The Toyota 1G-FE is a 2.0 L (1,988 cc, 121.3 cu·in) straight-six, four-stroke cycle natural aspirated gasoline engine from the Toyota G-family. The engine was manufactured by the Toyota Motor Corporation from 1988 to 2005.
The Toyota 1G-FE engine features a cast-iron cylinder block, aluminum cylinder head with dual belt-driven overhead camshafts (DOHC) and four valves per cylinder (24 in total). The 1G-FE is equipped with an electronic fuel injection system. Cylinder bore and piston stroke are 75.0 mm (2.95 in) and 75.0 mm (2.95 in), respectively. The Compression ratio rating is from 8.0:1 to 10.5:1 depending on the engine modification.
The 1G-FE engine generations:
- 1-st gen: The first generation of the 1G-FE was introducted in 1988. This engine produced 135 PS (99 kW; 133 HP) at 5,600 rpm of maximum horsepower and 176 Nm (17.9 kg·m; 129.9 ft·lb) at 4,400 rpm of peak torque.
- 2-nd gen: In 1996 there was the second generation of this engine. The output power increased to 140 PS (103 KW; 138 HP) at 5,600 rpm and 185 Nm (18.9 kg·m; 136.5 ft·lb) at 4,400 rpm of peak torque.
- 3-rd gen: In 1998 was introducted the 3-rd generation with called the 1G-FE BEAMS. This engine used new pistons and connecting rods. This version is equipped with VVT-i (Variable Valve Timing) system on intake camshaft, ACIS (Acoustic Control Induction System) – variation of a Variable Length Intake Manifold system designed by Toyota and electronic throttle body. The output power of this version is 160 PS (118 KW; 158 HP) at 6,200 rpm and 200 Nm (20.4 kg·m; 147.6 ft·lb) at 4,400 rpm of peak torque.
The breakdown of the engine code is as follows:
- 1 – 1 generation engine
- G – Engine family
- F – Economy narrow-angle DOHC
- E – Multi-Point Fuel Injection
|Layout||Four stroke, Inline-6 (Straight-6)|
|Displacement||2.0 L, 1,988 cm3 (121.3 cu in)|
|Fuel system||Multi-point fuel injection system|
1-st gen: 135 PS (99 kW; 133 HP) at 5,600 rpm
2-nd gen: 140 PS (103 KW; 138 HP) at 5,600 rpm
3-rd gen: 160 PS (118 KW; 158 HP) at 6,200 rpm
1-st gen: 176 Nm (17.9 kg·m; 129.9 ft·lb) at 4,400 rpm
2-nd gen: 185 Nm (18.9 kg·m; 136.5 ft·lb) at 4,400 rpm
3-rd gen: 200 Nm (20.4 kg·m; 147.6 ft·lb) at 4,400 rpm
|Dimensions (L x H x W):||–|
The Toyota 1G-FE engine has a cast-iron cylinder block, bore is 75.0 mm (2.95 in) and the piston stroke is 75.0 mm (2.95 in). The cylinder block, a monoblock specially cast structure, employs the seven bearing support system. The crankshaft has seven journals.
The pistons are aluminum casting. Each piston is fitted with two compression rings and a single oil ring. The compression ratio rating is from 8.0:1 to 12.5:1.
|Cylinder block alloy||Cast-iron|
|Cylinder bore:||75.0 mm (2.95 in)|
|Piston stroke:||75.0 mm (2.95 in)|
|Number of piston rings (compression / oil):||2 / 1|
|Number of main bearings:||7|
|Cylinder inner diameter (standard):||
№1,6: 74.990-75.000 mm (2.9524-2.9528 in)
№2,3,4,5: 75.000-75.010 mm (2.9528-2.9532 in)
75.010-75.023 mm (2.9532-2.9536 in)
|Piston skirt diameter (standard):||
Without VVT-i: 74.955-74.965 mm (2.951-2.9514 in)
With VVT-i: 74.930-74.940 mm (2.9500-2.9504 in)
|Piston pin outer diameter:||With VVT-i: 20.019-20.021 mm (0.7881-0.7882 in)|
|Piston ring side clearance:||Top||0.040-0.080 mm (0.0016-0.0031 in)|
|Second||0.030-0.070 mm (0.0012-0.0028 in)|
|Piston ring end gap:||Top||
Without VVT-i: 0.250-0.460 mm (0.0098-0.0181 in)
With VVT-i: 0.200-0.300 mm (0.0078-0.0118 in)
Without VVT-i: 0.150-0.390 mm (0.0059-0.0154 in)
With VVT-i: 0.350-0.450 mm (0.0138-0.0178 in)
Without VVT-i: 0.200-0.450 mm (0.0079-0.0177 in)
With VVT-i: 0.100-0.400 mm (0.0039-0.0157 in)
|Crankshaft main journal diameter:||
№4: 54.955-55.000 mm (2.1636-2.1653 in)
Other: 54.983-54.988 mm (2.1647-2.1649 in)
№4: 54.970-54.988 mm (2.1642-2.1649 in)
Other: 54.982-55.000 mm (2.1635-2.1653 in)
|Crankpin diameter:||43.985-44.000 mm (1.7317-1.7323 in)|
Main bearing cap bolts torque specs:
- 60 Nm; 6.1 kg·m; 44.3 ft·lb
Connecting rods cap bolts torque specs:
- 50 Nm 5.1 kg·m; 36.9 ft·lb
The cylinder head is made of a light, strong aluminum alloy with good cooling efficiency. The 1G-FE engine has double camshafts (DOHC) and four valves per cylinder (24 valves in total). From 1998 the engine was equipped with VVT-i (Variable Valve Timing) system on the intake camshaft. Camshafts are made of specially cast steel and are driven by a timing belt. The 1G-FE motor does not have hydraulic lifters, so special valve lifters are used to adjust the valve clearance.
|Cylinder head alloy:||Aluminum|
|Valve Arrangement:||DOHC, belt drive|
|Valves:||24 (4 valves per cylinder)|
|Valve head diameter:||INTAKE||–|
Without VVT-i 93.1-93.7 mm (3.6653-3.689 in)
With VVT-i 91.75 mm (3.6122 in)
Without VVT-i 93.0-93.6 mm (3.6614-3.685 in)
With VVT-i 91.54 mm (3.6039 in)
|Valve stem diameter:||INTAKE||
Without VVT-i 5.970-5.985 mm (0.235-0.2356 in)
With VVT-i 4.970-4.985 mm (0.1956-0.1962 in)
Without VVT-i 5.965-5.980 mm (0.2348-0.2354 in)
With VVT-i 4.965-4.980 mm (0.1955-0.1960 in)
|Valve spring free length:||
Without VVT-i 38.40 mm (1.5118 in)
With VVT-i 50.0 mm (1.9685 in)
|Camshaft lobe height:||INTAKE||
Without VVT-i 41.210-41.310 mm (1.6224-1.6264 in)
With VVT-i 46.750-46.850 mm (1.8405-1.8445 in)
Without VVT-i 41.360-41.460 mm (1.6283-1.6323 in)
With VVT-i 46.270-46.370 mm (1.8216-1.8256 in)
Cylinder head torque specs:
- 64 Nm; 6.5 kg·m; 47.2 ft·lb
|Valve clearance (Cold)|
|Intake valve (COLD)||0.15-0.25 mm (0.006-0.0100 in)|
|Exhaust valve (COLD)||0.25-0.35 mm (0.0098-0.0138 in)|
Without VVT-i: 13.0 kg/cm2 / 300 rpm
With VVT-i: 12.8 kg/cm2 / 300 rpm
|Minimun||10.0 kg/cm2 / 300 rpm|
|Oil consumption , L/1000 km (qt. per miles)||up to 0.5 (1 qt. per 1200 miles)|
|Recommended engine oil||10W-30|
|Oil type API||SG or better|
|Engine oil capacity (Refill capacity)||
Without oil filter: 3.9 l (4.1 US qts, 3.4 Imp qts)
With oil filter: 4.1 l (4.3 US qts, 3.6 Imp qts)
|Oil change interval, km (miles)||10,000 (6,000)|
Without VVT-i: DENSO K16R-11
With VVT-i: DENSO K20R-11
|Spark plug torque||18 N·m (1.8 kg·m, 13.3 ft·lb)|
Valve clearance adjustment data
- For non-VVTi engine valve lifters are available in 27 sizes to range from 2.00 mm (0.0787 in) to 3.30 mm (0.1299 in), in steps of 0.05 mm (0.0019 in).
- For VVTi engine valve lifters are available in 35 sizes to range from 5.06 mm (0.1992 in) to 5.74 mm (0.2260 in), in steps of 0.02 mm (0.0008 in).
|Lexus IS 200||–|
|Toyota Mark II||–|
|Toyota Mark II Blit||–|
We try to use verified sources and official documentation, however, differences between sources or errors in entering information may occur. We do not provide advice on technical issues related to the engines operation or repair. We do not recommend using provided information for engines repairing engines or spare parts ordering, use only official service manuals and spare-parts catalogs.
What are the dimensions of the 1G engine? What is the total length, height, and width? How much does the engine weigh without the transmission? Can this engine be mounted transversely?
Hi brad, looking for the same information, did you find it?
Where is the coolant temperature sensor located, its position. I cant find it
Hi can i convert my automatic to manual and where can i buy the flywheel and clutch kit
Try to search in the Japanese scrapyard or you could go to Toyota website at http://www.toyota.worldoemparts.com
Yes you can. I converted mine. Cannibalised an accident damaged Is200. Had to play around with the wiring afterwards to get my speedo and km/l gauge to work
I need to be getting more ideas from you and to get some collections and to get for me some spares and your help
What causes hard start on 1g fe in the morning.
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OK how do I clean it up or replace
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i have a gx81 chaser 1gfe engine thats blown, but have a is200 1gfe sitting in the shed, anyone know if the is200 1gfe can swap into the gx81 1gfe chassis?
Where can I find diagnosing machine good second hand.
Need the pinout Diagram for 1G-FE A/T
I’m having this same problem after my conversion, does it have to do with the wheel sensor ? my speedo and gauge aren’t working after i converted