ENGINE – 1GR-FE ENGINE EG-63

1GR-FE ENGINE

 DESCRIPTION

 A newly developed V-type, 6-cylinder, 4.0-liter, 24-valve DOHC 1GR-FE engine has been adopted on
the Australian model. In addition, the VVT-i (Variable Valve Timing-intelligent) system, ACIS (Acoustic
Control Induction System), and the ETCS-i (Electronic Throttle Control System-intelligent) have been
adopted on this engine. These control functions have been optimized to further improve engine
performance and fuel economy, and to reduce exhaust emissions.
 This engine has been made compact and lightweight through the adoption of an aluminum cylinder
block and plastic type of intake air chamber, fuel delivery pipe, and water inlet pipe.

271EG67

271EG68
EG-64 ENGINE – 1GR-FE ENGINE

Engine Specifications

No. of Cyls. & Arrangement 6-Cylinder, V Type

Valve Mechanism 24-Valve DOHC, Chain Drive (with VVT-i)
Combustion Chamber Pentroof Type
Manifolds Cross-flow
Fuel System EFI
Ignition System DIS
Displacement cm3 (cu. in.) 3,956 (241.4)
Bore  Stroke mm (in.) 94.0 x 95.0 (3.70 x 3.74)
Compression Ratio 10.0 : 1
MT 175 kW @ 5,200 rpm
Max. Output [SAE-NET]
AT 175 kW @ 5,200 rpm
MT 343 N･m @ 2,400~4,800 rpm
Max. Torque [SAE-NET]
AT 376 N･m @ 3,800 rpm
Open 42 BTDC ~ 8 ATDC
Intake
Close 10 ABDC ~ 60 ABDC
Valve Timing
Open 54 BBDC
Exhaust
Close 2 ATDC
Firing Order 1-2-3-4-5-6
Fuel Unleaded Gasoline
Research Octane Number 95 or higher
Oil Grade API SJ, SL, EC or ILSAC
Emission Regulation EURO III
Engine Service Mass* (Reference) kg (lb) 166 (366)
*: Weight shows the figure with oil and water fully filled.

Valve Timing : Intake Valve Opening Angle

: Exhaust Valve Opening Angle
VVT-i TDC
Operation 2
42
Range 8

232

60 54
VVT-i
Operation
Range 10 238EG04

BDC
ENGINE – 1GR-FE ENGINE EG-65
EG-66 ENGINE – 1GR-FE ENGINE

 FEATURES OF 1GR-FE ENGINE

The 1GR-FE engine has been able to achieve the following performance through the adoption 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

Item (1) (2) (3) (4) (5)

An upright intake port is used.  
A taper squish shape is used for combustion chamber.  
A steel laminate type cylinder head gasket is used. 
Engine A cylinder block made of aluminum alloy is used 
Proper An oil pan No.1 made of aluminum alloy is used.  
The skirt portion of the piston is applied with resin plating to
  
reduce friction.
The water inlet pipe made of plastic is used. 
Valve The shim-less type valve lifters are used.  
Mechanism The VVT-i system is used.  
Intake and The intake air chamber made of plastic is used. 
Exhaust
System The link-less type throttle body has been adopted.  
12-hole type fuel injectors are used to improve the
Fuel  
atomization of fuel.
System
The fuel delivery pipe made of plastic is used. 
Ignition
The long-reach type spark plugs have been adopted. 
System
Charging
Segment Conductor type alternator is used.  
System
Starting PS (Planetary reduction-Segment conductor motor) type
 
System starter is used.
The ETCS-i is used.  
The ACIS is used.  
The DIS (Direct Ignition System) makes ignition timing
Engine   
adjustment unnecessary.
Control The no-contact sensor has been adopted in the throttle
System 
position sensor.
The no-contact sensor has been adopted in the accelerator

pedal position sensor.
The planar type air fuel ratio sensor has been adopted. 
 ENGINE – 1GR-FE ENGINE EG-67

 ENGINE PROPER

1. Cylinder Head Cover

 Lightweight yet high-strength aluminum head covers are used.

 An oil filler housing has been provided on the left bank cylinder head cover to improve the
serviceability when filling the engine oil.
 The cylinder head cover gasket and a gasket to seal the ignition coil circumference have been
integrated to reduce the number of parts.

Cylinder Head
Covers

Oil Filler
Housing

Cylinder Head
Cover Gaskets 238EG05

A A

2. Cylinder Head Gasket

Shim
 AEngine
steel-laminate type cylinder head gasket has been adopted.
For Right Bank
 AFront
shim has been added around the cylinder bore to increase the sealing surface, thus improving the
sealing performance and durability. A - A Cross Section

238EG06
For Left Bank
EG-68 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-69

3. Cylinder Head

 The cylinder head, which is made of aluminum, contains a pentroof-type combustion chamber. The
spark plug has been located in the center of the combustion chamber in order to improve the engine ’s
anti-knocking performance.
 The intake ports are on the inside and the exhaust ports on the outside of the left and right banks
respectively.
 Upright intake ports are used to improve the intake efficiency.
 A taper squish combustion chamber is used to improve anti-knocking performance and intake
efficiency. In addition, engine performance and fuel economy have been improved.
 The siamese type intake port has been adopted to reduce the overall surface area of the intake port
walls. This prevents the fuel from adhering onto the intake port walls, thus reducing HC exhaust 
emissions.

A
Intake Side

Intake
Valve
Intake
Spark Plug Side
Hole Exhaust
Exhaust
Side
Valve
Upright
Exhaust Side Intake
Port
A 238EG08 Taper Squish 238EG07

View from Back Side A - A Cross Section

 REFERENCE
Siamese Type Independent Type

215EG18 215EG19
EG-70 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-71

 The cylinder head bolts have been positioned below the camshaft journal in the front of the right bank,
and the holes for placing the bolts have been provided above the camshaft journal. Thus, the front end
of the right bank has been shortened, resulting in a shorter overall length of the engine.

Cylinder
Head Bolt

Shortened

Camshaft
Journal

Engine
Front

238EG09

Right Bank Cylinder Head

Knock Sensor Bosses

4. Cylinder Block

60
 The cylinder block is made of aluminum alloy.
 The cylinder block has a bank angle of 60, a bank offset of 36.6 mm (1.441 in.) and a bore pitch of
105.5 mm (4.15 in.), resulting in a compact block in its length and width even for its displacement.
 Installation bosses of the two knock sensors are located on the inner side of left and right banks.

36.6 mm
(1.441 in.) 238EG11

105.5 mm
(4.15 in.)
238EG10
View from Top Side
EG-72 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-73

 A water passage has been provided between the cylinder bores. By allowing the engine coolant to flow
between the cylinder bores, this construction enables the temperature of the cylinder walls to be kept
uniform.

Water Passage

238EG12

 A compact block has been achieved by producing the thin cast-iron liners and cylinder block as a unit.
It　is not possible to bore the block with this liner.
 The liners are the spiny-type, which have been manufactured so that their casting exterior forms a large
irregular surface in order to enhance the adhesion between the liners and the aluminum cylinder block.
The enhanced adhesion helps improve heat dissipation, resulting in a lower overall temperature and
heat deformation of the cylinder bores. Liner Cylinder
Block

A
A

Irregularly shaped　
outer casting
surface　of liner

A - A Cross Section

238EG13
EG-74 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-75

5. Piston

 The piston is made of aluminum alloy.

 The piston head portion uses a taper squish shape to accomplish fuel combustion efficiency.
 The piston skirt has been coated with resin to reduce the friction loss.
 The groove of the top ring has been coated with anodic oxide to improve wear resistance and rust   
resistance.
 This piston is common to all cylinders. Therefore, the pistons are not shaped especially for the right or
the left bank. As a result, serviceability has been improved.
 By increasing the machining precision of the cylinder bore diameter, the outer diameter of the piston
has　been made into one size.

Taper Squish Shape

Front Mark

Anodic Oxide
Coating

Resin Coating
238EG14

6. Connecting Rod and Connecting Rod Bearing

 Connecting rods that have been forged for high strength are used for weightMicro-Grooved
reduction.
 Knock pins are used at the mating surfaces of the bearing caps of the connecting rod to minimize the
shifting of the bearing caps during assembly.
 Plastic region tightening bolts are used.
 An aluminum bearing is used for the connecting rod bearings.
Knock
 The lining surface of the connecting rodPin
bearing has been micro-grooved to realize an optimal amount
of 　 oil clearance. As a result, cold-engine cranking performance has been improved and engine
vibrations　have been reduced.
 

271EG164
Plastic Region
Tightening Bolt
EG-76 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-77

7. Crankshaft

 A crankshaft made of steel, which excels in rigidity and wear resistance, is used.
 The crankshaft has 4 journals and 9 balance weights.
 All pin and journal fillets are roll-finished to maintain adequate strength.

Roll-Finished
 

Balance Weight

Engine
Front

No.4 Journal
No.1 Journal
236EG09

8. Crankshaft Bearing and Crankshaft Bearing Cap

Plastic Region
 The crankshaft bearing is made
Tightening of aluminum alloy.
Bolt
 Similar to the connecting rod bearings, the lining surface of the crankshaft bearings has been micro-
Upper Main Bearing
grooved to realize an optimal amount of oil clearance. As a result, cold-engine cranking performance
has been improved and engine vibrations have been reduced.
 The upper main bearing has an oil groove around its inside circumference.
Oil Grooved
 The crankshaft bearing caps are tightened using 4 plastic-region tightening bolts for each journal. In
addition, each cap is tightened laterally to improve its reliability.

Micro-Grooved

Lower Main Bearing

Crankshaft Seal Washer
Bearing Cap 238EG17
EG-78 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-79

9. Crankshaft Pulley

The rigidity of the torsional damper rubber has

Torsional Damper
been optimized to reduce noise. Rubber

238EG18

10. Oil Pan

 The oil pan No.1 material is made of aluminum alloy.

 The oil pan No.2 material is made of steel.
 An oil passage has been integrated in the oil pan No.1 to simplify the construction of the oil strainer.
 The oil pan No.1 is secured to the cylinder block and the torque converter housing and is increasing
Oil Passage
rigidity.

A
A

Oil Pan No.2 Oil Pan No.1

Oil Passage

Oil Strainer

271EG69
A - A Cross Section
EG-80 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-81

 VALVE MECHANISM

1. General

 Each cylinder has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency is increased by
means of the larger total port areas.
 The valves are directly opened and closed by 4 camshafts.
 The intake camshafts are driven by the crankshaft via the primary timing chain. The exhaust camshafts
are driven by the intake camshaft of the respective bank via the secondary timing chain.
 The VVT-i system used for the intake camshaft is adopted to realize excellent fuel economy, higher
engine performance and reduce exhaust emissions.
Exhaust Camshafts

Intake Camshafts

Timing Chain
(Primary)
Timing Chain
(Secondary)

271EG70

2. Camshaft

 The camshafts are made of cast iron alloy.

 In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft
in order to supply engine oil to the VVT-i system.
 A VVT-i controller has been installed on the front of the intake camshaft to vary the timing of the
intake　valves.
 To detect the intake camshaft position, a timing rotor is provided in front of the VVT-i controller. This
EG-82 ENGINE – 1GR-FE ENGINE
timing rotor, which is secured to the intake camshaft, is used by the VVT sensor to detect the actual
position of the intake camshaft.

No.2 Camshaft
(Exhaust)
No.1 Camshaft
(Intake)

No.3 Camshaft
(Intake)
Timing
Rotor No.4 Camshaft
(Exhaust)

VVT-i
Controllers
Timing 271EG71
Rotor
 ENGINE – 1GR-FE ENGINE EG-83

3. Timing Chain and Chain Tensioner

 Both the primary and secondary timing chains use roller chains with a pitch of 9.525mm (0.375 in.).
 The timing chain is lubricated by timing chain oil jet.
 The primary chain uses one timing chain tensioner and each of the secondary chains for the right and
left banks uses one timing chain tensioner.
 Both the primary and secondary chain tensioners use a spring and oil pressure to maintain proper chain
tension at all times. They suppress noise generated by the timing chains.
 The chain tensioner for the primary chain is the ratchet type with a non-return mechanism.

Chain Tensioner Chain Tensioner

Chain Tensioner (Secondary) (Secondary) (Secondary)

Secondary
Chain
Ball
Ball Main
Idle Sprocket
Spring Spring
Secondary
Plunger Chain

Chain
Spring Plunger Damper
Chain
Slipper Primary
Cam Chain
Cam Spring
271EG162
Chain Tensioner (Primary)
Timing Chain Oil Jet

Timing Chain
Timing Chain Cover
Cover
4. Timing Chain Cover Oil
Passage

Water
The timing Pump
chain cover has an integrated construction consisting of the cooling system (water pump and
Gasket
water passage) and the lubrication system (oil pump and oil passage). Thus, the number of parts has been
reduced to reduce weight. Oil Pump
Rotor

Water Pump
Swirl
Water Pump Chamber
Oil Pump Oil Pump 238EG23

Housing Chamber
View from Front Side View from Back Side
EG-84 ENGINE – 1GR-FE ENGINE
 ENGINE – 1GR-FE ENGINE EG-85

5. Intake and Exhaust Valve and Valve Lifter

 Valve lifters with shimless valve adjustment have been adopted for weight reduction.
 Because the valve face diameter of the intake valves is greater than that of the exhaust valves, these
valves contribute to improving intake efficiency.

Valve Lifter

Valve

238EG24

Service Tip

The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate valve
lifters. Adjusting valve lifters are available in 35 increments of 0.02 mm (0.0008 in.), from 5.06 mm
(0.1992 in.) to 5.74 mm (0.2260 in.).
EG-86 ENGINE – 1GR-FE ENGINE

 LUBRICATION SYSTEM

1. General

 The lubrication circuit is fully pressurized and all oil passes through an oil cooler and oil filter.
 A cycloid rotor type oil pump is used.
 A water-cooled type engine oil cooler has been adopted as standard equipment.

Oil Filter

Engine
Oil Cooler

Oil Pump
Oil Strainer 271EG72

MAIN OIL HOLE

Oil Capacity
OIL FILTER CYLINDER HEAD CYLINDER HEAD
liter (US qts,
(FOR Imp.
LEFT qts) CYLINDER
BANK)
HEAD
(FOR RIGHT BANK)
CYLINDER BLOCK
(FOR LEFT BANK)
CYLINDER HEAD
(FOR RIGHT BANK)
Dry 6.6 (7.0, 5.8)
with
OILOil Filter
COOLER 5.8 (6.1, 5.1)
CRANKSHAFT OIL
without Oil Filter 5.5 (5.8, 4.8) JOURNAL JETS
CAMSHAFT CAMSHAFT
TIMING OIL TIMING OIL INTAKE INTAKE
CONTROL CONTROL CAMSHAFT CAMSHAFT
CRANKSHAFT
VALVE VALVE PINS JOURNAL JOURNAL

EXHAUST EXHAUST
OIL PUMP CHAIN CHAIN CONNECTING CAMSHAFT CAMSHAFT
TENSIONER TENSIONER RODS
JOURNAL JOURNAL
RELIEF
VALVE
VVT-i VVT-i
CONTROLLER CONTROLLER PISTONS

OIL PAN

238EG26
ENGINE – 1GR-FE ENGINE EG-87
EG-88 ENGINE – 1GR-FE ENGINE

2. Oil Pump

 A cycloid rotor type oil pump is used. This oil pump is integrated with the timing chain cover.
 This oil pump is directly driven by the crankshaft.
 Ordinarily, the timing chain cover with oil pump construction has only a single position for mounting 
the oil pump rotor to the crankshaft, when installing the timing chain cover. However, in this engine,
the inner shape of the oil pump rotor and the shape of the area of the crankshaft on which the rotor is
mounted have been designed to provide 4 different assembly patterns. Thus, the serviceability for
assembling the timing chain cover has been improved.

Timing Chain
Cover
Oil Pump Crankshaft
Rotor

Oil Pump

View from A
A
Crankshaft
238EG27

Oil Jet

3. Piston Oil Jet

Check
Valve Oil
 Piston oil jets for cooling and lubricating the pistons have been provided in the cylinder block.
 These oil jets contain a check valve to prevent oil from being fed when the oil pressure is low. This
prevents the overall oil pressure in the engine from dropping.

Oil Jet Cross Section

238EG28

Back Side View

ENGINE – 1GR-FE ENGINE EG-89
EG-90 ENGINE – 1GR-FE ENGINE

4. OIL FILTER BRACKET

 The oil filter is mounted on an oil filter bracket placed on the left bank. Therefore, the oil filter can be
replaced easily.
 During an oil filter replacement, the filter is removed upward. Therefore, the oil filter bracket is
designed to catch the oil that leaks from the oil filter. The oil that is initially caught by the oil filter
bracket is discharged from a drain pipe that is provided underneath.

Oil Filter

Drain Pipe
with Cap

271EG73

Oil Filter Bracket

Service Tip

 Before removing the oil filter, prepare to catch the oil that will be discharged from the drain pipe.
   Use a vessel to catch the oil as illustrated below, or attach a hose to the drain pipe and catch the oil
   on a tray.
 After having completed the oil drain operation, do not forget to replace the rubber cap on the drain
   pipe.

271EG74
Drain 271EG75

Vessel Hose
ENGINE – 1GR-FE ENGINE EG-91
EG-92 ENGINE – 1GR-FE ENGINE

 COOLING SYSTEM

1. General

 The cooling system uses a pressurized forced circulation system with open air type reservoir tank.
 A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
 An aluminum radiator core is used for weight reduction.
 A 3-stage linear temperature-controlled coupling fan is used.
 A water-cooled engine oil cooler is standard equipment.
 The TOYOTA genuine Super Long Life Coolant (SLLC) has been adopted. As a result, the
maintenance interval has been extended.

from Throttle Body to Throttle Body

from Heater
Thermostat to Heater

Radiator Engine Oil Cooler

271EG76

Specifications
Engine Type TOYOTA Genuine
Coolant Super Long Life Coolant (SLLC) or Equivalent
 ENGINE – 1GR-FE ENGINE EG-93
Capacity MT 8.5 (9.0, 7.5)
liters (US qts, Imp. qts) AT 9.8 (10.4, 8.6)
Opening Temperature
Thermostat 80-84 (176-183)
C (F)
EG-94 ENGINE – 1GR-FE ENGINE

System Diagram

Heater
Throttle Body

Cylinder Head
Radiator

Cylinder Block

Water Pump
238EG33
Thermostat
Engine
Oil Cooler

Engine Coolant Specifications

TOYOTA Genuine TOYOTA Genuine

Engine Coolant Type Super Long Life Coolant (SLLC) Long Life Coolant (LLC)
or Equivalent or Equivalent
Color Pink Red

Maintenance First Time 160,000km (100,000miles) Every 40,000 km (24,000 miles) or

Intervals Subsequent Every 80,000 km (50,000 miles) 24 months whichever comes first

 SLLC is pre-mixed (50% coolant and 50% deionized water), so no dilution is needed when adding or
 ENGINE – 1GR-FE ENGINE EG-95
replacing SLLC in the vehicle.
 If LLC is mixed with SLLC, the interval for LLC (every 40,000 km / 24,000 miles or 24 months) should
be used.
 You can also apply the new maintenance interval (every 80,000 km /50,000 miles) to vehicles initially
filled with LLC (red-colored), if you use SLLC (pink-colored) for the engine coolant change.
EG-96 ENGINE – 1GR-FE ENGINE

2. Water Pump

The water pump has two volute chambers, and circulates coolant uniformly to the left and right banks of
the cylinder block.

From Water
Timing Chain Inlet Housing
Cover

Rotor

Water Pump
Gasket

View from Back Side

Cross Section
Water Pump Volute Chambers

238EG35

3. Coupling Fan

Fan Speed
Fluid Coupling
A 3-stage linear temperature-controlled coupling fan (rpm)
is used. This coupling fan utilizes the characteristics
Shaft
of a bimetal to switch the fluid passages and appropriately
Highcontrol the silicon oil, in order to change the

fan speed in three stages: OFF, middle, and high. The fan speed from middle to high is controlled
linearly.
Middle
Bimetal

OFF
Fluid Coupling
Case
Fluid Coupling Air Temperature Passing
Valve Through Radiator (C)
Fluid Coupling
Rotor
238EG36
ENGINE – 1GR-FE ENGINE EG-97
EG-98 ENGINE – 1GR-FE ENGINE

 INTAKE AND EXHAUST SYSTEM

1. General

 A cyclone pre-cleaner has been provided in the air cleaner inlet.

 The link-less type throttle body is used.
 A plastic intake air chamber is used for weight reduction.
 A stainless steel exhaust manifold and exhaust pipe are used for weight reduction and improved rust
resistance.
 TWCs (Three-Way Catalytic Converters) have been provided in the exhaust manifold of each bank and
in the front exhaust pipe.
 The ETCS-i (Electronic Throttle Control System-intelligent) has been adopted to ensure excellent
throttle control in all operating ranges. For details of ETCS-i control, see page EG-101.
 The ACIS (Acoustic Control Induction System) has been adopted to improve the engine performance in
all speed range. For details of ACIS control, see page EG-108.

Intake Air ACIS Left Bank

Chamber Actuator Exhaust Manifold
Throttle
Body
Air Cleaner

Cyclone
Pre-Cleaner

Muffler

Right Bank Intake

Exhaust Manifold Manifold 271EG77

TWCs
 ENGINE – 1GR-FE ENGINE EG-99

2. Air Cleaner

 A nonwoven full-fabric type air cleaner element has been adopted.

 A resonator has been provided in the air cleaner case to reduce the amount of intake air sound.
 A cyclone pre-cleaner has been provided in the air cleaner inlet. This cyclone pre-cleaner has a screw
shape and gathers dusts which has rather big size in a dust cup by swirling the inlet air. The dust cup is
removable, so the dust gathered can be disposed.

Air Cleaner
Element
Air Cleaner
Cap

Air Cleaner
Case

Nonwoven Fabric

Air Inlet
Swirl Air Flow

Dust
Turbinated Cup
Blade

Rear View

Cyclone Pre-Cleaner 271EG126

EG- ENGINE – 1GR-FE ENGINE
100
 ENGINE – 1GR-FE ENGINE EG-
101

3. Throttle Body

 A DC motor with excellent response and minimal power consumption is used for the throttle control
motor. The engine ECU performs the duty ratio control of the direction and the amperage of the current
that flows to the throttle control motor in order to regulate the opening angle of the throttle valve.
 The link-less type throttle body has adopted and it realizes excellent throttle control.

Throttle Valve

Throttle
Position Sensor
271EG78
Reduction Gears

4. Intake Air Chamber

 The intake air chamber is made of plastic to realize lightweight.

 The air intake chamber consists of upper and lower section and contains an intake air control valve.
This valve is activated by ACIS (Acoustic Control Induction System) and is used to alter the intake
pipe length to improve the engine performance in all speed range.
 The ACIS actuator is laser-welded onto the intake air chamber. Many of the components are made of
plastic for weight reduction.

Laser-Welding ACIS Actuator

238EG38
EG- ENGINE – 1GR-FE ENGINE
102

 REFERENCE 

Laser-Welding:

In laser-welding, a laser-absorbing material (for the intake air chamber) is joined to a laser-transmitting
material (for the ACIS actuator). Laser beams are then irradiated from the laser-transmitting side. The
beams penetrate the laser-transmitting material to heat and melt the surface of the laser-absorbing
material. Then, the heat of the laser-absorbing material melts the laser-transmitting material and causes
  both materials to become welded.
 ENGINE – 1GR-FE ENGINE EG-
103

5. Intake Manifold

 Light weight aluminum alloy is used for the intake manifold.

 This intake manifold consists of two pieces, the upper and lower, which are sealed with a rubber gasket
and adhesive.

Upper

Rubber Gasket

Adhesive Lower

238EG39

Service Tip

 Do not disassemble the upper and lower portions

of the two-piece intake manifold, which are
sealed with a rubber gasket and adhesive. To
remove the intake manifold, remove the 10 bolts
that are shown in the illustration.
 These bolts have the head of hexagon shape. 238EG40

Right Bank
Exhaust Manifold
TWC

6. Exhaust Manifold
TWC
 The exhaust manifolds are made of stainless steel for weight reduction.
 A ceramic type TWCGaskets
(Three-Way Catalytic Converter) has been adopted. This TWC is incorporated on
each of the right and left banks.
Left Bank
Exhaust Manifold 271EG79
EG- ENGINE – 1GR-FE ENGINE
104
 ENGINE – 1GR-FE ENGINE EG-
105

7. Exhaust Pipe

 A stainless steel exhaust pipe is used for weight reduction and rust resistance.
 The ceramic type TWC has been adopted.
 A ball joint is used to join the exhaust front pipe and exhaust center pipe. As a result, a simple and
reliable construction for reducing vibration has been realized.

Ball Joint

Gasket

from
Exhaust Manifold

Muffler

271EG80

TWCs
EG- ENGINE – 1GR-FE ENGINE
106

 FUEL SYSTEM

1. General

 A fuel delivery pipe made of plastic has been adopted.

 A compact 12-hole type fuel injector has been adopted to improve the atomization of fuel.
 A fuel tank made of plastic has been adopted. This tank has fluorinated polyethylene layers on the inner
and outer surfaces to prevent the permeation of fuel. For details, refer to the 1TR-FE and 2TR-FE
Engines Fuel System Section on page EG-25.
 A compact and lightweight module fuel pump with fuel sender gauge has been adopted.
 A quick connector is used to connect the fuel pipe with the fuel hose for excellent serviceability.

Injector

Pulsation Damper Quick Connector

Pressure Regulator

Fuel Tank

Pump Motor

Quick
Connector
Fuel Sender
Gauge
Injector

Charcoal Canister
Suction
Fuel Pump Filter
271EG81
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107

2. Fuel Delivery Pipe

 The fuel delivery pipe is made of plastic to reduce weight.

 The right and left fuel delivery pipes are connected by a nylon tube.
 The pulsation damper is sealed with an O-ring and secured with a holder.

O-Ring Holder
Fuel Delivery Pipe
Pulsation Damper
Nylon Tube

Pressure Regulator 238EG43

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 IGNITION SYSTEM

1. General

A DIS (Direct Ignition System) is used. The DIS improves the ignition timing accuracy, reduces high-
voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor. The
DIS in this engine is an independent ignition system, which has one ignition coil for each cylinder.

Ignition Coil (with Igniter)

IGT1 +B
No.1 Cylinder
VV1
VVT IGT2
Sensors VV2 No.2 Cylinder
IGT3
No.3 Cylinder
Crankshaft NE
Position
Engine IGT4 No.4 Cylinder
Sensor ECU
IGT5
No.5 Cylinder
IGT6
Various No.6 Cylinder
Sensors
IGF

238EG68

Igniter

2. Ignition Coil Iron Core

Secondary
Coil
The DIS provides 6 ignition coils, one for each
cylinder. The spark plug caps, which provide
Primary Coil
contact to spark plugs, are integrated with an
ignition coil. Also, an igniter is enclosed to
simplify the system. Plug Cap

Ignition Coil Cross Section

238EG69
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EG- ENGINE – 1GR-FE ENGINE
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3. Spark Plug

Long-reach type spark plugs have been adopted. This type of spark plugs allows the area of the cylinder
head to receive the spark plugs to be made thick. Thus, the water jacket can be extended near the
combustion chamber, which contributes to cooling performance.

Long-Reach Type Conventional Type

Water Jacket 238EG46

Specifications

DENSO K20HR-U11
NGK LFR6C-11
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1.0 – 1.1 mm 111
Plug Gap
(0.0394 – 0.0433 in.)
EG- ENGINE – 1GR-FE ENGINE
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 CHARGING SYSTEM

 As on the 2TR-FE engine model, a compact and lightweight segment conductor type alternator (SE08
type) that generates a high amperage output in a highly efficient manner has been adopted as standard
equipment.
 For details of this alternator, see page EG-28.

 STARTING SYSTEM

 As on the 2TR-FE engine model, a compact and lightweight PS (Planetary reduction - Segment
conductor motor) type starter (PS1.6 type) has been adopted as standard equipment, except on the
models for Central and South America.
 For details of this starter, see page EG-31.

 SERPENTINE BELT DRIVE SYSTEM

 Accessory components are driven by a serpentine belt consisting of a single V-ribbed belt. It reduces the
overall engine length, weight and number of engine parts.
 An automatic tensioner eliminates the need for tension adjustment.

Water Pump Pulley

Belt Idler

Alternator Pulley
Power Steering
Pump Pulley
Idler Pulley for
Automatic Tensioner

Belt Idler
Air Conditioner
Compressor Pulley

Crankshaft Pulley Belt Idler

238EG48
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