4.0L Motor
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rigtec
New member
Hi TIA,
I do believe that there is a difference but, let's check w/ the guys that WILL KNOW for sure; don't want to publish any bad (Internet) facts... [MENTION=66316]1engineer[/MENTION], [MENTION=65614]Antman[/MENTION] Regards!
1engineer
Moderator
From [MENTION=85467]BobsTrail[/MENTION]:
The 1GR-FE is the 4.0 L (3956 cc) version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a 94 mm bore and a stroke of 95 mm. Output is 236 hp (176 kW) at 5200 rpm with 266 lb·ft (361 N·m) of torque at 4000 rpm on 87 octane, and 239 hp (178 kW) at 5200 rpm with 278 lb·ft (377 N·m) at 3700 rpm on 91 octane. This engine features Toyota's VVT-i, variable valve timing system on the intake cam and a compression ratio of 10.0:1. Service weight, including fluids, is 166 kg (366 lb).
An updated version of this engine features Dual VVT-i, increasing output to 254 hp (189 kW) and 270 lb·ft (366 N·m) on 87 octane and 285 hp (213 kW) and 289 lb·ft (392 N·m) on 91 octane. Inside, the 1GR uses a "taper-squish" combustion chamber design with matching pistons to improve anti-knocking and engine performance, while also improving intake and fuel efficiency. Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls. This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block. With these special thin liners it is impossible to bore the block. In the event of cylinder wall damage (scoring, deep protrusions, etc.), the entire cylinder block must be replaced. For increased block rigidity, the 1GR also receives a high temperature plastic insulator/protector, which fills the empty space between the outer portion of the cylinders and block material common to open deck engines. For increased cooling efficiency, the 1GR employs water passages between the bores of the engine. There are two such passages for each bank for a total of four. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.
A bolt-on TRD supercharger kit is available on the Tacoma and FJ Cruiser.
Applications (with VVT-i) in model years:
2003-2009 Toyota 4Runner / Hilux Surf (GRN210/215)
2007-2011 Toyota Land Cruiser (GRJ200)
2003-2009 Toyota Land Cruiser Prado (GRJ120/121/125)
2005–present Toyota Tacoma (GRN225/245/250/265/270)
2005 Toyota Hilux (GGN10/20)
2005-2006 Toyota Tundra (GSK30)
2007-2009 Toyota Tundra (GSK50/51)
2005–present Toyota Fortuner (GGN50/60)
2007-2009 Toyota FJ Cruiser (GSJ10/15)
Applications (with Dual VVT-i) in model years:
2010–present Toyota 4Runner (GRN280)
2010–present Toyota FJ Cruiser
2012–present Toyota Land Cruiser
2009–present Toyota Land Cruiser Prado (GRJ150/155)
2010–present Toyota Tundra (GSK50/51)
2012–present Lexus GX 400 (URJ150)
The 1GR-FE is the 4.0 L (3956 cc) version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a 94 mm bore and a stroke of 95 mm. Output is 236 hp (176 kW) at 5200 rpm with 266 lb·ft (361 N·m) of torque at 4000 rpm on 87 octane, and 239 hp (178 kW) at 5200 rpm with 278 lb·ft (377 N·m) at 3700 rpm on 91 octane. This engine features Toyota's VVT-i, variable valve timing system on the intake cam and a compression ratio of 10.0:1. Service weight, including fluids, is 166 kg (366 lb).
An updated version of this engine features Dual VVT-i, increasing output to 254 hp (189 kW) and 270 lb·ft (366 N·m) on 87 octane and 285 hp (213 kW) and 289 lb·ft (392 N·m) on 91 octane. Inside, the 1GR uses a "taper-squish" combustion chamber design with matching pistons to improve anti-knocking and engine performance, while also improving intake and fuel efficiency. Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls. This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block. With these special thin liners it is impossible to bore the block. In the event of cylinder wall damage (scoring, deep protrusions, etc.), the entire cylinder block must be replaced. For increased block rigidity, the 1GR also receives a high temperature plastic insulator/protector, which fills the empty space between the outer portion of the cylinders and block material common to open deck engines. For increased cooling efficiency, the 1GR employs water passages between the bores of the engine. There are two such passages for each bank for a total of four. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.
A bolt-on TRD supercharger kit is available on the Tacoma and FJ Cruiser.
Applications (with VVT-i) in model years:
2003-2009 Toyota 4Runner / Hilux Surf (GRN210/215)
2007-2011 Toyota Land Cruiser (GRJ200)
2003-2009 Toyota Land Cruiser Prado (GRJ120/121/125)
2005–present Toyota Tacoma (GRN225/245/250/265/270)
2005 Toyota Hilux (GGN10/20)
2005-2006 Toyota Tundra (GSK30)
2007-2009 Toyota Tundra (GSK50/51)
2005–present Toyota Fortuner (GGN50/60)
2007-2009 Toyota FJ Cruiser (GSJ10/15)
Applications (with Dual VVT-i) in model years:
2010–present Toyota 4Runner (GRN280)
2010–present Toyota FJ Cruiser
2012–present Toyota Land Cruiser
2009–present Toyota Land Cruiser Prado (GRJ150/155)
2010–present Toyota Tundra (GSK50/51)
2012–present Lexus GX 400 (URJ150)
Lester Lugnut
New member
My 2015 Tacoma 1GR-FE - 236HP - retains top-mounted spin-on oil filter; my 2014 4 Runner has it down below due to dual VVT-i I suspect as mentioned above.
My 2015 Tacoma also retains what I'll call "transmission temp check mode". Pins 4 & 13 on the OBD port are jumpered along with a quick shift sequence between D & N to cause it to enter this mode. A few others things take place, but eventually you know the tran fluid temp is between 115F-130F and the overfill plug can now be pulled. This paragraph was not intended to be a treatise on the subject.
If I'm not mistaken some of the 4th Gen 4 Runners had this as well.
Tranny fluid check on a 5th Gen 4 Runner requires Techstream or one of the plug-in gadgets discussed in other threads in the 5th Gen forum.
My 2015 Tacoma also retains what I'll call "transmission temp check mode". Pins 4 & 13 on the OBD port are jumpered along with a quick shift sequence between D & N to cause it to enter this mode. A few others things take place, but eventually you know the tran fluid temp is between 115F-130F and the overfill plug can now be pulled. This paragraph was not intended to be a treatise on the subject.
If I'm not mistaken some of the 4th Gen 4 Runners had this as well.
Tranny fluid check on a 5th Gen 4 Runner requires Techstream or one of the plug-in gadgets discussed in other threads in the 5th Gen forum.
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03_4x4Runner
Senior Member
Someone correct me if I am wrong but I believe the Tacoma 4.0 uses valves that are adjusted with shims and the newer 4runner engine uses hydraulic lifters with roller rocker arms.
gm350reratliff
New member
All I know is, I sure wish Toyota would've left that oil filter on the top of the motor. My 5th gen is a pain to change oil compared to my 4th gen.
Lester Lugnut
New member
Dual VVT-i is used on 5th Gen, hence the relocation of oil filter. Discussed in Antmans oil thread by one of the members here.
Some have accused Toyota of doing this in order to force people to use a dealer for oil change service. Not the case. Again, introduction of Dual VVT-I forced oil filter relocation. This oil filter housing first surfaced on 2005 2GR-FE engines and guess what? They have Dual VVT-i.
In my opinion, oil change on 5th Gen is no big deal, You have to get underneath the vehicle to remove oil drain plug on just about engine. While you're down there and in the case of a 2014 SR5 2WD, you remove 11 bolts and one push pin, then spin off a housing, dump old filter replace/reassemble/done. Some models prior to 2014 may have a total of 13 bolts and one push pin. It just ain't that hard.
Think a 5th Gen oil change is a chore? Buy an '07 - '09 Camry with the 4 banger. In order to adjust valves, both cams have to come out and instead of replacing a shim, you replace the LIFTER for that hole.
$$$$$
Orc
New member
I thought I read this too and counldnt believe they wouldn't have self adjusting valves on a modern truck/car engine!
gm350reratliff
New member
Yeah, that sounds like a pain.
Your right, after the skid plate is out of the way it's not too bad just not as easy as my 4th gen. The 5th gen is still easier (and cleaner) than my 2012 F150 ecoboost. Also, my 5th gen is much easier to change oil than some of my previous cars.
Lester Lugnut
New member
I read through my 2014 Warranty & Maint. Guide. Starting on page 38 - services suggested/required throughout the life of the car are listed. I see no mention of valve adjustment anywhere between 5,000 and 90,000. Most of the solid lifter adjustments I've seen are at 30K or 60K, so I doubt I missed anything by not going past 90K.
Based on this, I'd say the 5th Gen engine uses non-adjustable hydraulic lifters.
Correct me if I'm wrong.
alexb
New member
So just by running 91 octane we can pickup another 31hp and 19tq? That would almost be worth it to me.
We think alike. For the hell of it 2 months ago I filled my 14 TE with premium 91 Octane. I swear I could feel the difference. Also my MPG went up a whole tenth of a mpg. I have never rest my mpgs since new. 9 months. 16.7 to 16.8 in heavy city driving.
BlackWorksInc
New member
The newer Dual VVTi 1GR-FE uses Hydraulic lifters like the 2GR-FE and 3UR-FE if I remember correctly.
Are you referring to the Bucket Shims we used also in some of the older Corolla engines? They're not lifters, but entire buckets with the shims built into them. They are a pain to do compared to popping shims in and out on thew newer engines.
1engineer
Moderator
You guys would be right if you could get the ECU tuned for 91 and the additional power. The 91 does not give you the additional power, the programming does. Running 91 in the 4Runner will just cost you more at the pump with no advantage. The 91 is required for the tune, not the other way around lol.
Every party has a poopper, thats why we invited you........party pooper, party pooper.......LOL:dance:
harper7
Senior Member
Here are the exact differences between the last 2 versions of the 1GR-FE engines but not mentioned in the pdf as it came out before ,is that they added the smog pump in 2013 to the latest(our) version. FJ's came with the same engine as ours.View attachment 1GR-FE_Engine (2).pdf
Not so fast unless you know for sure the ECU doesn't slowly tune(adapt) itself if you feed it the right fuel.......Supposedly Toyota has adaptive ignition timing so if you run high octane fuel for a long time the engine will adapt ,advancing the spark ,resulting in higher efficiency, greater power and torque as well as reduced fuel consumption. Now it being enough to offset the higher fuel cost is subjective.
Here is the Prado article,using the same 4.0L discussing it and I've seen it in print from Toyota with the higher HP ratings using higher octane. Welcome to Land Cruiser Owners On Line
03_4x4Runner
Senior Member
Found this. Good 1gr info.
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Lester Lugnut
New member
Yes BlackWorksInc - my mistake - they are indeed buckets. In some circles lifter and bucket are used interchangeably, but maybe not rightfully so.
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BlackWorksInc
New member
Not a problem.
I just was gonna get really intrigued if we had a car we needed to replace the whole lifters to adjust them!
