The Toyota 1G family of inline 6-cylinder engines dates back to 1979. They have the classic unkillable Japanese design with a cast iron block. The earliest versions had aluminum heads with a single camshaft and 12 valves (2 valves per cylinder). The timing drive uses a timing belt with a replacement interval of 100,000 km.
Hydrocompensators are absent in all versions of the 1G engine, which were created 7 pieces. In general, the engines of the 1G family are oriented on high performance. Among them were not only atmospheric, but also biturbo versions, as well as the engine with a compressor. In the stock from this two-liter motor was removed up to 185 hp.
We disassembled the latest and most recent modification – 1G-FE, removed from the 2003 Lexus IS. Production of this engine variant began in 1988. It has a 24-valve cylinder head, created by Yamaha engineers for 1G motors back in 1983. However, this variant of the motor was already reoriented on economy, so the height of valve lift was limited. In 1998, this motor was again updated: a new crankshaft and cylinder-piston group, injectors with new atomizers, a new cylinder head, phase regulator on the intake camshaft. This engine develops 160 hp and is not compatible with its predecessors in terms of mechanical parts. Because of the new pistons, with which the compression ratio increased to 10:1, when the timing belt breaks, there is a collision with the valves.
Also on the 1G-FE engine there is a variable length intake manifold, electronic throttle. Such an engine is known as 1G-FE BEAMS (“breakthrough engine with advanced mechanisms”).
Most 1G-FE engines can be found in Toyota cars for Toyota’s own Japanese market, and in Europe it was introduced in the Lexus IS, which in Japan is known as the Toyota Altezza. Production of 1G engines ceased in 2008.
Technical specifications of the Toyota 1G-FE 2.0 engine
Standard modification
| Characteristics | Value |
|---|---|
| Engine type | Ready |
| Number of cylinders | 6 |
| Number of valves | 24 |
| Determined displacement | 1988 cm³ |
| Cylinder diameter | 75 mm |
| Piston stroke | 75 mm |
| Power system | Injector |
| Power | 135 – 140 hp |
| Torque | 175 – 185 Nm |
| Compression ratio | 9.6 |
| Fuel type | AI-92 |
| Environmental standards | Euro 2 |
BEAMS modification with VVT-i
| Characteristic | Value |
|---|---|
| Engine type | Ready |
| Number of cylinders | 6 |
| Number of valves | 24 |
| Determined displacement | 1988 cm³ |
| Cylinder diameter | 75 mm |
| Piston stroke | 75 mm |
| Power system | Injector |
| Power | 160 hp |
| Torque | 200 Nm |
| Compression ratio | 10 |
| Fuel type | AI-95 |
| Environmental standards | Euro 3 |
Other characteristics of the 1G-FE engine
| Characteristics | Value |
|---|---|
| Weight of complete motor | 180 kg |
| Type of timing drive | Belt |
| Declared timing life | 100,000 km |
| In practice | 90 000 km |
| Damage from timing failure | Bends only BEAMS version |
Vehicle models with Toyota 1G-FE engine
| Model | Years of manufacture |
|---|---|
| Toyota Altezza 1 (XE10) | 1998 – 2005 |
| Toyota Cresta 3 (X80) | 1988 – 1995 |
| Toyota Cresta 4 (X90) | 1992 – 1996 |
| Toyota Cresta 5 (X100) | 1996 – 2000 |
| Toyota Crown 8 (S130) | 1987 – 1999 |
| Toyota Crown 9 (S140) | 1991 – 1995 |
| Toyota Crown 10 (S150) | 1995 – 2001 |
| Toyota Crown 11 (S170) | 1999 – 2007 |
| Toyota Mark II 6 (X80) | 1988 – 1995 |
| Toyota Mark II 7 (X90) | 1992 – 1996 |
| Toyota Mark II 8 (X100) | 1996 – 2000 |
| Toyota Mark II 9 (X110) | 2000 – 2007 |
| Toyota Mark II Blit 1 (X110) | 2000 – 2007 |
| Toyota Verossa 1 (X110) | 2001 – 2004 |
| Toyota Soarer 2 (Z20) | 1986 – 1991 |
| Toyota Supra 3 (A70) | 1988 – 1993 |
| Lexus IS200 1 (XE10) | 1999 – 2005 |
Toyota 1G-FE 2.0 liter engine service regulations.
| Procedure | Periodicity |
|---|---|
| Oil service | Every 10,000 km |
| Oil change volume | 4.1 / 4.3 liters |
| Oil type | 5W-30, 5W-40 |
| Replacement of timing (belt) | 100,000 km |
| Adjustment of thermal clearances | Every 100,000 km |
| Principle of adjustment | Washers / cups |
| Air filter | Every 40,000 km |
| Fuel filter | Every 40,000 km |
| Spark plugs | Every 20,000 km |
| Auxiliary belt | Every 60,000 km |
| Antifreeze | 2 years or 40,000 km |
Trouble and reliability of the 1G-FE engine
All engines of the 1G-FE family are very survivable, durable and reliable. They were a popular basis for tuning and in the hands of skillful people give up to 300 hp from two liters of working volume.
When operating the 1G-FE engine, you need to pay attention to engine oil: change it every 10,000 km, pour oil viscosity 5W-20. Candles and fuel filter should be changed every 20 000 km.
Oil leaks
Oil leaks on the 1G engine are usually observed through the oil pressure sensor. The oil pressure sensor also often fails, as indicated by the fuel pressure warning light. In any case, the sensor is inexpensive and easy to change.
It is also possible to “sweat” on the valve cover gasket and plug well gaskets.
In the valve cover there is an oil separator of the crankcase ventilation system. As a rule, it does not get dirty even on motors with more than 300,000 kilometers.
Irregular idle
If the 1G-FE engine stops idling smoothly, you need to check the throttle, its position sensor and the idle valve. They usually just need a tune-up or cleaning of oil and soot buildup. Heavy oil buildup on the throttle plate is a sign of clogged crankcase ventilation system oil separator screens.
Ignition coils
Ignition coils last about 100,000 kilometers and fail not only because of worn spark plugs. The high voltage wires also need to be replaced periodically, especially when the engine starts to stutter and pull poorly during wet weather.
Poor engine starting
If the 1G-FE engine starts badly or stalls after starting, but the plugs, coils and wires have been replaced or are not suspicious, the injectors should be checked. It is possible that some of them are out of order or clogged.
G timing belt
The timing belt on the 1G-FE engine must be replaced every 100,000 km. When the timing belt on a late-model 1G-FE BEAMS engine breaks, the valves and pistons collide.
Fasoregulator
If the oil change interval is neglected, slag settles on the plug of the VVT-I phasoregulator valve, causing the stem to simply jam.
Cylinder Head
Valve clearances should be adjusted every 20,000 km by selecting tappet cups.
Oil burn
High oil consumption – more than 1 liter per 10,000 km – on the 1G-FE engine is associated primarily with lodging or wear of piston rings and loss of elasticity of oil caps. In most cases, “minicapitalization” is the only way to get rid of oil consumption in this engine.