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Toyota G engine

Motor vehicle engine

The Toyota Motor CorporationG-family engine is a family of straight-6 piston engines produced from 1979 to 2006. It is notable in that only a single displacement, 2.0 L (1,988 cc), was produced in this series. All were belt-driven OHCnon-interference engines (except the VVT-i version in the Lexus IS200 which is an interference engine), with multivalveDOHC (except the 1G-EU SOHC 12 valve engine) and even variable valve timing added later. The 1G-GEU was Toyota's first 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]

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.[3]

G (Hino GR100)[edit]

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.[4] 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 71 mm × 79 mm (2.80 in × 3.11 in), maximum power 63 PS (46 kW) at 5500 rpm. Hino's earlier models 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[edit]

Since just one displacement was offered, all G-family engines are marked 1G and share the same "square" 75 mm (2.95 in) bore and stroke.

Applications:

1G-E[edit]

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:

  • 80 kW (109 PS; 107 hp) at 5000 rpm, 162 N⋅m (119 lb⋅ft) torque at 4000 rpm (Mark II, 1986, Indonesia)
  • 100 PS (74 kW; 99 hp) at 5200 rpm, JDMCrown GS130/131/136V/130G

1G-EU[edit]

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 105–125 hp (78–93 kW; 106–127 PS) at 5400 rpm and 157–172 N⋅m (116–127 lb⋅ft) at 4400 rpm.

1G-FE[edit]

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. Output was 135 PS (99 kW; 133 hp) at 5,600 rpm and 176 N⋅m (130 lb⋅ft) at 4,400 rpm. In 1998 VVT-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. With the end of the first generation Lexus IS this engine ceased production in 2005.

Applications:

1G-GEU[edit]

The 24-valve DOHC 1G-GEU was intended for high performance and featured a pent-roof combustion chamber.[5] Introduced in August 1982 and produced through 1986, mostly for the Japanese market, 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. This 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. 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][6]

Applications:

1G-GE[edit]

The 1G-GE replaced the 1G-GEU in 1988. It was detuned from 160 hp (119 kW; 162 PS) down to 150 hp (112 kW; 152 PS) and served the same cars as 1G-GEU did. It was produced for the Supra GA70 until 1993.

1G-GTE[edit]

The 24-valve DOHC 1G-GTE added two CT-12 turbochargers to the versatile motor. There were 3 generations of this engine both air-to-air and air-to-water intercoolers 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 whole G family. In May 1991 it was replaced with the 280 PS 1JZ-GTE on most Toyota cars.

Applications:

1G-GP/GPE[edit]

The 1G-GP and 1G-GPE was an LPG 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.[7]

Applications:

  • Toyota Crown sedan (GS130)
  • Toyota Crown Comfort[7]

1G-GZE[edit]

The 1G-GZE was a supercharged version produced from 1986 till 1992. Output is 170 PS (125 kW; 168 hp) at 6000 rpm and 226 N⋅m (167 lb⋅ft) at 3600 rpm. Like the turbo, it was a 24-valve DOHC 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[edit]

See also[edit]

Sours: https://en.wikipedia.org/wiki/Toyota_G_engine

Before 2JZ engines, there were 1JZ engines, and before 1JZ, there were 1G engines. And yes, that is true that the 1G engine is the Vito Corleone of the JZ engine or simply the Godfather of those engines. In the 1980s, these engines are the crazes, and Toyota has the automotive duel with Nissan, and there’s no doubt that due to that, we have the modern engines today.

1G engines only offered a single displacement capacity of 2.0 L. 1G-GE is Toyota and Yamaha’s first engine collaboration and Japan’s first twin-turbo production engine; the GTE being the first twin-cam twin-turbo production engine.

The Toyota 1G engine has several modifications, and each modification varies on the integrated technology and updates; these serialized engines somehow created 1G variants that we used and continue to use up until today even its production halt in 2005, namely: 1G, 1G-EU, 1G-FE, 1G-GEU, 1G-GE, 1G-GTE, and 1G-GZE.

So today, we will talk about the 1G engine’s design, power, applications, issues, problems, aftermarket support, maintenance, and overall impact on the industry and community.

Engine Specifications and Design:

  • Production Run: 1988 – 2005
  • Cylinder Head Material: Aluminum
  • Cylinder Block Material: Cast-iron
  • Configuration: Straight-six
  • Bore: 75 mm
  • Stroke: 75 mm
  • Valvetrain: SOHC with two valves per cylinder and DOHC with four valves per cylinder
  • Displacement: 2.0 L (1988 cc)
  • Compression Ratio: 8.8 (1G), 9.2 (1G-GEU), 8.5 (1G-GTE), 8 (1G-GZE), 9.6 (1G-FE), and 9.5 (1G-GE)
  • Weight: 400 lbs.
  • Max HP: 210 HP at 6,200 RPM (1G-GTE)
  • Max Torque: 206 lb-ft at 3,800 RPM

Toyota 1G engine is a fixed 2.0 L naturally-aspirated, straight-six petrol engine from the G-family by Toyota. Toyota 1G engines boast features that are ahead of their time during its initial release. Some of the 1G engine characteristics are Aluminum cylinder heads with four valves per cylinder, cast-iron cylinder blocks, and a single overhead camshaft but was later upgraded to dual overhead camshafts driven by a belt. In addition, engines were equipped with the EFI technology or the Electronic Fuel Injection and VVT-i later on.

The cylinder block of the 1G engine has a bore of 75 mm to square it with the 75 mm stroke. It is made from cast iron with a monoblock specially cast structure that utilizes the seven-bearing support system; the crankshaft has seven journals. The pistons are made from cast Aluminum and are paired with two compression rings and a single oil ring.

All of the Toyota engines carry the same bore and stroke, displacement, and a 1G mark.

Applications of the 1G Engine:

  • Toyota Soarer
  • Toyota Celica Supra
  • Toyota Crown
  • Toyota Cressida/Mark II/Cresta/Chaser
  • Toyota Altezza
  • Lexus IS200

The initial version of the 1G engine with a SOHC cylinder head is the Japan spec 1G-EU which was produced in 1979 – 1988. This engine and the 1G-E are the only two-valve SOHC member of the 1G. It has 125 HP at 5,400 RPM and 127 lb-ft of torque at 4,400 RPM. However, the 1G-E engine is the export spec two-valve engine, delivered in Southeast Asian markets. 1G-Es has no emission controls and are most common in commercial vehicles. Therefore, 1G-E has a lower power output of 107 HP at 5,000 RPM and 119 lb-ft of torque.

In 1988 Toyota introduced the 1G-FE engine optimized for a better fuel economy and a narrow valve angle. As we mentioned earlier, it has a cast-iron block and an Aluminum cylinder head. This engine produces 133 HP at 5,600 RPM and 130 lb-ft of torque at 4,400 RPM. Later on, in 1998, ten years after its launch, Toyota integrated the VVT-i system, which ramps up the power output to 158 HP at 6,2000 RPM and 148 lb-ft of torque at 4,400 RPM for the IS 200 and Toyota Altezza.

Applications of the 1G-FE Engine:

  • Toyota Crown
  • Toyota Chaser
  • Toyota Mark II
  • Toyota Mark II Blit
  • Toyota Cresta
  • Toyota Altezza
  • Lexus IS200

1G family will not be complete without the performance variants gracing under the hood. And in the early 1980s, August 1982 to be exact, Toyota introduced, in the Japanese market, the high-performance 24-valve Double Overhead camshaft 1G-GEU engine. This engine featured a pent-roof combustion chamber which allows a faster burning time of the air-fuel mixture. This is Toyota’s first-ever multi-valve twin-cam machine to hit the market and even won JSME’s Medal for New Technology in 1982. It is equipped with T-VIS (Toyota Variable Induction System) that increases the speed-torque from low to mid-range engine speeds. For the succeeding Toyota twin cams, Toyota used a timing belt instead of a chain to lessen the noise and lower maintenance requirements. After one year, in August 1983, EFI-D replaced the fuel injection system to determine the appropriate air-fuel mixture by measuring the intake manifold’s pressure. This engine produces 158 HP at 6,200 RPM and 133 lb-ft of torque at 5,600 RPM.

1G-GE replaced the 1G-GEU engine in 1988 with a lower power output of 150 HP and placed to the cars same as 1G-GEU. It was created for Supra GA70 up until 1993.

Applications of the 1G-GEU Engine:

  • 1981 – 1985 Celica X GA61
  • 1982 Toyota Chaser/Cresta/Mark II
  • 1983 Toyota Crown
  • 1983 Toyota Soarer

The most powerful engine in the G family is the 1G-GTE which is introduced in 1986. This engine is a 24 valve DOHC with two CT-12 turbochargers to top it off. There are three generations of this engine that used both air-to-water and an air-to-air intercooler. It also has a varying power output ranging from 182 to 207 HP at 6,200 RPM and 173 to 203 lb-ft of torque at 3,800 RPM by using the air-to-air over the air-to-water. In May 1991, 1JZ-GTE replaced the 1G-GTE on most Toyota cars.

Applications of the 1G-GTE Engine:

  • 1986 – 1992 Supra MK3
  • 1986 – 1992 Mark II/Cresta/Chaser
  • 1986 – 1991 Soarer

A supercharged version was also released under the 1G-GZE name. This version is a 24-valve DOHC produced from 1986 to 1991 and carried most of the characteristics of the 1G-GTE engine. It features a distributor-less ignition system (DIS) and is only paired with automatic gearboxes. In August 1991, 1JZ-GE replaced the 1G-GZE on the Mark II, Chaser, and Cresta and serving up until 1992 in Toyota Crown.

Engine Tuning, Upgrades, and Modifications:

Upgrading 1G engines is not practical most of the time because that is where 2JZ-GTEs were created for; a more powerful 1G engine. However, if you opt to do some upgrades, consider putting some upgraded parts for the 1G-GTE, if you have a 1G-GTE block, and buy some performance parts such as a front intercooler, boost controller, blow-off valve, cat-back exhaust system, Walbro fuel pump, and an ECU. Maximum boost pressure will increase up to 15-17 psi and get 300 horsepower on a stock turbo and stock pistons. However, you need to change the stock internals or turbo for better results because internals and turbo of this kind do not produce more power, so you may buy a single turbo kit like Garrett GT28 or GT3, head gaskets, forged pistons, and do some head porting.

Problems Surrounding 1G Engine:

As much as we wanted to keep the pristine conditions of our cared engines, we cannot escape the truth behind all of them that there will come a time some issues or problems might occur due to years of usage or unplanned troubles. Coming from decades ago engine production, this engine definitely has its problems sorted out through the owner’s experience. This is just a precautionary list for you to be ready if ever you opt to buy this engine:

The first is excessive oil consumption; excessive oil consumption corresponds to loose piston rings and valve stem seals. This is due to the age of the engine. These issues can be easily resolved by replacing the old piston rings and valve stem seals.

Excessive oil consumption might also be a direct result of oil leakage, and oil leak is a common problem for the 1G engines. This immediate issue must be resolved because, if neglected, it can result in a far worse engine situation, as the engine overheats due to improper lubrication inside the engine. This problem is also the main driver of engine failure. You might need to change the oil pressure sensor for this and check where the leak is coming from. Don’t forget always to check the oil pressure, but if the sensor is not functional, replace it.

Next is the rough idling. Rough idling happens when fuel is burned at an inconsistent rate, and you can notice it while running if it becomes worse. This is caused by faulty or wrongly installed spark plugs and wires. Try checking those and check the throttle valve, idle control valve, and throttle position sensor, which might need some cleaning.

Summary

1G engines are one of the most iconic engines, especially in the competitive 80s era of machines. This was when most of the grandfathers of our modern engine originated from; if they are not for them, this engine will not be here with us. So with this technology and pioneer innovations that Toyota made, they have given us a reliable and continues to do so with the 1G line of the family. It is the first twin-cam and twin-turbo engine in the 80s. Though it has some problems and issues, it can withstand 200,00 miles with proper maintenance and care.

I hope you understand the 1G engine with this simple guide and helped you to understand the 1G engine’s engine design, power, torque, applications, aftermarket support, and overall impact in the automotive industry.

Categories CarsTags 1g, toyotaSours: https://dustrunnersauto.com/toyota-1g-everything-you-need-to-know/
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Toyota 1G


  1. Specifications
  2. Overview, problems
  3. Performance tuning

Toyota 1G engine specs

ManufacturerShimoyama plant
Also calledToyota 1G
Production1979-2005
Cylinder block alloyCast-iron
ConfigurationStraight-6
ValvetrainSOHC
2 valves per cylinder
DOHC
4 valves per cylinder
Piston stroke, mm (inch)75 (2.95)
Cylinder bore, mm (inch)75 (2.95)
Compression ratio8.8 (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)
Displacement1988 cc (121.3 cu in)
Power output77 kW (105 HP) at 5,400 rpm (1G-EU)
92 kW (125 HP) at 5,400 rpm (1G-EU)
95 kW (130 HP) at 5,400 rpm (1G-EU)
103 kW (140 HP) at 6,200 rpm (1G-GEU)
103 kW (140 HP) at 6,400 rpm(1G-GEU)
117 kW (160 HP) at 6,400 rpm (1G-GEU)
136 kW (185 HP) at 6,200 rpm (1G-GTEU)
154 kW (210 HP) at 6,200 rpm (1G-GTE)
117 kW (160 HP) at 6,000 rpm (1G-GZEU)
125 kW (170 HP) at 6,000 rpm (1G-GZE)
99 kW (135 HP) at 5,600 rpm (1G-FE)
103 kW (140 HP) at 5,750 rpm (1G-FE)
117 kW (160 HP) at 6,200 rpm (1G-FE BEAMS)
110 kW (150 HP) at 6,200 rpm (1G-GE)
Torque output146 Nm (107 lb·ft) at 4,400 rpm (1G-EU)
160 Nm (118 lb·ft) at 4,400 rpm (1G-EU)
160 Nm (118 lb·ft) at 4,400 rpm (1G-EU)
162 Nm (119 lb·ft) at 4,600 rpm (1G-GEU)
172 Nm (127 lb·ft) at 4,000 rpm (1G-GEU)
186 Nm (137 lb·ft) at 5,200 rpm (1G-GEU)
245 Nm (181 lb·ft) at 3,200 rpm (1G-GTEU)
280 Nm (206 lb·ft) at 3,800 rpm (1G-GTE)
210 Nm (155 lb·ft) at 4,000 rpm (1G-GZEU)
230 Nm (169 lb·ft) at 3,600 rpm (1G-GZE)
180 Nm (132 lb·ft) at 4,400 rpm (1G-FE)
185 Nm (136 lb·ft) at 4,400 rpm (1G-FE)
200 Nm (147 lb·ft) at 4,400 rpm (1G-FE BEAMS)
186 Nm (137 lb·ft) at 5,400 rpm (1G-GE)
Redline
HP per liter52.8
62.9
65.4
70.4
70.4
80.5
93.1
105.6
80.5
85.5
67.9
70.4
80.5
75.5
Fuel typeGasoline
Weight, kg (lbs)180 (400)
Fuel consumption, L/100 km (mpg)
-City
-Highway
-Combined
for Lexus IS200
14.0 (17)
7.8 (30)
9.8 (24)
Turbocharger Naturally aspirated
2x Toyota CT12
Toyota SC-14
Oil consumption , L/1000 km
(qt. per miles)
up to 1.0
(1 qt. per 750 miles)
Recommended engine oil0W-30
5W-30
5W-40
10W-30
10W-40
10W-50
15W-50
Engine oil capacity, L (qt.)3.8 (4.0) – 1G-FE BEAMS AT
3.9 (4.1) – 1G-FE BEAMS MT
4.1 (4.3) – 1G-FE
Oil change interval, km (miles)5,000-10,000
(3,000-6,000)
Normal engine operating temperature, °C (F)
Engine lifespan, km (miles)
-Official information
-Real


300,000+ (180,000)
Tuning, HP
-Max HP
-No life span loss

300+
The engine is installed inToyota Crown
Toyota Mark II
Toyota Supra
Toyota Altezza/Lexus IS 200
Toyota Chaser
Toyota Cresta
Toyota Soarer

Toyota 1G-GTE/FE/GZE/GE engine reliability, problems and repair

Until all known 1JZ, Toyota produced the straight-6 cylinder 1G engine. This motor appeared in 1979 and became popular in the domestic Japanese market. The design of the first 1G was simple. It was the cast iron cylinder block, aluminum head with one camshaft, 12 valves and hydraulic lifters. The 1G engine was equipped with a timing belt. The timing belt replacement is necessary each 60,000 miles of mileage (100,000 km), together with pulleys and oil seals. Spark plugs should be replaced every 10,000-15,000 miles of mileage (20,000 km). The firing order for the toyota 1G engines is 1-5-3-6-2-4.
Further this motor modified and became  more modern. Below you will learn something new about all these modifications in 1G and their differences from each other.

Toyota 1G engine produced until 2005, despite the fact that in 1990 there was his successor 1JZ.

Toyota 1G engine modifications and differences

1. 1G-EU (1979 – 1988) – the first version 1G with SOHC cylinder head. This motor appeared on Toyota Crown. It had a compression ratio 8.8, its power 125 HP at 5400 rpm, a torque 160 Nm at 4400 rpm. Since 1983 produced version with increased compression ratio to 9.2. Its power was 130 HP. In 1986 power decreased to 105 horsepower at 5400 rpm, a torque 146 Nm at 4400 rpm.

These engines put on: Toyota Chaser X60, Cresta X50/X60/X70, Crown S110, Mark 2 X60, Soarer Z10/Z20.

2. 1G-GEU (1983 – 1988) – analog 1G-EU, but instead of SOHC cylinder head was used new Yamaha DOHC head with 24 valves. Also on this motor installed variable intake system T-VIS. All these increased engine power to 160 HP at 6400 rpm, a torque 186 Nm at 5200 rpm. Since 1985 power 1G-GEU decreased to 140 horsepower. This engine put in the following cars: Toyota Chaser X70, Mark 2 X60/X70 Cresta X60/X70, S120 Crown, Soarer Z10/Z20, Toyota Supra A70.

3. 1G-GTEU (1986 – 1988) – twin turbo version 1G-GEU. The compression ratio lowered to 8.5 and installed two CT12 turbochargers. Maximum stock boost was 7 psi (0.5 bar). Power 1G-GTEU was equal 185 horsepower at 6200 rpm, a torque 245 Nm at 3200 rpm.

Cars with 1G-GTEU: Toyota Chaser X70, Mark 2 X70, Cresta X70, Soarer Z20, Toyota Supra A70.

4. 1G-GZEU/GZE (1986 – 1992) – supercharged version 1G-GEU. In contrast to the 1G-GTEU, 1G-GZEU used SC-14 supercharger. At the same time used electronic ignition and new pistons. The compression ratio decreased to 8. Power of such motor was 160 horsepower at 6000 rpm, a torque 210 Nm at 4000 rpm. In 1989 the engine changed the name on 1G-GZE. The maximum stock boost is equal 7 psi (0.5 bar), the power  170 HP at 6000 rpm, a torque  230 Nm at 3600 rpm.

1G-GZE  put on such cars as Toyota Chaser X80, Mark 2 X80, Cresta X80, Crown S130 and Soarer Z20.

5. 1G-GE (1988 – 1993) – further development 1G-GEU. The MAP sensor used with the 1GGE engine. Power decreased to 150 horsepower at 6200 rpm, a torque 186 Nm at 5400 rpm.

1G-GE put on the following cars: Toyota Chaser X80, Mark 2 X80, Cresta X80, Crown S130, Soarer Z20, Supra A70.

6. 1G-GTE (1988 – 1991) – analog 1G-GTEU. Reinforced the crankshaft, changed intake system, intercooler, used injectors 315 cc/min and new ECU. The maximum stock boost increased to 11 psi (0.75 bar). Engine power 210 HP at 6200 rpm, a torque 275 Nm at 3800 rpm. Such motors used on the same cars as 1G-GE, except Toyota Crown.

7. 1G-FE (1988 – 2005) – analog 1G-GEU, but here used other (narrow) DOHC 24 valve cylinder head. 1G-FE replaced 1G-EU. Power 135 HP at 5600 rpm, a torque 176 Nm at 4400 rpm.

Cars with  1G-FE : Toyota Mark 2 X90, Cresta X80/X90, Crown S140, Soarer Z20.

In 1996 there was the second modification 1G-FE, its power increased to 140 horsepower at 5750 rpm, a torque 185 Nm at 4400 rpm. This engine put on: Toyota Chaser X100, Mark 2 X100, Cresta X100, Crown S150.

In 1998 there was the 3rd generation 1G-FE BEAMS. In this engine used new pistons, connecting rods, added variable valve timing system on intake camshaft (VVTi), variable intake system ACIS, electronic throttle body. Changed the ignition system and used new exhaust manifold. 1G-FE wasn’t equipped with hydraulic lifters so every 10,000-15,000 miles of mileage (20,000 km) you had to adjust the valves. The clearances of the valves on 1G-FE (the cold engine): inlet  0.15-0.25 mm, exhaust 0.25-0.35 mm. Similarly, regulated valves on the 1G-GE/GTE/GZE/GEU/GTEU. The specs of 1G BEAMS: the compression ratio increased to 10, power 160 HP at 6200 rpm and a torque  200 Nm at 4400 rpm. 1G-FE BEAMS put on: Toyota Mark 2 X100/X110, Chaser X100, Crown S150/S170, Verossa, Altezza, Lexus IS 200.

Toyota 1G engine problems and malfunctions

1. High oil consumption on 1G. Most of all you need to change piston rings and valve stem seals. It is normal for engines of such age.
2. Oil leak. It is a problem on 1G, for its elimination it is necessary to change oil pressure sensor. It will be cheap.
3. Oil pressure 1G-FE. The problem also in oil pressure sensor. Check pressure and change the sensor.
4. Rough idle . You need to check idle control valve, throttle valve and throttle position sensor. Often the problem is somewhere here.
Besides all this, on a turbocharged versions turbochargers serve about 50,000-60,000 miles of mileage (100,000 km). Also used not too successful oil pump. You need high quality engine oil using such motors. 1G BEAMS versions are less reliable, than naturally aspirated 1G and at breakage of timing belt this motor will bend valves. Control the condition of the timing belt and choose a good engine oil for 1G-FE. In general, despite some disadvantages, 1G very reliable engine with a high lifespan. But time goes and today even the newest 1G-FE is quite old and worn-out. With these engines, can happen anywhere, anytime.

1G-GTE engine number location

The location of the engine number indicated on the picture.

1G-GTE/FE number location

Toyota 1G engine tuning

1G-GTE turbo upgrade

Buying the 2JZ-GTE is the right decision, if you want to upgrade your 1G engine. Replacing 1G-FE or 1G-GE on 2JZ or 1JZ is a good way to get the powerful engine with a huge stock for tuning without decrease in lifespan. At worst you can buy 1G-GTE and make swap. Engine performance tuning 1G-FE/GE is useless occupation, you will lay out money for nothing.
To upgrade the 1G-GTE you should buy the following performance parts: boost controller, front intercooler, blow-off, fuel pump Walbro 255, cat-back exhaust system, Mines ECU (or other). Max boost will increase till 15-17 psi (1-1.2 bar) and you get 280-300 horsepower on a stock pistons and stock turbochargers. You need to change stock internals for getting high results. You will need to buy single turbo kit (Garrett GT28 or GT30), forged pistons, head gasket, to make head porting, etc. Expensively and difficult, just buy 2JZ-GTE for swap.

<<<<<

Sours: http://mywikimotors.com/toyota-1g/
GX81 Mark II stock 1GGTE dyno runs

Toyota's First Twin Turbo Straight Six Is Stranger Than You'd Think

The GX81 Toyota Chaser GT Twin Turbo from 1988 with the 1G-GTE

Toyota called it its “finest engine,” ambitious, technologically advanced and, from a modern perspective, impossibly strange. And yet few Americans ever knew it existed: the 1G, a 2.0-liter straight six that’s more interesting than you might imagine.

Now, we Americans are quite familiar with the later straight six, the 3.0-liter Toyota 2JZ. It’s one of the most legendary engines of all time, giving the world stories of thousand-horsepower Supras thanks to modern tech and a super-tough iron block. But before the 2JZ there was the 1JZ, and before the 1JZ was the 1G-GTE, the first twin-cam twin-turbo production engine from any Japanese manufacturer.

Image for article titled Toyota&#39;s First Twin Turbo Straight Six Is Stranger Than You&#39;d Think

Now, if the 1JZ is the father of the 2JZ, then the 1G is its grandfather. I guess you could argue that the 1JZ is like an older brother to the 2JZ, in which case the 1G would be its dad, or maybe its uncle, but that’s really getting away from things. Engines do not sire other engines. They cannot reproduce, no matter how many times I try to get my VW Beetle to make me another flat four. More than that, the 1G-GTE and the series of 1G-G engines are weird and relevant in their own right.

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The one that got things going. Note the variable-induction intake up there with two runners per cylinder.

The first thing that’s hard to grasp, particularly for an American, is why Toyota built a two-liter straight six in the first place. Six cylinders are usually reserved for three liters and up over here. It seems pointless to go after that kind of complexity in a displacement where a four-cylinder would do.

But Toyota is a conservative company, and it doesn’t do anything without a lot of justification. In this case, we have taxes to thank.

Japan taxes cars in classes based on how big they are and how large their engines are. Up through the end of the 1980s, that structure was basically little cars with tiny engines (kei cars), full-size cars with engines over two liters (large cars) and then everything else in between.

Again, through the ‘80s, that tax structure made anything larger than a two liter prohibitively expensive to own, as the excellent Ate Up With Motor detailed in its history of the Toyota Soarer, Toyota’s luxury coupe that got the 1G before the JZ we all know and love:

[In the early 1980s], a hefty commodity tax was levied on all new cars sold in Japan, with bigger “ordinary” and “large” cars taxed at significantly higher rates than small cars. Owners of cars with engines larger than 2.0 liters (122 cu. in.) also paid a much higher annual automobile tax.

Seriously, it was punitive. Sales of cars with larger than 2.0-liter engines only accounted for 4.5 percent of the market in Japan even at the peak of the Bubble Era, as noted in the March 1989 issue of Japanese Motor Business I dug up at my old university library. Cars with engines between 551cc and 2000cc were a vast 91.4 percent of the market, leaving everything else to little 550cc-and-down kei cars.

That is to say, if you wanted to sell a car in Japan in the ‘80s, you didn’t want the engine to be that big, even if it was something meant to be prestigious, like a straight-six luxury car. Hence the 1G’s size in spite of its cylinder count.

What made the 1G really interesting is that the Japanese market was crazy competitive back in the ‘80s, with a real sales war between the two top manufacturers, Toyota and Nissan. If one of them so much as opened up a new dealership in Tokyo in the ‘80s, it made the news in business journals.

Did this competition play into the 1G engine? Extremely, as Ate Up With Motor points out in relation to it going into the sporty Soarer:

Much of the attention was focused on bolstering the more affordable 2000 series, which we presume accounted for much of the Soarer’s total sales volume. The 2800GT was faster, but the higher tax rates made it much more expensive to own than the 2-liter cars.

By the early eighties, the need to reconcile those tax rules with the buying public’s growing appetite for power incited a sort of technological arms race, with each major automaker exploring different ways of increasing the power of its under-2-liter engines. Toyota had offered DOHC fours since 1967; between 1980 and 1990, the company would also introduce a whole litany of high-tech variations on its 1,988 cc (121 cu. in.) inline six, many of which would eventually find their way into the Soarer.

This is all to say that thanks to strong competition for any Japanese car and heavy taxes on cars with engines over two liters, Toyota threw everything it had at this relatively small straight six.

Well, not just Toyota. This was also a Yamaha engine.

Yamaha is a magic word for anyone familiar with the inner workings of Toyota. The two companies have had a very close relationship over the years, and a lot of Toyota’s best engines were either designed by, built by, or designed in partnership with Yamaha. The screaming V10 in the Lexus LFA? Yamaha. The glorious straight six in the original Toyota 2000GT? Yamaha. The legendary four-cylinder 4A-GE in the AE86? Yamaha once more. Even the 1JZ was a partnership between Toyota and Yamaha, and the great 2JZ was Toyota taking Yamaha’s work up a step in size.

And the 1G-GE was another interesting engine from this pairing. It was Toyota’s first engine with four valves per cylinder, it had a variable intake system, dual-overhead cams, then a supercharger and then Japan’s first twin-turbo production engine.

I won’t go into too many details about the initial 1G-GE engine of 1982, as it quickly evolved, but it redlined 2,000 rpm higher than the older Toyota straight six it superseded, going from about 105 horsepower up to 160. Toyota was extremely keen on it, as per its press release back at its debut:

The 1G Twin Cam 24, a 1G-GEU type, 6-cylinder 1988 cc engine, is an extremely advanced powerplant offering true GT performance with its DOHC and 24-valve arrangement, which provides two intake and exhaust valves for each of its six cylinders. The engine is rated at 160 horsepower at 6,400 rpm, which makes it the most powerful Japanese engine in its class. Torque is an impressive 18.5 kg-m at 5,200 rpm.

In addition, the T-VIS (Toyota Variable Induction System), developed in cooperation with the Yamaha Motor Co., Ltd., electronically controls the intake valves at one side of the two independent intake manifolds so that opening and closing are matched to engine speed. This assures optimum fuel consumption at all speeds, while providing even more torque and greater overall fuel efficiency in the low and medium rpm ranges.

But remember that this was all a back-and-forth. After all, Nissan had really beaten Toyota to making a good four-valve 2.0-liter performance engine with the four-cylinder FJ20 a year earlier, the engine that really kicked off the modern Japanese performance car era. Toyota had to regain some pride in the twin cam arena.

Image for article titled Toyota&#39;s First Twin Turbo Straight Six Is Stranger Than You&#39;d Think

Toyota boosted the 1G-GE a few short years after it first hit the market, the 1G-GTE, in 1985. Yamaha claims it was the first twin cam twin-turbo production engine from Japan, the engine’s Wikipedia entry puts it as Japan’s first twin-turbo production engine altogether. It first put out 185 horsepower, then 210 with an air-to-air intercooler.

From the 1986 Toyota Chaser brochure

The first car it went into was the GX71 Mark II/Cresta/Chaser 2000 GT Twin Turbo S above.

It used two non-sequential ceramic turbochargers, each boosted by three cylinders. Toyota published the layout of how that worked on its prototype, seen first in the 1983 Toyota FX-1 concept, and it doesn’t look complicated at all:

Toyota published a whole brochure on the twin cam in ‘83. This is just one page.

Also, Toyota claimed that the FX-1 prototype engine had variable valve timing and cylinder deactivation, which would have made it about three decades ahead of its time.

But even more interesting is the supercharged version that came out just before it, the 1G-GZE. I mean, I shouldn’t be quite as amazed about this engine as I am. This was a company that later made a supercharged mid-engine minivan, after all. Making, as Toyota claims, Japan’s first supercharged straight six isn’t beyond belief. And again, it seems bizarre now that Toyota would make such an oddball, but back in the ‘80s the market supported it.

The 1G-GZE made a cool 175 horsepower with its small SC14 blower on I think it made 10 pounds of boost stock. Critically, it was the star of probably the best engine promo ever recorded, in which a ghost 1G-GZE haunts empty city streets scaring dogs. Toyota called it “Charged Lasre α” and no, we never got it in America:

Was it that great of a performance engine? Not really, as Myron Vernis, explained to me. He daily drives a car with the 1G-GZE, an imported 1990 Toyota Mark II Grandé Super Charger, and it’s apparently mostly suited for luxury duty.

“Silent, silky smooth and ever-so-gently nudge back into your seat when the supercharger kicks in,” Myron told me over Instagram. “About 180 HP with an automatic so it’s not a race car, but it’s the ideal daily driver. [...] The Yamaha-developed 9R in my 1600GT and 2T-G in my Sprinter Trueno are the polar opposite of the 1G.”

He continued, “Bragging rights when I tell people I drive a car with a twin cam supercharged engine, but what impresses people most is how quiet it is.”

Though it’s not a huge vehicle, Myron’s Mark II was a techy car as a whole, with ABS, electronic stability control and adjustable shocks in addition to a digital dash, retractable HVAC controls and side window wipers. Does your car have side window wipers? I didn’t think so. In this kind of context, a small supercharged straight six fits right in.

From the 1988 Toyota Mark II Brochure

By the end of the 1980s, Toyota and Yamaha replaced the 1G with the 1JZ, breaking through the two-liter barrier into 2.5 liters, then the 2JZ at a full 3.0. The JZ we got in America and built upon the 1G to become the tuner’s engine of choice, leaving the 1G behind. I looked at a bunch of forums to try to find people tuning 1Gs and the most common advice was to just buy a 2JZ and jam that in. It’s a better, more modern engine free from the 1G’s size restrictions.

So though the 1G has become obsolete and to some degree forgotten, it shows the intensity of the Bubble Era in which it was born. It might not be the most powerful engine, but it’s one of the more interesting projects from the time when, in the Japanese auto industry, no solution was too strange, no project was too ambitious.

Sours: https://jalopnik.com/toyotas-first-twin-turbo-straight-six-is-stranger-than-1824260905

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Today, when the test results were handed out, I no longer understood whether there was any sense in anything. Why am I studying. For what or for whom.



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