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Toyota G engine
Toyota G engine
Toyota G engine
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Toyota G engine
1G-GEU engine in a Toyota Supra GA61
Overview
ManufacturerToyota Motor Corporation
Production
  • 1967–1968
  • 1979–2008
Layout
ConfigurationStraight-6
Displacement2.0 L (1,988 cc; 121.3 cu in)
Cylinder bore75 mm (2.95 in)
Piston stroke75 mm (2.95 in)
Cylinder block materialCast iron
Cylinder head materialAluminum
ValvetrainSOHC 2 valves x cyl.
DOHC 4 valves x cyl.
with VVT-i (since 1998)
Valvetrain drive systemBelt-driven
Combustion
SuperchargerToyota SC-14 (1G-GZE)
TurbochargerToyota CT-12 Intercooled
Fuel systemMulti-port fuel injection
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power output100–210 PS (74–154 kW; 99–207 hp)
Torque output152–275 N⋅m (112–203 lb⋅ft; 15–28 kg⋅m)

The Toyota Motor Corporation G-family engine is a family of straight-6 piston engines produced from 1979 to 2008. It is notable in that only a single displacement, 2.0 L (1,988 cc), was produced in this series. Initially belt-driven OHC non-interference engines (except the VVT-i version which is an interference engine), multivalve DOHC (except the 1G-EU SOHC 12 valve engine) and variable valve timing were added later during the production run. The 1G-GEU was Toyota's first mass produced four-valve twincam engine.[1] A prototype version of the 1G-GEU called the LASREα–X, featuring twin-turbos, variable valve timing and intake as well as variable displacement, was fitted to the Toyota FX-1 show car at the 1983 Tokyo Motor Show. It showcased a number of technologies which were later to become commonplace.[2] This engine was designed around the new LASRE technology for lighter weight – such as sintered hollow camshafts.[3] These engines were used as a lower-displacement alternative to the more upmarket M family and JZ family straight-sixes.

For ten months (in 1967-1968), Toyota also offered Hino's GR100 engine as the "Toyota G" in the shortlived Briska light truck.[4]

G (Hino GR100)

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After Toyota's takeover of Hino Motors in 1967, the Briska one-tonne truck was sold with Toyota badging for ten months. The engine code was changed from Hino's "GR100" to "G" for these cars.[5] The engine is a 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 variants of this engine 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

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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

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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, JDM Crown GS130/131/136V/130G

1G-EU

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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

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1G-FE

The DOHC 1G-FE uses a narrow valve angle and other fuel economy optimizations. It was introduced in 1988, it features a cast iron block with aluminum cylinder head and uses the slave cam system. Output was 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. Production of this engine family ceased in 2008 after the discontinuation of the Crown Sedan mild hybrid.[6]

Applications:

1G-GEU

[edit]
The 1G-GEU on display at the 1981 Tokyo Motor Show.

The 24-valve DOHC 1G-GEU was intended for high performance and featured a pent-roof combustion chamber.[7] Introduced in August 1982 and produced through 1986, mostly for the Japanese market, it was Toyota's first multi-valve twincam engine to make it to the market, and won the "JSME Medal for New Technology" (Japan Society of Mechanical Engineers) in 1982. Output was 140–160 PS (103–118 kW; 138–158 hp) at 6,200 rpm and 162–181 N⋅m (119–133 lb⋅ft) at 5,600 rpm. To minimize the downsides of a multi-valve setup, the 1G-GEU was also equipped with T-VIS (Toyota Variable Induction System), increasing low to mid-engine speed torque. Like all following twin cam Toyotas, it used a timing belt rather than chain, for less noise and lower maintenance requirements. In August 1983, the fuel injection system was changed to EFI-D, which measures the pressure in the intake manifold to determine the proper air-fuel mixture.[1][8]

Applications:

1G-GE

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The 1G-GE replaced the 1G-GEU in 1988. It was detuned from 160 PS (118 kW; 158 hp) to 150 PS (110 kW; 148 hp) and served the same cars as 1G-GEU did. Torque was 182 N⋅m (135 lb⋅ft) at 5600 rpm.[9] It was produced for the Supra GA70 until 1993.

1G-GTE

[edit]
Toyota 1G-GTE

The 24-valve DOHC 1G-GTE added two CT-12 turbochargers, making it the first twin-turbocharged, twin cam engine of Japanese origin.[10] There were three generations of this engine; both air-to-air and air-to-water intercoolers were used, pushing output from 185 to 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 G family. In May 1991 it was replaced with the 280 PS 1JZ-GTE on most Toyota cars.

Applications:

1G-GP/GPE

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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.[11]

Applications:

  • Toyota Crown Sedan (GS130, GS151)
  • Toyota Crown Comfort/Sedan (GXS10)[11]

1G-GZE

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The 1G-GZE was a supercharged version produced from 1986 until 1992. Output is 170 PS (125 kW; 168 hp) at 6,000 rpm and 226 N⋅m (167 lb⋅ft) at 3,600 rpm. Like the turbo, it was a 24-valve DOHC 6-cylinder engine but featured a distributorless ignition system (DIS). The 1G-GZE was mated only with automatic gearboxes. In August 1991 it was replaced with the 1JZ-GE on the 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

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See also

[edit]
Wikimedia Commons has media related to Toyota G engines.
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota G engine

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from Grokipedia
The Toyota G engine, part of the G-family developed by Toyota Motor Corporation, is a series of 2.0-liter (1,988 cc) straight-six engines featuring a cast-iron cylinder block and produced from 1979 to 2005. These engines are distinguished by their inline-six layout for smooth operation and were offered in various configurations, including single overhead cam (SOHC) and dual overhead cam (DOHC) designs with electronic , as well as supercharged and twin-turbocharged variants for enhanced performance. Introduced with the base 1G-EU model in 1980, which incorporated Japan's first hydraulic lash adjusters for quieter operation, the G-family evolved rapidly in the to include advanced features like 24-valve DOHC heads in the 1G-GEU (1982) with variable induction intake systems and twin turbochargers in the 1G-GTEU (1985), delivering up to 210 PS (154 kW) of power. Later iterations, such as the 1G-FE from 1988 onward, emphasized and emissions compliance with multi-point while maintaining outputs around 130-160 PS depending on the tune. Primarily deployed in rear-wheel-drive mid-size sedans and coupes like the , Mark II, Chaser, and Cresta, as well as models including the Soarer and early Supra, the G engines exemplified Toyota's focus on reliable, high-revving inline-six architecture during an era of rapid technological advancement in Japanese automotive engineering. Renowned for their longevity with proper maintenance and balanced power delivery, these engines bridged Toyota's traditional inline-six heritage with modern demands until being phased out in favor of V6 and newer inline configurations.

Introduction

Overview

The Toyota G engine family comprises a series of straight-6 engines produced by Motor Corporation from 1979 to 2008. All variants share a uniform displacement of 2.0 L (1,988 cc). These engines were positioned as mid-size power units within Toyota's lineup, powering luxury sedans such as the Mark II and series, sports cars like the Celica Supra, and select commercial vehicles, thereby bridging the performance gap between smaller four-cylinder engines and larger straight-six or V8 options. Power outputs across the family ranged from approximately 100 PS to 210 PS, with figures spanning 152 N⋅m to 275 N⋅m, depending on configuration and tuning.

Key Specifications

The Toyota G engine family, specifically the 1G series, features a uniform bore and stroke of 75 mm × 75 mm, yielding a displacement of 1,988 cc across all variants. The engine employs a cylinder block for durability and an aluminum alloy to reduce weight, paired with a belt-driven that includes single overhead (SOHC) configurations in earlier models and dual overhead (DOHC) setups in later iterations for improved actuation and breathing efficiency. Compression ratios in non-turbocharged 1G engines generally range from 8.8:1 to 10.0:1, balancing power and efficiency, while turbocharged and supercharged variants feature lower ratios, such as 8.5:1, to accommodate and prevent . Fuel delivery began with carbureted systems in initial models for simplicity and cost-effectiveness, evolving to electronic fuel injection (EFI) starting with the 1G-EU in 1979 to enhance precision, fuel economy, and response. The 1G series was designed to meet Japan's evolving emissions regulations, which from 1975 mandated controls for CO, HC, and pollutants, with models incorporating three-way catalytic converters by the mid-1980s to further reduce exhaust emissions through oxidation of CO and HC alongside NOx reduction. Later iterations integrated (VVT-i) from 1998 to optimize performance across operating ranges.

Historical Development

Origins and Hino GR100

The origins of the Toyota G engine designation trace back to a brief collaboration with following Toyota's 1966 business alliance with the company, which aimed to bolster Toyota's presence in the sector. Under this arrangement, Hino's existing GR100 engine was rebranded as the "Toyota G" for a short period, marking the first use of the G by , though it bore no technical relation to the later 1G-series engines introduced in 1979. The GR100 was a 1.25 L (1,251 cc) straight-four, overhead-valve (OHV) gasoline engine designed for light-duty applications, featuring a cast-iron block, , and a single in standard form. It produced 63 PS (46 kW) at approximately 5,000 rpm and 9.7 kg⋅m (95 N⋅m) of at 3,200 rpm, with a of 9.0:1, making it suitable for economical operation in commercial vehicles. This engine powered the Toyota Briska , a rebadged and lightly revised version of Hino's Briska model, targeted at the Japanese domestic market for urban delivery and light hauling tasks. Production of the G (GR100) in the Briska ran from 1967 to 1968, limited to roughly 10,000 units as Toyota shifted focus toward developing larger-displacement engines for its expanding truck lineup, leading to the introduction of the Hilux and the rapid phase-out of this small-capacity powerplant. The highlighted Toyota's strategy to leverage Hino's truck expertise during its post-alliance integration, but the GR100's short tenure underscored the preference for more robust designs in the evolving market.

Introduction and Evolution of 1G Series

The 1G series engines were introduced in May 1979 as part of the G-family of straight-six gasoline engines, debuting in the sixth-generation to replace the aging M-series units and deliver smoother, more refined performance suited for luxury sedans. Designed with a focus on compactness and efficiency, the initial 1G-E variant featured a carbureted single overhead (SOHC) configuration, emphasizing reliability and reduced noise for executive vehicles amid growing demands for comfort. This launch marked Toyota's shift toward a new generation of inline-six engines optimized for mid-size platforms, building on lessons from prior designs while addressing contemporary market needs. The evolution of the 1G series unfolded across distinct phases, beginning with the 1979–1988 period centered on carbureted and SOHC configurations like the 1G-E and early 1G-EU, which incorporated electronic fuel injection (EFI) by 1980 for improved drivability. From 1982 to 1986, Toyota advanced to double overhead camshaft (DOHC) multivalve designs, introducing the 1G-GE in 1982 with 24 valves and the innovative Toyota Variable Induction System (T-VIS) for enhanced mid-range torque, followed by forced-induction variants such as the twin-turbo 1G-GTE in 1985. The 1988–1993 era brought further refinements, including widespread EFI adoption across models like the 1G-GEU and supercharged 1G-GZE, prioritizing power gains and emissions compliance through advanced combustion controls. These developments were heavily influenced by the 1973 and 1979 oil crises, which prompted to prioritize fuel-efficient designs, alongside tightening global emissions standards that necessitated cleaner-burning technologies like catalytic converters and principles. Prototypes such as the 1983 LASRE α-X, showcased at the Tokyo Motor Show, exemplified experimental efforts with a 1G-based setup and features to explore future efficiency and performance boundaries. In the final phase from 1998 to 2008, the series incorporated with intelligence () in the 1G-FE variant for better low-end response and reduced emissions, alongside updates for stricter environmental regulations. The 1G series began a gradual phase-out in the mid-1990s as the JZ-series engines, offering larger displacements and higher outputs, replaced them in models like the ninth-generation starting in 1991. Production continued in select applications, with the 1G-FE persisting in variants until full discontinuation in 2008, concluding a nearly three-decade run that powered numerous sedans and hardtops.

Design and Technology

Core Architecture

The Toyota 1G engine series employs an inline-six cylinder configuration, arranged in a straight line for superior primary and secondary balance, resulting in minimal vibration and smooth operation compared to four- or V-six designs. This layout shares a common cast-iron monoblock cylinder block across variants, with a displacement of 1,988 cc achieved through a bore and stroke of 75 mm each, and an aluminum alloy cylinder head to reduce weight while maintaining structural integrity. The valvetrain architecture varies between single overhead camshaft (SOHC) setups with 12 valves total (two per cylinder) for economy-focused models and dual overhead camshaft (DOHC) setups with 24 valves total (four per cylinder) for performance-oriented versions, both driven by a timing belt and utilizing hydraulic lifters for reduced maintenance. Cooling is handled by a water-cooled circulating through the block and head jackets, paired with a cross-flow design that enhances airflow efficiency during vehicle operation. The lubrication operates on a full-pressure wet-sump principle, where an oil driven by the delivers pressurized oil to critical components like bearings, camshafts, and pistons, with a capacity of 3.8 to 4.2 liters including the filter to accommodate varying configurations. The engine's core layout supports longitudinal front-engine mounting, optimized for rear-wheel-drive platforms common in mid-size sedans and coupes, with a dry weight ranging from 170 to 190 kg to fit within balanced chassis designs without compromising handling or packaging.

Innovations and Enhancements

The Toyota G engine family incorporated several key innovations to enhance performance, efficiency, and emissions compliance, setting it apart from earlier Toyota powerplants. One prominent advancement was the Toyota Variable Induction System (T-VIS), introduced in the 1982 1G-GEU DOHC model. This system featured dual-length intake runners for each cylinder, with butterfly valves that closed the longer runners at low engine speeds to increase air velocity and , switching to open both at approximately 4,200 rpm for higher at elevated revs. Fuel delivery was refined through the adoption of sequential multi-point starting in 1988 on select variants, which utilized precise timing of fuel delivery based on manifold pressure and conditions, yielding gains of 10–15% over prior carbureted or batch-fired setups. In 1998, the -FE received Toyota's Variable Valve Timing-intelligent () system, which hydraulically advanced the timing by up to 40 degrees across the operating range, optimizing and power while improving fuel economy without sacrificing high-rpm output. Forced induction options further elevated the G series' capabilities. The 1G-GTE employed twin sequential turbochargers using CT12 units, operating in sequence—one for low-speed response and both for high-load boost—coupled with an to reduce temperatures and support outputs up to 154 kW. Complementing this, the 1G-GZE integrated a Roots-type (SC14), delivering approximately 0.4 bar of boost for immediate response and enhanced low-end in naturally aspirated applications. Emissions control advanced with the LASRE (Lightweight Advanced Super Response Engine) designation applied to early-model G variants, incorporating operation to achieve air-fuel ratios up to 18:1, which reduced emissions by about 50% through stratified charge combustion while maintaining drivability.

Engine Variants

1G-E

The 1G-E is the entry-level single overhead (SOHC) variant in the Toyota G engine family, tailored for export markets with a focus on durability and straightforward maintenance rather than advanced performance features. Introduced as a carbureted inline-six, it employs a 12-valve head and a basic 2-barrel system without electronic , making it suitable for regions with inconsistent fuel supplies and service infrastructure. This design prioritizes long-term reliability in everyday use, with a cast-iron block and seven-bearing for smooth operation under varied conditions. Produced from 1979 to 1987, the 1G-E was predominantly deployed in non-Japanese (JDM) regions, including and , where it powered mid-size sedans adapted to local emissions and fuel standards. Its displacement measures 1,988 cc, achieved via a square bore and of 75 mm each, paired with an 8.5:1 optimized for regular unleaded fuel availability in export territories. Output varies by market tuning but typically ranges from 80 to 100 PS at 5,200 rpm, with peak torque of 152 N⋅m delivered at 2,800 rpm for accessible low-end response in traffic-heavy urban driving. Notable applications include export versions of the and , where the 1G-E provided a refined yet economical powerplant for family sedans and executive models in markets like and . In these vehicles, it paired with 4- or 5-speed manual transmissions or 4-speed automatics, contributing to fuel economy around 10-12 L/100 km in combined cycles while maintaining the inline-six's characteristic balance and quietness. The variant's evolution influenced subsequent models like the domestic 1G-EU, which added EFI for improved efficiency.

1G-EU

The 1G-EU is the initial single overhead camshaft (SOHC), 12-valve variant of Toyota's G-series inline-six engine, designed specifically for the (JDM) as an entry-level powerplant for luxury sedans and coupes. Introduced in 1979, it marked the adoption of electronic (EFI) starting from 1980 models, distinguishing it from the carbureted 1G-E export version by prioritizing efficiency and drivability in domestic applications. With a displacement of 1,988 cc (bore × stroke: 75.0 mm × 75.0 mm) and a of 8.8:1, the engine delivered power outputs ranging from 105 to 125 PS (77–92 kW) at 5,400 rpm, alongside peak torque of 172 N⋅m (17.5 kg⋅m) at 4,400 rpm. Production of the 1G-EU spanned from 1979 to 1988, powering vehicles such as the , Mark II, , Cresta, and Celica in JDM configurations. The engine employed multi-point EFI, which enhanced fuel atomization and distribution compared to carbureted systems, resulting in superior cold-start reliability and reduced emissions. This system contributed to improved fuel economy, with highway figures reaching 10–12 km/L in typical applications, alongside a 10-mode test rating of approximately 10.0 km/L for variants. A notable feature of the 1G-EU was its integration with an optional 5-speed in models like the Crown Super Saloon, allowing for more engaging driving dynamics in dominated by automatics. This SOHC design laid the groundwork for subsequent enhancements in the G-series, including the upgrade to DOHC configurations in variants like the 1G-GEU.

1G-FE

The 1G-FE is a double overhead (DOHC), 24-valve, naturally aspirated inline-six from Toyota's G-family, designed for efficiency and reliability in mid-size sedans. Produced from 1988 to 2005, it served as the final variant in the G series, powering later models such as the and Mark II, where it emphasized smooth performance and emissions compliance over high-output tuning. Key specifications include a displacement of 1,988 cc, delivering 135–160 PS at 5,600 rpm and 186 N⋅m of at 4,400 rpm, with a of 10.0:1 that balanced power and fuel economy. In 1998, the introduction of with intelligence () on the intake camshaft enhanced low-end by approximately 10%, improving drivability without sacrificing top-end performance. The features a cast-iron block paired with an aluminum and other aluminum components, reducing overall weight to 165 kg for better vehicle balance and efficiency. Additionally, it employs direct ignition coils for precise spark control, minimizing energy loss and supporting consistent . For export markets, the 1G-FE received targeted updates in 2005 to meet Euro 4 emissions standards, including refined mapping and optimizations that lowered and CO outputs while maintaining power ratings. These changes extended its longevity in regions with stricter regulations, distinguishing it from the earlier SOHC 1G-EU by prioritizing advanced technology for modern compliance.

1G-GEU

The 1G-GEU represents Toyota's pioneering foray into multi-valve twin-cam engine design within the G-series family, introduced as the company's first DOHC engine with four valves per cylinder. Developed in collaboration with Yamaha Motor, this 1,988 cc inline-six engine featured a sophisticated that enhanced breathing efficiency and high-rpm performance, setting it apart from earlier single-overhead-cam variants. Unveiled at the 1982 Tokyo Motor Show, the 1G-GEU was positioned as a benchmark for in its class, achieving approximately 11 km/L in the Japanese 10-mode cycle while delivering sports-car-like responsiveness. Key specifications included a DOHC 24-valve with pent-roof chambers and a of 9.1:1, enabling output ranging from 140 PS (103 kW) at 6,200 rpm in some configurations to 160 PS (118 kW) at 6,400 rpm, paired with peak of around 167 N⋅m at 4,400 rpm. To optimize its delivery across the rev range and mitigate the challenges of dynamics, integrated the (Toyota Variable Induction System), which employed butterfly valves in the manifold to switch between short and long runners based on engine speed, promoting a flatter curve for improved drivability. This innovation, combined with electronic fuel injection via the TCCS (Toyota Computer Control System), allowed the 1G-GEU to balance high performance with refined operation in luxury-oriented applications. Produced from 1982 to 1986, the 1G-GEU was reserved for premium models such as the high-end series and the A60 Supra, with production limited primarily to the Japanese market to emphasize its role as an exclusive powerplant. Its deployment in these vehicles underscored Toyota's strategy to elevate inline-six refinement during an era of tightening emissions and efficiency standards, influencing later evolutions like the 1G-GE through shared advancements.

1G-GE

The 1G-GE represents a refined of Toyota's series, featuring a double overhead (DOHC) configuration with 24 valves for enhanced performance in a naturally aspirated 2.0-liter inline-six design. This variant introduced full electronic (EFI-D) to optimize combustion efficiency and drivability, building on the architecture of earlier models while incorporating advancements that improved reliability for sports applications. Produced from 1988 to 1993, the 1G-GE powered select performance-oriented vehicles, including the and Supra, with an estimated production volume of approximately 200,000 units across these models. Key specifications include a peak output of 150 PS (110 kW) at 6,200 rpm and maximum of 180 ⋅m at 4,800 rpm, achieved with a of 9.8:1. The engine's cast-iron block and aluminum head contributed to a balance of and weight reduction, while the EFI-D system integrated knock sensors to detect and mitigate engine knock in real-time, allowing for more aggressive under varying conditions. This setup enhanced operational reliability compared to carbureted predecessors, with the sensors feeding data to the for precise adjustments. Design refinements in the 1G-GE included a revised intake manifold that improved airflow dynamics, delivering a 5% power increase over the 1G-GEU through better without altering the core . For markets prone to high ambient temperatures, an optional viscous was available to prevent overheating by modulating fan speed based on coolant temperature and engine load, ensuring consistent cooling in demanding environments. This feature, engaged via fluid changes, reduced during normal operation while providing robust airflow when needed. The 1G-GE thus served as a bridge to subsequent variants, emphasizing performance with greater emphasis on electronic controls and thermal management.

1G-GTE

The 1G-GTE is a high-performance variant of the Toyota G-series inline-six engines, featuring twin-turbocharged forced induction and a double overhead camshaft (DOHC) configuration with 24 valves. Introduced in 1985 as Japan's first DOHC twin-turbo engine, it was developed in collaboration with Yamaha Motor, building directly on the naturally aspirated 1G-GEU base engine by adding two parallel turbochargers for enhanced power output while maintaining the core 1,988 cc displacement. This design emphasized sports car performance, delivering significant torque and horsepower suitable for luxury coupes and grand tourers, distinguishing it from the non-turbo 1G-GE through its boosted configuration that prioritized peak power over naturally aspirated refinement. Key specifications include a bore and stroke of 75 mm × 75 mm, a of 8.0:1 optimized for turbocharging, and liquid-cooled operation with an intercooled intake system. The produces a maximum of 210 PS (154.5 kW) at 6,200 rpm and 275 N⋅m of at 3,800 rpm in its revised form, with early versions rated at 185 PS prior to updates. It employs CT12 turbochargers in a parallel setup, providing balanced boost across the rev range without sequential activation, and features reinforced internal components such as pistons to handle the increased stresses of . The aluminum cylinder head, co-developed with Yamaha, incorporates four valves per cylinder for improved breathing and efficiency under boost. Production of the 1G-GTE spanned from 1985 to 1991, primarily for the due to its high-performance focus and emissions-related constraints on export. It powered select models in Toyota's lineup, including the Celica XX (also known as the Supra A70 in some contexts) from 1986 to 1989, the Soarer Z20 from 1988 to 1991, and the Mark II series (such as Chaser and Cresta X80 variants) from 1988 to 1990. In 1988, revisions addressed initial limitations by switching from a liquid-type to an air-type, boosting output from 185 PS to 210 PS and improving for better real-world performance. This update helped mitigate some early turbo-related heat management issues, though the engine's overall production remained limited compared to non-turbo siblings.

1G-GP/GPE

The 1G-GP and 1G-GPE variants are (LPG)-fueled adaptations of the 1G-GE engine, specifically engineered for commercial fleets in to prioritize economy, reliability, and compliance with local emissions and tax regulations. Introduced in 1988, the 1G-GP utilized carburetion for LPG delivery, while the 1G-GPE, its electronic fuel-injected successor from 1992, offered improved precision in fuel metering for better efficiency and drivability in urban operations. These DOHC 24-valve inline-six engines featured dedicated LPG fuel systems, including vaporized gas injectors on the GPE model and reinforced valves optimized for gaseous fuel , which contributed to enhanced longevity under high-mileage conditions typical of service. With a displacement of 1,988 cc, the 1G-GPE delivered 110 PS at 5,600 rpm and 15.5 kg⋅m (152 N⋅m) of at 2,400 rpm, providing smooth low- and mid-range performance suited to frequent stop-start driving. This moderated output, lower than the base 1G-GE variant, was tuned for durability, enabling extended service intervals in fleet environments. Production of these variants spanned 1988 to 2000, with the GPE continuing in select models like the Comfort until 2001, supporting Japan's emphasis on LPG for commercial vehicles through incentives that reduced acquisition and operational costs.

1G-GZE

The 1G-GZE is a supercharged variant of Toyota's G-family inline-six engines, employing a DOHC design with 24 valves for enhanced breathing and high-revving performance. It displaces 2.0 liters (1,988 cc) and uses a roots-type positive displacement SC14 supercharger driven by a belt from the crankshaft, providing immediate boost without the lag associated with turbocharging, in contrast to the sequential twin-turbo setup of the 1G-GTE. The engine achieves 170 PS (125 kW) at 6,000 rpm and 226 N⋅m of torque at 3,600 rpm, with a lowered compression ratio of 8.0:1 to accommodate forced induction. Produced from 1988 to 1992, the 1G-GZE was exclusively fitted to Japanese-market luxury sedans, including the (X80 series) and (X80 series), as well as select Mark II and models, emphasizing smooth power for executive driving. Its belt-driven incorporates a bypass valve to regulate boost and prevent over-pressurization at low loads, contributing to refined response and linear power delivery across the rev range. An was not standard, relying instead on the supercharger's compact integration for efficient air intake. While praised for its instant response and seamless integration into upscale , the 1G-GZE requires more frequent than naturally aspirated siblings due to supercharger belt wear from continuous high-speed operation. This design prioritizes accessible low-end torque for urban and highway use, making it a hallmark of Toyota's early forced-induction luxury offerings.

Applications

Passenger Vehicles

The Toyota G engine family found extensive application in passenger vehicles, particularly within Toyota's (JDM) lineup, where it powered luxury sedans and sports models emphasizing refinement, performance, and reliability from the late 1970s through the early . In the series, Toyota's longstanding flagship luxury sedan, various 1G variants served as core powerplants across multiple generations from 1979 to 2008, with the 1G-EU and 1G-FE particularly prominent in sedan configurations for their balance of smooth inline-six operation and fuel efficiency suitable for executive transport. The seventh-generation (S110/S120, 1979–1983) introduced the 1G-EU SOHC engine in base sedan trims, delivering 110 horsepower while paired with and optional four-speed automatics. Subsequent eighth-generation models (S130, 1983–1987) upgraded to the DOHC 1G-GE for mid-level sedans, offering 130 horsepower and improved high-revving character, while the supercharged 1G-GZE variant appeared in premium Royal Saloon sedans for enhanced torque. The ninth (S140, 1987–1991) and tenth (S150, 1991–1999) generations retained the 1G-FE in sedan forms, incorporating electronic and later for better low-end response, with outputs around 135 horsepower; the 1G-GPE LPG-adapted version extended use in taxi sedans until 2008. These integrations underscored the G engine's versatility in upholding the 's reputation for quiet, durable luxury motoring. The G engine also featured in early Supra sports cars during the 1980s, powering the second-generation Celica Supra (A60, 1981–1986) and third-generation Supra (A70, 1986–1993) in JDM configurations before the shift to larger displacement units like the 7M series for broader markets. In the A60, the DOHC 1G-GEU option provided up to 160 PS (158 hp) in performance trims, emphasizing lightweight grand touring with . The A70's narrow-body GA70 variant specifically utilized the 1G-GTE, a 2.0-liter inline-six producing 200 horsepower, fitted to approximately 50,000 units for agile handling in sports coupe and bodies. This era marked the G engine's role in pioneering turbocharged straight-six performance within Toyota's sports lineup. The , a luxury GT , also employed various G variants across its early generations. The first-generation Z10 (1981–1985) used the 1G-EU SOHC producing 125 PS, while the Z20 (1981–1986) introduced the DOHC 1G-GEU at 140–160 PS and the 1G-GTE at 180–200 PS in GT-T models for enhanced sportiness. The second-generation Z30 (1986–1991) continued with the 1G-GE (135–140 PS) and 1G-GZE supercharged (170 PS) options, paired with and available in four- or five-speed transmissions, underscoring the engine's suitability for premium grand touring. Toyota's mid-size sedan triplets—the Mark II, , and Cresta—incorporated 1G-GE and 1G-GZE variants in performance-oriented trims throughout the and , targeting enthusiasts seeking sporty dynamics in daily drivers. The fourth-generation models (X80 series, 1988–1996) across all three badges featured the supercharged 1G-GZE in upscale configurations like the Cresta Grande hardtop, yielding 170 horsepower with automatic transmissions for refined . Twin-turbo 1G-GTEU setups powered GT trims in the and Mark II sedans, delivering 210 horsepower and rear-wheel-drive poise, often paired with limited-slip differentials for enhanced cornering. Earlier third-generation iterations (X70/X80 precursors, 1980–1988) introduced the 1G-GE in base performance models, providing 140 horsepower as a step up from four-cylinder options. These applications highlighted the G engine's adaptability to the triplets' shared platform, blending luxury interiors with tunable sportiness. For international markets, the G engine appeared in export-focused compact executive cars, notably the Toyota Altezza (XE10, 1998–2005), marketed as the Lexus IS200 outside Japan, where the 1G-FE with VVT-i served as the standard powertrain. This 2.0-liter DOHC unit produced 155 horsepower, featuring variable intake valve timing for optimized mid-range torque and emissions compliance, integrated into front-engine, rear-wheel-drive chassis with six-speed manuals or automatics. The IS200's adoption emphasized the engine's evolution toward efficiency in global luxury sports sedans.

Commercial and Export Models

The Toyota Crown Comfort taxi models, introduced in December 1995, prominently featured the 1G-GPE variant of the G engine, an LPG-fueled inline-six designed for reliable urban operation in Japan's taxi fleet. This engine delivered 110 PS at 5,600 rpm and 15.2 kg·m of at 2,800 rpm, emphasizing low-end for frequent stops and starts while meeting LPG efficiency standards for commercial use. The 1G-GPE, based on the 1G-GE architecture, incorporated specialized and vaporization systems to handle LPG demands, remaining available in Super Deluxe trims until August 2001. Production of the Crown Comfort series continued until 2017, with over 350,000 units built at Toyota's Higashi-Fuji plant, the majority serving as taxis equipped with the G engine family for durability and cost-effective fueling. In export markets, the G engine powered select commercial and light-duty applications adapted for international demands. Further adaptations for included variants tuned for tropical conditions, such as enhanced cooling systems in the 1G-EU to manage high ambient temperatures and humidity in commercial fleets. These export models, often in Corona-derived for and nearby regions, featured the 1G-EU in select configurations for balanced performance in diverse climates, though production emphasized local assembly for compliance.

Legacy

Replacement and Production End

The Toyota G engine family began to be phased out in performance-oriented and larger-displacement applications during the , as the company introduced the JZ-series inline-six engines to meet growing demands for higher power outputs and refined performance in models like the Supra and . The 2.5-liter 1JZ and 3.0-liter 2JZ variants debuted in 1990, offering improved efficiency and turbocharging potential over the aging G-series, particularly in rear-wheel-drive platforms requiring robust torque delivery. For instance, the fourth-generation Supra (A80) adopted the 2JZ-GTE in 1993, marking a direct successor to the 1G-GTE-equipped third-generation model, while the 's S150 series (1991–1999) transitioned to 1JZ and 2JZ options for enhanced displacement and emissions compliance. Production of the G engine family concluded in 2008, with the final units of the 1G-FE variant installed in the eleventh-generation sedan (S180 series). This model, produced from August 2001 to April 2008 at the Higashifuji Plant, utilized the 2.0-liter DOHC 1G-FE with in its Super Deluxe grades, including the version added in October 2002, serving primarily government, corporate, and markets. The discontinuation aligned with Toyota's broader shift toward V6 architectures, such as the MZ-series (e.g., 1MZ-FE), which provided better packaging for front-wheel-drive transverse layouts and improved overall vehicle balance in evolving sedan designs. Key factors driving the end of G-series production included increasingly stringent global emissions regulations, such as Japan's Post New Long-Term standards effective around 2009 (equivalent to Euro 4/5 levels), which favored engines with advanced and catalytic technologies not easily retrofittable to the older inline-six design. Additionally, rising fuel economy mandates prioritized smaller-displacement four-cylinder or V6 engines, which offered superior and lighter weight for (CAFE) compliance without sacrificing refinement. The last Crown models retaining the 1G-FE, including the Super Deluxe variant, were discontinued as Toyota pivoted to the GR-series V6 in the 2008 Crown facelift, exemplified by the Athlete trim's adoption of the 2.5-liter 4GR-FSE and 3.5-liter 2GR-FSE for better integration with hybrid systems and all-wheel-drive options.

Reliability and Cultural Significance

The Toyota G engine family demonstrates exceptional reliability when subjected to regular maintenance, with many units surpassing 200,000–250,000 km of without major overhauls. This durability stems from its robust inline-six design and conservative engineering, allowing non-turbo models like the 1G-GE and 1G-FE to achieve high mileage with minimal intervention beyond routine oil changes and cooling system checks. However, turbocharged variants such as the 1G-GTE are more prone to specific wear, including degradation under sustained high boost pressures, often manifesting after 200,000 km if cooling is neglected. A key maintenance requirement across the series is the timing belt replacement, recommended every 100,000 km to prevent in these interference engines. While official data from is unavailable, from owner experiences highlights a high satisfaction rate for non-turbo models due to their low incidence of unexpected breakdowns and cost-effective upkeep. These attributes have cemented the G engine's reputation for longevity in demanding applications, though turbo models demand vigilant monitoring of boost and levels to mitigate issues. Culturally, the G engine holds iconic status within the (JDM) tuning community, particularly the 1G-GTE variant, which powers classic sedans like the and Mark II—vehicles synonymous with the origins of drifting culture in the and . Its straightforward architecture supports extensive modifications, from turbo upgrades to full engine swaps, making it a staple in motorsport and custom builds that emphasize balanced power delivery over raw output. The engine's presence in video games like Gran Turismo further amplifies its appeal, introducing generations of enthusiasts to its tunability and historical role in JDM performance heritage. In 2025, aftermarket support for the G engine remains robust, with readily available components such as upgraded head gaskets, timing kits, and performance cams from specialized suppliers, ensuring continued viability for restorations and modifications. Engine swaps into older chassis, such as early Supras or Cressidas, are common among enthusiasts seeking to revive platforms with the G's proven reliability and potential. This ongoing parts ecosystem underscores the engine's beyond its production run, bridging classic JDM appreciation with modern customization.

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