NEW FEATURES
1GR-FE ENGINE
1. General
The 1GR-FE engine is a 4.0-liter, 24-valve DOHC V6 engine. In this engine, a Dual Variable Valve
Timing-intelligent (Dual VVT-i) system, in which the VVT-i system has also been added to the exhaust
side, and the roller rocker arm are used to minimize friction, offering excellent engine performance, fuel
economy and clean emissions.
The 1GR-FE engine is compatible with gasoline/ethanol mixed fuel which contains up to 20% ethanol
(E20). Unleaded gasoline with an octane rating of 87 (research octane number 91) or higher can be used
on this engine.
No. of Cyls. & Arrangement 6-cylinder, V Type
Valve Mechanism 24-valve DOHC, Chain Drive (with Dual VVT-i)
Combustion Chamber Pentroof Type
Flow of Intake and Exhaust Gasses Cross-flow
Fuel System SFI
Ignition System DIS
Displacement cm3 (cu. in.) 3956 (241.4)
Bore × Stroke mm (in.) 94.0 × 95.0 (3.70 × 3.74)
Compression Ratio 10.4 : 1
Max. Output (SAE-NET)*1 194 kW @ 5600 rpm (260 HP @ 5600 rpm)
Max. Torque (SAE-NET)*1 367 N⋅m @ 4400 rpm (271 ft⋅lbf @ 4400 rpm)
Valve timing Intake Open (BTDC) –11to 29 Close (ABDC) 71to 31
Valve timing Exhaust Open (BBDC) 60to 25 Close (ATDC) 4to 39
Firing Order 1 – 2 – 3 – 4 – 5 – 6
Oil Grade ILSAC Multigrade Engine Oil
Octane Rating 87 or higher
Fuel Gasoline or Alcohol Fuel*3
Research Octane Number (RON) 91 or higher
Engine Service Mass*2 (Reference) kg (lb) 197 (435)
Engine Proper
Oil delivery pipes are used for the cylinder head cover.
The cylinder head structure has been changed; the camshaft housing is
now separate from the cylinder head.
The shapes of the cylinder head intake ports and the locations of the fuel
injectors have been optimized.
The surface treatment of the cylinder block liner has been changed.
A cylinder block water jacket spacer has been added.
The shape of the piston has been changed.
A 5 balance weight crankshaft is used.
Valve Mechanism
A Dual Variable Valve Timing-intelligent (Dual VVT-i) system, in
which the VVT-i system has also been added to the exhaust side, is used.
A roller rocker arm is used.
A hydraulic lash adjuster is used.
Cam lobes with indented R profiles are used.
Lubrication System
Oil passages for the VVT-i controller (exhaust) and the hydraulic lash
adjuster have been added.
An oil filter with a replaceable element is used.
Intake and Exhaust System
The shape and installation location of the air cleaner have been changed.
A filter paper type air cleaner element is used.
The throttle valve diameter has been increased.
The shape of the intake air chamber has been optimized.
The Acoustic Control Induction System (ACIS) has been discontinued.
The shape of the exhaust manifold has been changed.
The volume and cell density of the three-way catalytic converter have
been optimized.
The material of the tail exhaust pipe has been changed.
Fuel System
The fuel system is made compatible with E20 fuel.
Ignition System Iridium-tipped spark plugs are used.
Charging System A generator pulley with a one-way clutch is used.
Starting System The starter has been changed to one with a 1.4 kW rating output.
Engine Control System
A Dual VVT-i system is used.
A fuel pump control that can regulate the fuel pump speed to one of
Low, Middle or High is used.
A power steering oil pressure sensor is used.
The 1GR-FE engine has the following performance features as a result of the use of the items listed below:
(1) High performance and reliability
(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission and fuel economy
Cylinder Head Cover
An oil delivery pipe is installed inside each cylinder head cover. This ensures lubrication to the sliding parts
of the roller rocker arm, proving reliability
Cylinder Head
The cylinder head structure has been simplified by separating the camshaft housing (cam journal portion)
from the cylinder head.
By fitting the fuel injector so that its nozzle end juts into the intake port, the intake port cross sectional
area has become smooth, enhancing the efficiency of air intake. Furthermore, the distance between the
injector nozzle end and intake valve has been shortened and as a result, the amount of fuel that adheres
to the intake port will be reduced, increasing the fuel economy as well as reducing the exhaust emissions.
Cylinder Block
1) Liner
The shape of the cross-hatching of the liner surface has been optimized to improve oil retention
performance, resulting in reduced friction.
2) Cylinder Block Water Jacket Spacer
Cylinder block water jacket spacers have been added to the water jacket.
The cylinder block water jacket spacer prevents water flow in the middle and below the water jacket
and draws coolant above the cylinder bore, to ensure uniform temperature distribution. As a result,
the viscosity of the engine oil that acts as a lubricant between the bore walls and the pistons can be
lowered, thus reducing friction.
Piston
The piston shape has been optimized for high-compression ratio.
In order to reduce weight, cast holes have been provided on the bottom of the piston head near the pin
bosses as shown in the illustration below.
The outer surface of the No. 2 compression ring has been plated with chrome in order to be compatible
with gasoline/ethanol mixed fuel.
Crankshaft
The 5 balance weight crankshaft is used for weight reduction, and the installation location of the balance
weight has been optimized to reduce vibration and noise.
5. Valve Mechanism
General
A Dual Variable Valve Timing-intelligent (Dual VVT-i) system, in which the VVT-i system has also been
added to the exhaust side, is used. As a result, the valve timing has been optimized, achieving lower fuel
consumption, higher engine performance and lower exhaust emissions.
The ’10 FJ Cruiser 1GR-FE engine uses the roller rocker arms with built-in needle bearings. This reduces
the friction that occurs between the cams and the roller rocker arms that push the valves down, thus
improving fuel economy.
Hydraulic lash adjusters, which maintain a constant zero valve clearance through the use of oil pressure
and spring force, are used.
Camshaft
A VVT-i controller has been added at the front end of the exhaust camshafts to vary the timing of the
exhaust valves.
Oil passages are provided on the intake and exhaust camshafts in order to supply engine oil to the VVT-i
system.
Together with the use of the roller rocker arms, the cam profile has been modified. This results in
increased valve lift when the valve begins to open and as it finishes closing, helping to achieve enhanced
output performance.
Hydraulic Lash Adjuster
The hydraulic lash adjuster, which is located at the fulcrum of the roller rocker arm, consists primarily
of a plunger, plunger spring, check ball and check ball spring.
The engine oil that is supplied by the cylinder head and the built-in spring actuate the hydraulic lash
adjuster. The oil pressure and the spring force that act on the plunger push the roller rocker arm against
the cam, in order to adjust the valve clearance that is created during the opening and closing of the valve.
As a result, engine noise is reduced.
6. Lubrication System
General
Oil passages for the camshaft timing oil control valve (exhaust) and the VVT-i controller (exhaust) have
been added with the use of the VVT-i system on the exhaust side.
With the use of the hydraulic lash adjuster and the roller rocker arm, oil passages have been added and
an oil delivery pipe is used.
An oil filter with a replaceable element is used.
Oil Filter
The oil filter element uses a high-performance filter paper to improve filtration performance. It is also
combustible for environmental protection.
A plastic oil filter cap assembly is used for weight reduction.
This oil filter has a structure which can allow the draining of the oil remaining in the oil filter. This
prevents oil from spattering when replacing the oil filter element and allows the technician to work
without touching hot oil.
8. Intake and Exhaust System
General
The shape and installation location of the air cleaner have been changed to improve the output power.
The throttle valve diameter has been increased from 65 mm (2.6 in.) to 70 mm (2.8 in.) to improve the
output power.
The shape of the intake air chamber has been optimized to reduce pressure loss.
The Acoustic Control Induction System (ACIS) has been discontinued to make the intake system more
simple and light-weighted.
The shapes of the exhaust manifolds have been changed to optimize the exhaust gas flow and reduce
pressure loss.
The volume and cell density of the three-way catalytic converter which is located at the front exhaust
pipe have been optimized.
The material of the tail exhaust pipe has been changed to improve the rust resistance.
Air Cleaner
The shape and installation location of the air cleaner have been changed to make the intake passage
shorter and straight, thus reducing pressure loss and improving the output power.
The air cleaner element has been changed from the full-fabric type for the ’09 FJ Cruiser to a filter paper
type to reduce pressure loss.
9. Fuel System
The fuel pressure has been increased from 284 kPa (2.9 kgf/cm2, 41 psi) to 324 kPa (3.3 kgf/cm2, 47 psi)
to be compatible with alcohol fuel.
The pulsation damper and pressure regulator are surface-treated to be compatible with alcohol fuel,
resulting in improving the corrosion resistance.
10. Ignition System
The spark plug has been changed from conventional type spark plug to iridium-tipped spark plug.
Iridium-tipped spark plugs are used to achieve a 200000 km (120000 miles) maintenance interval. By
adopting an iridium center electrode, ignition performance that is superior to that of platinum-tipped spark
plugs is achieved and durability is increased.
11. Charging System
A one-way clutch is set to the generator pulley.
Operation of the one-way clutch cancels generator pulley inertia and helps to prevent slipping of the
V-ribbed belt. This realizes a low tension V-ribbed belt that achieves reduced friction.
12. Starting System
The starter has been changed to a more compact and light-weight RA1.4 type.
[SOURCE] ToyotaTerritory.com
