Generally speaking, creating an unsuccessful inline-six is a difficult task! You need to make special efforts or not think at all with your head - Toyota succeeded twice: first, they reworked the “Yamahovsky” engine of the series to complete absurdity and removed it from the market without recognizing the problem of bolts in the head 7M-GTE and then made a family 1G - I've seen dozens of broken engines, and there are countless reports of failed repairs on the internet....
Plus, With 1998 year, Toyota radically changed the design of the engine, adding to it all conceivable nasty things - a "raw" and half-thought-out system VVT-i, intake manifold geometry change system ( ACISETCS) and unsuccessful distributorless ignition. From that moment on, the engine deservedly bears the title " Shame on Toyota!"But let's get it right.
IN 1979 year, Toyota engineers decided that they could already develop an inline-six on their own, without the help of Yamaha ...The first member of the family 1G-EU- had only 2 valves per cylinder and gave out 105 HP . at 5400 rpm. - the result is more than modest. In the future, all representatives of this family received 4 valves per cylinder. To save time, I will focus on the most common member of the family - the engine 1 G-FE.
Until 1998, the biggest problem with this engine was the oil system. Firstly, oil was knocked out through a low-quality oil pressure sensor (the recall program was not launched, despite the obvious problem)Secondly, the oil pump was driven by the timing belt and had only one bearing. The tension of the belt was carried out using a tensioner spring, which often led to excessive tension on the belt. In any case, the pressed end of the oil pump gear always had a misaligned gap, which caused uneven wear. Also, any soot particles and solid oil contaminants accelerated this process and added new scratches - as a result, a drop in oil pressure and the inability to solve the problem by simply replacing the pump with a new one (wear occurred in the front engine cover).
The second disadvantage of a belt drive is a cold start. In winter, with thickened oil, the load on the belt increases many times, which can lead to the belt jumping by several teeth or to the fact that the teeth “grind” altogether. Fortunately, before 1998 for years, the valves did not meet the pistons when the timing belt broke, after 1998 this "shortcoming" was eliminated... The third feature of the oil system is the presence of a long oil receiver, which slows down the oil supply after a cold start.
The fourth is an extra leaking oil seal in the timing belt cover.
It should be noted that usually the owners claim that if the oil is changed more often in this engine (say, after 3000 km) and the most expensive oil is poured, then there are no problems with pump wear. This could be believed by those who do not know that usually even in Japan the first owner actively pours mineral oil and violates the change intervals - the engines come to us already decently coked and choked.
Next drive service devices. I think Toyota engineers wanted to get into the Guinness Book of Records by making the longest belt for a serial 2-liter gasoline engine ...
Or perhaps they just loved Guinness beer - how else to explain the fact that they drove the pump with the same belt.
What should the owner do when the generator "whistles"? Pray! Because if this belt breaks, then you can’t drive at all - you will immediately be left without a generator and without a pump ...
Interestingly, despite the shortcomings described above, the owners of these engines actively praised them and created the illusion among themselves that this is almost the most reliable engine of all time.
Everything changed after 1998, when for the sake of an increase in maximum power by 20hp. marketers added an extremely unsuccessful design VVT-i, as well as a system for changing the geometry of the intake manifold ( ACIS), then the electronically controlled throttle ( ETCS) and distributorless ignition. In general, the engine was almost completely redone - most of the parts are not interchangeable with the old one.
In this form, the engine lasted until 2005 when it was completely discontinued.
If you have your own materials about the negative aspects of this motor, please send them to this address for publication.
Reader reviews:
27 04 10 19:18 You are an asshole. I own 1G-FE for 10 years - NO problems! (Novosibirsk)
28 04 10 06:47 As for the oil leakage through the pressure sensor, I agree, but this is easily treated, the main thing is not to miss the oil level, pull the dipstick at least once a month and check the level. About a cold start, it’s generally nonsense, the Mark 2 itself is equipped with beams, this winter the frosts in Novosib were tough. There were no problems during a cold start, the main thing is to change the oil, in summer you can use 10W40, in winter fill in 5W40 and there are no questions. At the moment, on the odometer of my car 200 thousand km. The VVT-I system does not cause problems at all. (Novosibirsk)
28 04 10 23:57 Let's talk about 1G-FE Beams. You are wrong in many ways, and most importantly - that this engine is the worst in the Toyota line. Again, the terms of use must be referred to. Anyway. Maybe you have seen a lot of killed motors of this line, me too. And about oil starvation, as the cause of their death, I also agree. I even agree that 1G engines in the 90s were sweating with oil, but here 100 percent depends on the oil. The tensioner roller does not lead to an uneven load on the belt, do not lie. The main reason for the death of these engines is a cut-off in neutral, no matter how ridiculous it may seem. Drivers are like that. The gear on the crankshaft is fixed with a cracker, which is deformed under such sharply increasing and decreasing loads. A backlash occurs over time, which does not allow the oil pump to work correctly, gaps appear and the liners turn. BUT until this moment, no matter how you force it, the motor will pass 250,000 km in any case. This happens on many Toyota, Honda, Nissan engines. Euromotors have slightly different problems, but the result is the same, often. Do not trivialize Toyota, this is our life, we rest on them, work, race, are proud and disappointed. I have several cars of my own, there are also Chayzer, Camry, Karina, and there are Merce W202 and Opel Omega Caravan. All are good and bad in their own way. But in its price category, Toyota is in the lead, whatever one may say. (Novosibirsk) Author's response: Well, in Mercy, engines after 250 thousand km. do not break through the fault of the manufacturer ?! Okay, name the worst Toyota engine then!
29 04 10 14:47 Well, yes, yes ... Only Toyota has problems with engines ... It seems that this is the reason why cars of this brand are so popular :) And even cars of the 90s still pour oil through the sensor on the roads of Russia in huge quantities ...
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
- Type - in-line
- Drive type - belt(replacement every 100 thousand km. If the valve breaks do not oppress. )
- Number of cylinders - 6
- Valves per cylinder - 4
- Power type - injector
- Cylinder block material - cast iron
- Cylinder head material - aluminum
- Cylinder diameter - 75 mm
- Piston stroke - 75 mm
- Engine displacement - 1988 cubic meters. cm.
- Compression ratio - 9
- Motor power - 135 liters. With. at 5600 rpm.
- Torque - 177 N * m at 4400 rpm.
- Fuel consumption - city 12 l. track 7 .8 l. Mixed cycle - 10.8 l.
- Passport oil consumption - up to 1000 gr.
- Used spark plug - DENSO K16R-U11, NGK BKR5EYA11.
- Recommended oil change interval 5-7 thousand km. mileage
- Oil volume in system - 4.2 liters
- Recommended oils - 5W-30 5W-40 10W-30 10W-40
- The valve clearance check interval is 25 thousand km.
- Clearances - Inlet - 0.2 mm. Release - 0.25 mm.
- Coolant volume in system — 6.5 liter ov.
- Resource with good oil and proper care 400 ths. km. and more.
One of the most successful Toyota engines, which stood on the assembly line for about 17 years. The engine was installed mainly on rear-wheel drive cars of the "above average" class. Released models with 1G-FE: , Crown, Soarer. The main advantages include the huge resource of the 1G-FE motor. There are several reasons for this:
The device of the crankshaft and its bed is such that the wear of its bearing journals is minimal, due to their large number.
Excellent balance of the in-line six-cylinder engine - as a result of which the minimum level of vibration and noise during operation. The 1G-FE engine at idle does not feel at all in the cabin, there is no sound or vibration. With the engine running, you can safely put a coin on the edge of the valve cover, and it will remain in this position! Even if you smoothly play around with the throttle! (provided that all systems are in full working order: engine mounts, ignition system, spark plugs, armored wires, etc.)
Also a big plus to the resource is not a big overall boost of the 1G-FE motor. With an in-line two-liter, six-cylinder layout, the Japanese removed 135 hp. in the first version of this engine. With the 1G-FE facelift, Toyota engineers were able to raise power to 140 hp, with the introduction of an updated engine management system and redesigned injectors. Whatever one may say, even with this increase - this result of the return of the motor is far from outstanding. Especially when you consider that the cylinder head is quite developed and has 4 valves per cylinder (24 in total).
The general quality of performance of Japanese motors of the 90s. Maintainability 1G-FE. The engine is the same “millionaire from the 90s” from Toyota. The cylinder block is made of cast iron, has repair dimensions. Original spare parts are available now on order. Most repair these engines with duplicates and continue to operate the 1G-FE motor without problems.
There are no pronounced shortcomings, like the entire series of 1G motors. The entire line is distinguished by increased requirements for good engine oil and compliance with its replacement intervals.
A common problem is difficult cold start. In 90% of cases, it is solved by adjusting the valves. Also check to see if the injectors are holding pressure. They can fill the engine with gasoline overnight and 1G-FE will not start in the morning in the cold. On the pre-styling engine (up to 90-91) 1G-FE, a cold start system was installed, which Toyota later abandoned. It consists of an additional seventh cold start injector (it may also not hold the rail pressure and fill the engine), which is installed in the intake manifold. And a thermo-temporary cold start relay. There are no duplicates, the original is expensive. Only working used .. If all this did not help, look: compression, dtozh on the engine control unit (checked with a multimeter according to the resistance table), candles, wires, distributor, gas pump, fuel filter, water in the tank, fuel rail check valves.
The main enemy of these engines is time. Like it or not, the youngest is 15+ years old. Even in the least running 1G-FE motor, all rubber seals lose their properties. Be it oil-removable caps or seals. Also a common occurrence is the coking of oil-removable rings from time to time.
Many are faced with unstable idling 1G-FE. In these cases, you need to adjust the TPS, clean the throttle body and check the DTOZH.
Attachments are extremely reliable, but also suffer over time. Sensors, lambda probe, generator, starter, water cooling pump (pump) and so on.
The 1G-FE motor does not like moisture when washing the engine. Candle wells are quite deep, so after a contactless wash it is better to thoroughly blow them out with air from the compressor. The visco-coupling, in case of falling into a deep puddle, floods the entire engine compartment with water. The distributor also easily fills with water. So with a sink and deep puddles without fanaticism.
When buying a car with such an engine (certainly one of the best Toyota engines of those years), be prepared for maintenance and / or replacement of all these little things. Fortunately, all spare parts for the 1G-FE motor are now available.
A large family of in-line six-cylinder engines, which was installed on the rear - and all-wheel drive cars TOYOTA. The first member of the family 1G-EU(the only one in the series with 2 valves per cylinder) appeared back in 1979, but the maximum “flourishing” of this engine family came at the end of the 80s, when four modifications of this engine were simultaneously produced. A feature of the series is that all engines belonging to it were equipped with an electronic distributed (multi-point) fuel injection system (EFI - Electronic Fuel Injection).
Back to 1G-EU. This engine had very modest, by today's standards, characteristics: power 10 5 hp. at a speed of 52,00 rpm, the maximum torque was 160 N m at 4400 rpm. They put it on various modifications of TOYOTA CROWN (GS 110/120 bodies); MARK II/CHASER/CRESTA (GX 60/70); SOARER (GZ10/20), from the entire series 1G, it is distinguished by the greatest reliability, as well as ease of maintenance and repair. It was taken out of production in 1988, when it was replaced by 1G-FE.
Parallel to production 1G-EU, the TOYOTA concern in 1983 began production of a new, more "revving" engine - 1G-GEU, which became the first serial Toyota engine with four valves per cylinder. This engine had two camshafts in the head of the block (one for the intake and one for the exhaust valves), each of which was driven through its own gear from a common timing belt. Naturally, such a design implied significant differences from 1G-EU- engines had incompatible valve trains, timing belts, block heads, etc. Thanks to forcing and 4 valves per cylinder, engine power ranged from 140 hp at 6200 rpm (for CROWN) to 160 hp. at 6400 rpm (for MARK II/CHASER/CRESTA), torque increased to 186 Nm at 5200 rpm. They installed it on more expensive modifications of the same cars where they installed and 1G-EU(usually cars with such an engine had the inscription TWIN CAM 24 on the trunk lid and grille). True, it was not on the TOYOTA CROWN GS110 (since this car was discontinued in 1983), but they put it on the new SUPRA in the back of the GA70, which began production in 1986. The production of this engine was discontinued in 1988, when they began to produce 1G-GE.
In 1986, the production of two new engines began at once, both of which were supercharged: 1G-GZE had supercharging with a compressor drive from the crankshaft of the engine, and 1G-GTEU was equipped with a turbocharger (exhaust gases rotated the turbine).
As mentioned above, 1G-GZE equipped with a mechanical compressor - an air blower, which was driven by the engine crankshaft through a belt. This pressurization system has both advantages and disadvantages compared to gas turbine pressurization. The advantages of such pressurization systems include greater reliability (after all, there are no turbines with a rotation speed of up to 200,000 rpm), better traction at the "bottom" (the turbine works effectively in a fairly narrow range of engine speeds: from about 3000 to 6000 rpm min). The disadvantages of mechanical pressurization systems include, first of all, the lower efficiency of an engine equipped with such a system compared to a turbocharged engine (useful energy of the exhaust gases is not used in any way, and the energy of the engine itself is expended to drive the compressor). Power 1G-GZE amounted to a solid 160 hp. at 6000 rpm (since 1988 - 170 hp at 6000 rpm), and the torque increased to 230 N m at 4000 rpm. This engine was intended, first of all, for the heavy CROWN (it was equipped with the "luxury" versions of the GS120 and GS130), which lacked the thrust of naturally aspirated 1G-EU/FE And 1G-GEU/GE. However, in addition to CROWN, it was decided to install such engines on the new MARK II / CHASER / CRESTA series (GX80 body, production began in 1988), where it lasted until August 1990. On CROWN, it was installed until 1992. All cars with this engine have good "torque" and have a nameplate SUPER CHARGER(usually in addition to the inscription TWIN CAM 24) on the trunk lid and radiator grill, in addition, all engines 1G-GZE aggregated only with automatic transmission.
Let's move on to 1G-GTEU. This turbocharged engine was the first of the Japanese engines to combine 4 valves per cylinder and turbocharging, which predetermined its high output: 185 hp. at 6200 rpm, torque 245 Nm at 3200 rpm. A feature of this engine was that it had two turbines (TWIN TURBO), which differed in optimal engine speeds, due to which the zone of efficient operation of turbocharging was expanded. These engines were intended for "hot" modifications of the MARK II / CHASER / CRESTA in the back of the GX70 and for the SOARER GZ10 / 20, as well as the SUPRA GA70. On cars equipped with these engines, they put a nameplate GT TWIN TURBO. The production of this engine was discontinued in 1988, when it was replaced by 1G-GTE.
In 1988, along with the change of generations of the MARK II/CHASER/CRESTA, there was also a change of generations of the 1G engine. From the TOYOTA production program, engines with the letter U after the dash. Consider the first representative of the new family - 1G-GE. This engine was intended for modifications of the "medium sophisticated" MARK II / CHASER / CRESTA in the back of the GX80, for CROWN in the back of the GS130, it was also installed on the SOARER GZ20 and SUPRA GA70. Oddly enough, but compared to its predecessor, which was 1G-GEU, this engine lost in power, which amounted to 150 hp, which is understandable, since it is achieved at 6200, and not at 6400 rpm as it was before. The torque remained the same and amounted to 186 N m, but already at 5600 rpm, i.e. it was achieved at higher rpm. let in 1G-GE until 1993, when the SUPRA was discontinued in the 70th body. On all machines with this engine, as is the case with 1G-GEU also had a badge TWIN CAM 24.
The most powerful ever 1G became 1G-GTE, which replaced its predecessor in the TOYOTA production program - 1G-GTEU. Power 1G-GTE reached 210 hp at 6200 rpm, the torque was 280 N m at 3800 rpm. It was installed on "hot" modifications of MARK II / CHASER / CRESTA in the back of the GX80 (releases 1988 - August 1990), as well as on SOARER GZ20 and SUPRA GA70 (releases 1988 - 1991). Cars with this engine had the inscription - GT TWIN TURBO.
Finally we got to 1G-FE, which has been produced from 1988 to the present (though with rather large design changes). This engine has been replaced 1G-EU, put it on the "standard" modifications of the MARK II / CHASER / CRESTA in the bodies of the GX80 / 90, they also equipped the "weakest" SOARER GZ20 and CROWN GS130 / 140. A feature of the engine design is that it has 4 valves per cylinder, however, only one camshaft is driven from the timing belt, while the other shaft is driven from the first shaft through the gear (for 1G-GE, for example, each camshaft is driven through its own gear from the timing belt). Due to this design, the head of the block has a slightly smaller width (the so-called "twin cam with a narrow head"). Engine power was 135 hp at 5600 rpm, torque 180 N m at 4400 rpm. Cars of the MARK II / CHASER / CRESTA family in the back of the GX80 usually had an inscription on the rear window: 24 VALVE EFI.
In 1996, with the arrival of the new MARK II/CHASER/CRESTA (GX100 body) 1G-FE somewhat upgraded. Its power was 140 hp, and the torque increased to 185 N m. However, in 1998 this engine was again upgraded: then the production of a new sports model, TOYOTA ALTEZZA, began. The engine was also made to match the car, now it is equipped with a gas distribution mechanism with variable phases (company designation - VVTi) and is included in the number of engines under the general name BEAMS. Thanks to these technical tweaks, as well as increased speed, engine power has increased to 160 hp. at 6200 rpm, and the torque was 200 N m at 4400 rpm. Naturally, the ease of repair and maintenance that was 1G-EU and there is no trace ... In addition to the ALTEZZA model, this engine continued to be installed on the MARK II / CHASER / CRESTA in the back of the GX100, and the new model - MARK II (GX110), which began production in 2000, also received this engine for installation on the cheapest car modifications. In 2001, the production of TOYOTA ALTEZZA GITA (station wagon based on TOYOTA ALTEZZA) began, which is also equipped with this engine.
Whole series 1G very reliable in operation. The advantages of these engines include: very low noise and vibration during operation, a long resource (although this does not apply to turbocharging). The disadvantages of these engines include increased sensitivity to the quality of engine oil. Of the characteristic defects, frequent "dying" of the oil pressure sensor was noted on 1G-FE(especially 88 - 92 years of release), i.e. when everything is in order with the lubrication system, and the sensor lamp is constantly on when the engine is running, which is why many car owners with 1G-FE were seriously frightened, counting on the upcoming major repairs. These engines have no more weak points.
Summary table with data for the 1G series
|
engine |
Release years | Power (hp) / at revolutions | Torque (N*m)/at rpm | Compression ratio | Valves per cylinder |
| 1G-EU | 1979-88 | 105/5200 | 160/4400 | 9.2 | 2 |
| 1G-GEU | 1983-88 | 140/6200 - 160/6400 | 186/5200 | 9.1 | 4 |
| 1G-GZE | 1986-92 | 160/6000 - 170/6000 | 230/3600 | 8.0 | 4 |
| 1G-GTEU | 1986-88 | 185/6200 | 245/3200 | 8.5 | 4 |
| 1G-GE | 1988-92 | 150/6200 | 186/5400 | 9.5 | 4 |
| 1G-GTE | 1988-91 | 210/6200 | 280/3800 | 8.5 | 4 |
| 1G-FE | 1988-96 | 135/5600 | 180/4400 | 9.6 | 4 |
| - | 1996-98 | 140/5750 | 185/4400 | 9.6 | 4 |
| 1G-FE VVTi | 1998-2001 | 160/6200 | 200/4400 | 10.0 | 4 |
Data that can help with repair and search for engine parts 1G-FE, are given in the table (some of the characteristics may be common with other engines of the series):
| Parameter | Parameter value |
| Basic data (common to the whole series) | |
| cylinder diameter, mm | 75 |
| piston stroke, mm | 75 |
| number of cylinders | 6 |
| working volume, cm 3 | 1988 |
|
piston pin |
|
| diameter, mm | 20 |
| length, mm | 61 |
| Piston rings | |
| height of the first compression ring, mm | 1,5 |
| height of the second compression ring, mm | 1,5 |
| oil scraper ring height, mm | 4,0 |
| main bearings | |
| shaft neck diameter, mm | 55,001 |
| bed diameter, mm | 58,999 |
| insert width, mm | 19,2 |
| insert thickness, mm | 1,994 |
| Connecting rod bearings | |
| shaft neck diameter, mm | 41,998 |
| bed diameter, mm | 45 |
| insert width, mm | 19 |
| insert thickness, mm | 1,491 |
| Front crankshaft oil seal | |
| outer diameter, mm | 62 |
| internal diameter, mm | 45 |
|
width, mm |
8 |
| Rear crankshaft seal | |
| outer diameter, mm | 100 |
| internal diameter, mm | 75 |
|
width, mm |
13 |
| Camshaft oil seal | |
| outer diameter, mm | 50 |
| internal diameter, mm | 38 |
| width, mm | 8 |
| Oil pump seal | |
| outer diameter, mm | 30 |
| internal diameter, mm | 18 |
| width, mm | 7 |
| Valve clearances (cold engine) | |
| thermal clearance of the inlet valve, mm | 0,20 |
| exhaust valve thermal gap, mm | 0,25 |
| Timing belt (timing) | |
| number of teeth | 111 |
| tooth pitch, mm | 9,525 |
| belt width, mm | 25,4 |
A large family of in-line six-cylinder engines, which was installed on the rear - and all-wheel drive cars TOYOTA. The first member of the family 1G-EU(the only one in the series with 2 valves per cylinder) appeared even in 1979, but the maximum "flourishing" of this family of engines came at the end of the 80s, when four modifications of this engine were simultaneously produced. A feature of the series is that all engines belonging to it were equipped with an electronic distributed (multi-point) fuel injection system (EFI - Electronic Fuel Injection) and hydraulic compensators in the valve mechanism.
Back to 1G-EU. This engine had very modest, by today's standards, characteristics: power 125 hp. (according to other sources 105 hp) at a speed of 5400 rpm, the maximum torque was 160 N m at 4400 rpm. They put it on various modifications of TOYOTA CROWN (GS 110/120 bodies); MARK II/CHASER/CRESTA (GX 60/70); SOARER (GZ10/20), from the entire series 1G, it is distinguished by the greatest reliability, as well as ease of maintenance and repair. It was taken out of production in 1988, when it was replaced by 1G-FE.
Parallel to production 1G-EU, the TOYOTA concern in 1983 began production of a new, more "revving" engine - 1G-GEU, which became the first serial Toyota engine with four valves per cylinder. This engine had two camshafts in the head of the block (one for the intake and one for the exhaust valves), each of which was driven through its own gear from a common timing belt. Naturally, such a design implied significant differences from 1G-EU- engines had incompatible valve trains, timing belts, block heads, etc. Thanks to the boost and 4 valves per cylinder, the engine power was 160 hp. at 6400 rpm, torque increased to 186 Nm at 5200 rpm. They installed it on more expensive modifications of the same cars where they installed and 1G-EU(usually cars with such an engine had the inscription TWIN CAM 24 on the trunk lid and grille). True, it was no longer on the TOYOTA CROWN GS110 (since this car was discontinued in 1983), but they put it on the new SUPRA in the back of the GA70, which began production in 1986. The production of this engine was discontinued in 1988, when they began to produce 1G-GE.
In 1986, the production of two new engines began at once, both of which were supercharged: 1G-GZE had supercharging with a compressor drive from the crankshaft of the engine, and 1G-GTEU was equipped with a turbocharger (exhaust gases rotated the turbine).
As mentioned above, 1G-GZE equipped with a mechanical compressor - an air blower, which was driven by the engine crankshaft. This pressurization system has both advantages and disadvantages compared to gas turbine pressurization. The advantages of such pressurization systems include greater reliability (after all, there are no turbines with a rotation speed of up to 200,000 rpm), better traction at the "bottom" (the turbine works effectively in a fairly narrow range of engine speeds: from about 3000 to 6000 rpm min). The disadvantages of mechanical pressurization systems include, first of all, the lower efficiency of an engine equipped with such a system compared to a turbocharged engine (useful energy of the exhaust gases is not used in any way, and the energy of the engine itself is expended to drive the compressor). Power 1G-GZE amounted to a solid 170 hp. at 6000 rpm, and the torque increased to 230 Nm at 3600 rpm. This engine was intended, first of all, for the heavy CROWN (it was equipped with the "luxury" versions of the GS120 and GS130), which lacked the thrust of naturally aspirated 1G-EU/FE And 1G-GEU/GE. However, in addition to CROWN, it was decided to install such engines on the new MARK II / CHASER / CRESTA series (GX80 body, production began in 1988), where it lasted until August 1990. On CROWN, it was installed until 1992. All cars with this engine have good "torque" and have a nameplate SUPER CHARGER(usually in addition to the inscription TWIN CAM 24) on the trunk lid and radiator grill, in addition, all engines 1G-GZE aggregated only with an automatic transmission.
