Toyota 4.0 1GR-FE V6 VVT-i Engine Problems And Reliability

Production of the 1GR-FE 4.0-liter V-shaped six-cylinder engines began in 2002. Large Toyota / Lexus SUVs and pickups are equipped with these engine, also familiar with the 1GR-FE 4.0 engine, first of all, according to the Toyota Land Cruiser Prado model.

In total, there are two modifications of the engine: with a variable valve timing system only on the intake valves (VVT-i) and with phase shifters at the intake / exhaust (Dual VVT-i, produced since 2009).

During the modernization of 2009, the “six” received not only a double VVT-i, but also a modified block head, an optimized combustion chamber, lightweight pistons and a modified intake manifold.

The compression ratio has been increased from 10.0:1 to 10.4:1, and the maximum power has increased from 239 to 282 hp. The 1GR-FE engine is considered one of the most reliable in the Toyota line and, with proper care, is able to “pass” more than 300,000 km.

Read Also: Toyota 3.5 2GR-FE V6 DVVT-i Engine Problems And Reliability

Toyota 4.0 1GR-FE Engine Specifications

Version with VVT-i

Version with Dual VVT-i

Here, we will investigate the characteristics and characteristics of this 1GR-FE 4.0 engine by referring to the data of the 1GR-FE type naturally aspirated engine installed in Toyota’s GSJ15W type FJ Cruiser BaseGrade 2010/12 model.

First of all, as a basic structure, the 1GR type engine is a long stroke type engine with a bore (inner diameter) of 94.0 mm, a stroke (stroke) of 95.0 mm, and a bore stroke ratio of 1.01 (the stroke amount is larger than the piston diameter).

Strictly speaking, if the displacement and the number of cylinders are the same, it is not allowed to call yourself a square type unless the bore and stroke are exactly the same, but if the bore stroke ratio is so close to 1, “Already It’s okay to make it a square type! ”

Among the models registered on this site, the oldest model equipped with the 1GR-FE type naturally-inspired engine is the 4th generation Hilux Surf [GRN215W type | 2005/08] released from November 2002 , which is the newest . The model is the first FJ Cruiser [GSJ15W type | 2010/12] released from December 2010 , and 6 models of NA cars and 0 models of turbo / SC cars are registered.

Evaluation from the viewpoint of transient characteristics and liter equivalent horsepower

Image of engine performance curve
Changes in horsepower	238.3PS → 276PS
Transition of torque	38.8kgm → 35.3kgm
Liter horsepower	69.79PS / L
Liter torque	9.8kgm / L

The FJ Cruiser’s V6 3955cc, compression ratio 10.4, regular gasoline-powered naturally aspirated engine, which is the reference vehicle for this time, produces a maximum output of 276 horsepower at 5600 rpm and a maximum torque of 38.8 kgm at 5600 rpm. ..

If you know the horsepower and the number of revolutions, you can know the torque, and if you know the torque and the number of revolutions, you can know the horsepower. The torque at 5600 rpm is 35.3kgm.

The horsepower per liter of displacement is 69.79PS / L and the torque is 9.8kgm / L, and the horsepower per cylinder (single cylinder volume 659.3cc) is 46.0PS and the torque is 6.5kgm.

When the 1GR naturally aspirated engine is applied to a 10-step evaluation based on deviation values ​​aggregated from all NA vehicles registered on this site, the evaluation is ” standard ” with a converted horsepower of [ 5 ] and a converted torque of [ 7 ]. It is categorized as an engine with a typical output (bottom of the middle) .

By the way, among the 1GR-FE type turbo / SC engine equipped models, the highest output was 276PS / 38.8kgm of GSJ15W type FJ Cruiser, and the smallest was 249PS / 38.8kgm of GRN215W type Hilux Surf.

Displacement increase, compression ratio increase, bore stroke ratio change

There are three factors that determine the 1GR-FE 4.0 engine displacement: the number of cylinders, the bore diameter, and the stroke amount. By increasing or decreasing these, 1GR-FE 4.0 engines with various displacements are created.

Here, regardless of whether it is actually possible, the displacement when the piston diameter is expanded from the genuine 94.0 mm to 97.0 mm in 0.5 mm increments and when the stroke is extended from the genuine 95.0 mm to 100.0 mm in 1 mm increments. And, the change of the compression ratio when it is assumed that the combustion chamber volume does not change is listed.

* It is easy to say stroke up, but if you want to make a long stroke, you need a crankshaft and a compatible connecting rod, and if you can not divert it, you have to make it in one-off, so it is expensive anyway. It is a menu that requires considerable preparedness to put out.

Regarding the compression ratio, in most cases, the uneven capacity of the top surface of the piston changes as the diameter of the piston increases, so the compression ratio values ​​in the list do not match, but the displacement. Please enjoy the atmosphere that the compression ratio will naturally increase as you increase the size.

The B / S ratio is an abbreviation for the bore stroke ratio, and as the bore diameter is widened, the characteristics of the long stroke type, square type, or short stroke type are approached. In the case of 1GR type engine, the ratio changes from 1.01 to 0.98 when the bore is increased by +3.0mm from the genuine piston.

Increased displacement with 1GR-FE engines with similar piston diameters

There are 12 engines with pistons that are close in size to the piston diameter of 94.0 mm for 1GR type engines, so as a side note, let’s calculate the displacement when the piston is diverted and the bore is raised.

1GR-FE 4.0 Engines with similar piston diameters are Toyota: 2TR type 2693cc 95.0mm mounted on TRJ150W Land Cruiser Prado, Toyota: 2TZ type 2438cc 95.0mm mounted on TCR20W type Estima, Toyota: RZN185W type Hilux Surf 3RZ type 2693cc 95.0mm, Mitsubishi: 6G75 type 3827cc 95.0mm mounted on V97W type Pajero, Toyota: 2RZ ​​type 2438cc 95.0mm mounted on RZH101G type Hiace wagon, Nissan: mounted on PV36 type Dignity VQ35 type 3498cc 95.5mm etc. are applicable.

(Although the number of people who find pleasure in such a quest has decreased) No matter how close the diameter is, there are factors such as the diameter of the piston pin, the height of the piston, and the convenience of valve recess, so if possible, the same manufacturer, If possible, if you choose the same fuel and the same intake method, and if possible, the one with a similar displacement, the possibility of genuine diversion may increase.

Average piston speed

Next, let’s look at the average piston speed. The average piston speed at 5600 rpm, where an 1GR-FE 4.0 engine with a stroke of 95.0 mm produces maximum output, is 17.7 m / s , which is a piston speed that travels a distance of 17.7 meters per second (63.7 km / h at speed). It means that is moving up and down.

The average speed is 13.9 m / s at 4400 rpm, which generates the maximum torque, and 19.3 m / s when 6100 rpm, which is 500 rpm higher than the 5600 rpm where the maximum output is generated, is assumed to be the rev limit.

For reference, I calculated the change in piston speed when a 1GR-FE 4.0 engine with a stroke of 95.0 mm is rotated up to 10000 rpm. Looking at this, it seems that the speed increases by approximately 6.35 m / s as the number of revolutions increases by 2000 revolutions.

Considering only 20.0 m / s, which is a guideline for a general engine assuming mass production, it is mechanical to set the upper limit of high rpm to about 6320 rpm (whether it rotates or not). It seems to be preferred both mentally.

Fuel consumption 1GR-FE 4.0 liters

The data is given for the model Toyota Land Cruiser Prado 150 with automatic transmission (2017 – present)

• Mixed – 10.6 liters;
• Urban – 14.5 liters;
• Extra-urban – 8.4 liters.

Which car models are equipped with the 4.0 1GR-FE V6 engine

Toyota 4.0 1GR-FE Engine Problems and Malfunctions

1. The first, pre-styled engine with a single VVTi had no problem of widespread oil leakage through the oil lines at all. However, on a car engine with a fairly high mileage, if overheating occurs, sometimes damage to the cylinder head gasket occurs. Therefore, in this case it is necessary to monitor the cooling system. On almost all 1GR-FE, a characteristic “clatter” is heard during operation. You should not pay attention to it, as this is the result of the operation of the gasoline vapor ventilation system. Another sound, more like a chirping sound, occurs during operation of the injector nozzles.
2. There are no hydraulic lifters in the 1GR-FE. Therefore, once every 100 thousand kilometers, it is necessary to carry out a valve clearance adjustment procedure using a shim. However, judging by the survey of car owners, few people are involved in the adjustment. Unfortunately, most of us are used to operating our cars without regular checks of their systems and assemblies for wear. Other disadvantages of the machine are listed below.
3. The other disadvantages are indirect and not related to the reliability of the 1GR-FE. Among them, there are the following drawbacks: as for most models with a transverse arrangement of the engine, the resulting excessively high engine output turns into a decrease in the transmission resource. Sometimes it happens that with a transverse layout, access to the V-shaped engine is very difficult, for many operations it is necessary to dismantle the “inlet” of the protective zone of the engine compartment, and sometimes even hang the engine.
4. But such shortcomings are less common. If you use the car properly without aggressive driving and drive on bad damaged roads, then the engine will be healthier.
5. Noisy engine operation.
6. High oil consumption (up to 1 liter per 1000 km).
7. Overheating of the engine causes a breakdown of the cylinder head gasket.
8. There are no hydraulic lifters, so it is periodically necessary to adjust the clearances in the valves.
9. The pump is not reliable.

As with most modern Toyota engines, there is noise in the head cover area when starting the engine, and various errors in the operation of the gas distribution mechanism are also possible. Manufacturers prescribe the difficulty of replacing timing elements, from sprockets to camshafts. Problems with sprockets cause car owners to worry more about this type of engine.

• Sometimes there are problems with restarting the engine at low temperatures. In this case, replacing the mounting block will help.
• Fuel pump resistor problem.
• As mentioned above, sometimes there is some noise or crackling at startup. This problem is caused by the clutch VVTi and is considered a common feature of all engines in the GR family. In this case, replacing the clutch will help.
• Low engine speed at idle. Throttle cleaning will help with this problem. This procedure is recommended to be carried out every 50 thousand kilometers.
• Once every 50-70 thousand kilometers, the pump can leak. In this case, it must be replaced.

Toyota 4.0 1GR-FE Engine Tuning

For the GR series engines, a special tuning studio of the Toyota concern, called TRD (short for Toyota Racing Development), produces compressor kits based on the Eaton M90 supercharger with intercooler, ECU and other engine.

In order to install this kit on the 1GR-FE engine, it is necessary to reduce the compression ratio by installing a thick cylinder head gasket or a CP Piston piston under 9.2 with Carrillo Rods, Walbro pump 255, 440cc injectors, TRD intakes, dual exhaust 3 1 1 profit -profit.

The result is about 300-320 hp. and excellent traction at all ranges. There are more powerful kits (350+ hp), but the TRD kit is the simplest and best for the machine in question and doesn’t require much work.

The issue of oil consumption on the 1GR has long been a concern for Toyota Land Cruiser Prada drivers and is provided by the manufacturer up to 1 liter per 1000 km, but in reality such a consumption has not been found.

Therefore, when using 5w30 oil and changing it at a distance of 7000 kilometers and filling up to the upper mark on the dipstick of 400 grams, this will become the norm for this internal combustion engine.

The manufacturer recommends changing the oil every 5000 kilometers, but then the oil consumption will be almost clean. If the 1GR-FE is properly operated and serviced on time, the engine life can be up to 1,000,000 kilometers.

Conclusion

The Toyota 1GR-FE engine is a V6 petrol engine manufactured by Toyota. The first version of this engine was released in 2002 and gradually began to replace the aging 3.4 liter 5VZ-FE engine from the automotive market.

The new 1GR is better than its predecessor with a working volume of 4 liters. The engine that comes out is not very rotating, but the torque is enough. In addition to the 5VZ-FE, the mission of the 1GR-FE engine is also gradually replacing the aging MZ, JZ and VZ series engines.

The 1GR-FE can only be found in SUVs, which can be seen from its technical characteristics. The working volume of the 1GR-FE is 4 liters (3956 cubic centimeters). Designed for longitudinal installation.

The 1GR-FE cylinder actually forms the engine square. Cylinder diameter 94 mm, piston stroke 95 mm. Maximum engine power is achieved at 5200 rpm. Engine power at this number of rounds is 236 horsepower. However, despite such serious power figures, the engine has excellent moments, peaking at 3700 rpm and 377 Nm.

The 1GR-FE has a new combustion chamber and redesigned pistons. This improvement significantly reduces the risk of explosion in the event of an adverse effect on the engine, as well as improves fuel efficiency. The new class intake port has a smaller area and thus prevents fuel condensation.