS is done using washers, clearances (cold engine): inlet 0.15-0.25 mm, outlet 0.25-0.35 mm. Valves on 1G-GE/GTE/GZE/GEU/GTEU are adjusted in the same way.
Brief characteristics of 1G BEAMS: The compression ratio has increased to 10, the power is now 160 hp. at 6200 rpm, torque 200 Nm at 4400 rpm.
Installed 1G-FE BEAMS on: Toyota Mark 2 X100/X110, Chaser X100, Crown S150/S170, Verossa, Altezza, Lexus IS 200.
Problems and disadvantages of Toyota 1G 2.0 l engines.
1. High oil consumption per 1G. Most likely, the oil scraper rings lay down, for engines of this age this is normal. You can try to make decarbonization, if it doesn’t help, then you need to buy piston rings, valve stem seals, liners, oil seals, the whole kit and do engine repairs.
2. Oil leaks. On 1G, oil often flows through the oil pressure sensor, buy a new one and replace it, it's cheap.
3. Oil pressure 1G-FE. Often the problem is caused by the sensor itself, which needs to be replaced. Check pressure and replace sensor.
4. 1G-FE speeds are floating. Check the idle air valve (KXX), throttle valve, TPS. With the last two, you need to be careful, there is a chance they are installed incorrectly.
In addition, turbochargers on turbo versions do not live too long (~ 100,000 km), an unsuccessful oil pump drive is also used, the engine makes high demands on oil quality. Versions of 1G Beams are less reliable than atmospheric predecessors and when the timing belt breaks, the valves bend. Keep an eye on the condition of the belt and choose a good oil for 1G-FE.
In general, 1G is very reliable, durable and has a huge motor resource, but time goes on and even the latest 1G-FE is already quite old and worn out. What to say about the versions of the 80-90s, due to age, anything can happen with these motors, at any time.
