01IMVPU EG Mechanical

EG-2 ENGINE – 1TR-FE AND 2TR-FE ENGINES
ENGINE
1TR-FE AND 2TR-FE ENGINES
 DESCRIPTION
 The 1TR-FE and 2TR-FE engines that have been adopted on the new Hilux are newly developed, inline
4-cylinder, 2.0/2.7-liter, 16-valve DOHC engines.
 These engines have been adopted the DIS (Direct Ignition System), ETCS-i (Electronic Throttle Control
System-intelligent), VVT-i (Variable Valve Timing-intelligent) system and an Air Injection system* 1. It
has been developed to realize high performance, quietness, fuel economy and clean emission.
 The 2TR-FE engine is available for use with leaded*2 or unleaded*3 gasoline, depending on the
destination.
 The basic construction and operation of both the 1TR-FE and 2TR-FE engines (for leaded and unleaded
gasoline) are the same. For details, refer to "Major Difference" on page EG-4.
*1: for Thai, Australian, and Central and South American Models
*2: TGN16L-TRMDK, TGN16L-CRMDK, TGN16L-PRMDK and TGN26L- PRMDK
*3: Other Models
1TR-FE Engine
271EG01
2TR-FE Engine
271EG02
ENGINE – 1TR-FE AND 2TR-FE ENGINES EG-4
Engine Specifications
1TR-FE 2TR-FE 2TR-FE

Engine Type
(Unleaded Gasoline Model) (Unleaded Gasoline Model) (Leaded Gasoline Model)
No. of Cyls. & Arrangement 4-Cylinder, In-line  

16-Valve DOHC,
Valve Mechanism Chain Drive  
(with VVT-i)
Combustion Chamber Pentroof Type  
Manifolds Cross-flow  
Fuel System EFI  
Ignition System DIS  
Displacement cm3 (cu. in.) 1,998 (121.9) 2,694 (164.4) 
86.0  86.0 95.0  95.0
Bore  Stroke mm (in.) 
(3.39  3.39) (3.74  3.74)
Compression Ratio 9.8 : 1 9.6 : 1 
Max. Output [SAE-NET] 100 kW @ 5,600 rpm * 2
*2
Max. Torque [SAE-NET] 182 Nm @ 4,000 rpm *2 *2
Open 45 BTDC ~ 0 BTDC  
Intake
Valve Close 19 ABDC ~ 64 ABDC  
Timing Open 44 BBDC  
Exhaust
Close 8 ATDC  
Firing Order 1-3-4-2  
Fuel Unleaded Gasoline  Leaded Gasoline
Research Octane Number 91 or higher  
Oil Grade API SJ, SL, EC or ILSAC  
EURO III* 3
Emission Regulation EURO II EURO II*4 
VVT-i Operation Tier 1*5

Engine Service Mass*1 Range TDC
: IN Valve Opening Angle 144 (317) 157 (346) 
(Reference) kg (lb) 0° 8°
: EX Valve Opening Angle
*1: Weight shows the figure with oil and water fully filled.
45°
*2: not available at publication
*4: for Philippine Model
*5: for several Central and South American Models (TGN36L-TRMDKG and TGN36L- TRMDKG3 for
Mexico)
Valve Timing 64°
44°
VVT-i Operation 19°

Range BDC 271EG04
 MAJOR DIFFERENCE
The table below lists the major differences between the 1TR-FE and 2TR-FE engines (for leaded and
unleaded gasoline).
1TR-FE 2TR-FE
Section Item
Unleaded Unleaded Leaded
The piston rings have been made to support leaded
  
Engine Proper gasoline.
2 balance shafts are used.   
Valve The valve faces of the intake and exhaust valves
  
Mechanism have been metallized to support leaded gasoline.
Exhaust System A TWC (Three Way Catalytic Converter) is used.   
Long nozzle, 12-hole type fuel injectors are used.   
Fuel System
Long nozzle, 4-hole type fuel injectors are used.   
The PS (Planetary reduction-Segment conductor
Starting System  *1 
motor) type starter is used.
The oxygen sensor is used.   
Engine Control The variable resistor is used.   
System The air-fuel ratio sensor is used.  *2 
An Air Injection system has been adopted.  * 2

*1: except Central and South American Models

 FEATURES OF 1TR-FE AND 2TR-FE ENGINES
The 1TR-FE and 2TR-FE engines have achieved 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
Section Item (1) (2) (3) (4) (5)
A cylinder head cover made of plastic is used.  

The taper squish shape is used for the piston head.  
Engine Proper
2 balance shafts are used. 
An oil pan No.1 made of aluminum alloy is used.  
A valve mechanism in which the camshafts actuate the
roller rocker arms in order to open and close the valves,  
has been adopted.
Valve
Mechanism Hydraulic lash adjuster is used.   
The VVT-i system is used.  
A timing chain and chain tensioner are used.   
Cooling System The water bypass pipe made of plastic is used. 
Intake manifold made of plastic is used. 

Intake and A stainless steel exhaust manifold is used. 
Exhaust System A TWC (Three Way Catalytic Converter) is used. 
The link-less type throttle body is used.  
Long nozzle, 12-hole type fuel injectors with a high
Fuel System  
atomizing performance are used.
The long-reach type spark plugs are used. 
Ignition System The DIS (Direct Ignition System) makes ignition timing
  
adjustment unnecessary.
Charging System A segment conductor type alternator is used.  
The PS (Planetary reduction-Segment conductor motor)
Starting System  
type starter is used.
The ETCS-i is used.  
The flat type knock sensor is used. 
Engine Control The no-contact sensor is used in the throttle position

System sensor and accelerator pedal position sensor.
The use of an air fuel ratio sensor allows for precise

control
An Air Injection system has been adopted. 
 ENGINE PROPER
1. Cylinder Head Cover
 The cylinder head cover is made of plastic to reduce weight and noise.
 Acrylic rubber, which excels in heat resistance and reliability, is used for the cylinder head cover
gasket.
 Baffle plates made of plastic are provided inside the cylinder head cover to reduce the consumption of
engine oil through blow-by gas. The baffle plates are welded onto the cylinder head cover, and cannot
be removed.
Baffle Plate
Cylinder Head Cover
Cylinder Head
Cover Gasket
271EG05
2. Cylinder Head Gasket
 A steel-laminate type cylinder head gasket has been adopted.

 A shim is provided around the cylinder bore to increaseAthe sealing
A surface, thus improving the sealing
performance and durability.
Shim
A – A Cross Section 271EG06
3. Cylinder Head
 The cylinder head, which is made of aluminum alloy, 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 angle of the intake and exhaust valves is narrowed and set at 22.85  to permit a compact cylinder
head.
 A cross-flow intake and exhaust layout is used to improve intake and exhaust 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 cylinder head bolt employs plastic region tightening bolts.
 Long nozzle type injectors are installed in the cylinder head to reduce the distance from injector to
intake valve, thus it prevents the fuel from adhering to the intake port walls, and reduce exhaust
emissions.
 The routing of the water jacket in the cylinder head is optimized to achieve higher cooling
performance.
 An air injection port, which directs the air from the air pump to the exhaust port of each cylinder, has
been provided on top of the exhaust port on the model with the air injection system.
: Water Jacket
22.85
Injector
Long Nozzle Type
Conventional Type
Air Injection
Port
271EG07
Taper Squish
4. Cylinder Block
 The cylinder block is made of cast iron, with the rib shape of each part optimized to increase reigidity
while reducing vibration and noise.
 Water passages have been provided between the cylinder bores of the 2TR-FE engine. By allowing the
engine coolant to flow between the cylinder bores, this construction enables the temperature of the
cylinder walls to be kept uniform.
1TR-FE Engine
271EG08
2TR-FE Engine
Water Passage 271EG09

5. Balance Shaft (for 2TR-FE Engine)
 For in-line 4 cylinder engines, the main cause of vibration is imbalanced inertial force of reciprocating
parts such as the pistons and connecting rods. The 2TR-FE engine vibration has been reduced by using
2 balance shafts to cancel the imbalanced inertial force, thereby reducing engine noise (booming noise).
 2 balance shafts are built into the cylinder block. Using a chain and idler gear, both balance shafts
rotate at twice the speed of the crankshaft with each balance shaft rotating in the opposite direction of
the other.
 The chain tensioner uses a spring and oil pressure to maintain proper chain tension at all times. A
ratchet type non-return mechanism is also included.
Cam Spring Spring
Cam
Plunger
Balance
Shafts
Chain
Tensioner
Balance Shaft
Drive Gear
Balance Shaft
Driven Gear
271EG11
271EG10
Crankshaft
Timing Sprocket
Balance Shaft
Timing Sprocket
6. 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.
 On the leaded gasoline type 2TR-FE engine, a PVD (Physical Vapor Deposition) coating has been
applied on the surface of the No. 1 compression ring, and the surface of the No. 2 compression ring has
been chrome-plated to improve their wear resistance.
: Resin Coating
: Anodic Oxide
Coating
No.1
Compression Ring
No.2
Compression Ring
Oil Ring
271EG12
2TR-FE Engine (for unleaded gasoline)
7. Connecting Rod and Connecting Rod Bearing
Micro-Grooved
 Connecting rods that have been forged for high strength are used for weight 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.
 The lining surface of the connecting rod bearing has been micro-grooved to realize an optimal amount
Knock Pin cranking performance has been improved and engine
of oil clearance. As a result, cold-engine
vibrations have been reduced.
271EG13
Plastic Region
Tightening Bolt
8. Crankshaft and Crankshaft Bearing
 The crankshaft has 5 journals and 8 balance weights.

 All pin and journal fillets are roll-finished to maintain adequate strength.
 The crankshaft bearing is made of aluminum alloy.
 The crankshaft bearing caps are tightened using 2 plastic-region tightening bolts for each journal.
 Similar to the connecting rod bearings, the lining surface of the crankshaft bearings 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.
 The upper main bearing has an oil groove around its inside circumference.
Roll-Finished
Upper Main Bearing
Oil Grooved
Oil Hole
Micro-Grooved
271EG14
Lower Main Bearing
9. Crankshaft Pulley
Torsional Damper
Rubber
The rigidity of the torsional damper rubber has
been optimized to reduce noise.
271EG15
10. Oil Pan
 The oil pan No.1 material is made of aluminum alloy.

 The oil pan No.2 material is made of steel.
 The oil pan No.1 is secured to the cylinder block and the transmission and is increasing rigidity.
Oil Pan No.1
271EG16
Oil Pan No.2

 VALVE MECHANISM
1. General
 The 1TR-FE and 2TR-FE engines have adopted a valve actuation mechanism that uses roller rocker
arms with built-in needle bearings. This reduces the friction that occurs between the cams and the areas
(roller rocker arms) that push the valves down, thus improving fuel economy.
 A hydraulic lash adjuster, which maintains a constant zero valve clearance through the use of oil
pressure and spring force, has been adopted.
 The VVT-i system is used to achieve low fuel consumption, higher engine performance and reduce
exhaust emissions. For details of VVT-i control, see page EG-52.
 On the leaded gasoline type 2TR-FE engine, the valve faces of the intake and exhaust valves have been
metallized to improve their wear resistance.
Roller Rocker Arm
Timing Chain Exhaust Camshaft

VVT-i Controller Intake Camshaft
Chain Hydraulic
Tensioner Lash Adjuster
Chain
Damper
Chain
Intake Valve
Slipper
Metallizing
Portion
Leaded Gasoline Model

271EG17
2. Camshaft
 An oil passage is provided in the intake camshaft in order to supply engine oil pressure to the VVT-i
system.
 A VVT-i controller is installed on the front of the intake camshaft to vary the timing of the intake
valves.
Exhaust Camshaft
Intake Camshaft
Oil Passage
(Retard)
Oil Passage
(Advance) Oil Passage
VVT-i Controller (Advance)
Oil Passage 271EG18
(Retard)
3. 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
Hydraulic
adjuster. The oil pressure and the spring force that act on the Cam
plunger push theRoller
rollerRocker
rocker Arm
arm against
Lash Adjuster
the cam, in order to adjust the valve clearance that is created during the opening and closing of the
Plunger
valve. This results in both improving the quietness of the engine and making valve clearance
adjustments unnecessary.
Oil
Passage
Check Ball
Check Ball Spring
Plunger Spring
271EG19
4. Timing Chain and Chain Tensioner
 A high-strength roller chain with a 9.525 mm pitch has been adopted to make the engine more compact
and to ensure the reliability of the timing chain.
 The timing chain is lubricated by timing chain oil jet.
 The chain tensioner uses a spring and oil pressure to maintain proper chain tension at all times. The
chain tensioner suppresses noise generated by the timing chain.
 A ratchet type non-return mechanism is used in the chain tensioner.
Chain Tensioner
Gasket
Chain Tensioner
Chain Damper
Chain Slipper
Chain Oil Jet
271EG20
1TR-FE Engine
5. Timing Chain Cover

Power Steering Vane
Pump Bracket
The components listed below have been integrated in the timing chain cover to reduce number of parts.
Alternator
(water Bracket
pump swirl chamber, thermostat housing, oil pump housing,Oil
alternator
Pump bracket and power steering
vane pump bracket.)
Water Pump
Oil Pump Housing
271EG21
Thermostat Housing
 LUBRICATION SYSTEM
1. General
 The lubrication circuit is fully pressurized and all oil passes through an oil filter.
 The trochoid gear type oil pump is driven directly by the timing chain.
 The chamber for the oil pump rotor has been placed in the timing chain cover to achieve a simpler
construction and a compact engine.
 Piston oil jets to lubricate and cool the pistons and a timing chain oil jet to lubricate the timing chain
have been provided.
 An oil delivery pipe has been provided to deliver engine oil to the cams and roller rocker arms in order
to ensure the lubrication of the sliding areas.
1TR-FE Engine
Oil Delivery Pipe
271EG22
Main Oil Hole
Bypass Crankshaft Camshaft Timing

Crankshaft Chain
Valve Journal No. 2,4,5 Oil Control Valve
Journal No. 1 Tensioner
Oil Filter Crankshaft Chain Oil Jet
Journal No. 3
Exhaust Camshaft Intake Camshaft
Journal No. 1 Journal No. 1
Connecting Rod Connecting Rod
Oil Pump
Exhaust Camshaft Intake Camshaft
Journal No. 2~5 Journal No. 2~5
Relief Piston
Valve Oil Jet
Oil Delivery Hydraulic VVT

Oil Strainer Pipe Lash Adjuster Controller
Oil Pan
271EG23
2TR-FE Engine
271EG66
Main Oil Hole
Bypass Crankshaft Balance Shaft Balance Shaft Camshaft

Valve Journal Crankshaft
Journal Timing Oil
Chain
Journal
No. 2,4,5 Journal No. 1 No. 1 LH Control Valve Tensioner
No. 1 RH
Oil Filter
Crankshaft Chain Balance Exhaust Camshaft
Journal No. 3 Oil Jet Shaft Gear Journal No. 1
Intake Camshaft
Balance Shaft Balance Shaft
Oil Pump Connecting Connecting Journal Journal No. 1
Journal
Rod Rod No. 2 LH No. 2 RH
Relief Exhaust Intake

Piston Camshaft Camshaft
Valve Journal No. 2~5 Journal No. 2~5
Oil Jet
Oil Delivery Hydraulic VVT
Oil Strainer Pipe Lash Adjuster Controller
Oil Pan
271EG96
Oil Capacity
Engine Type 1TR-FE 2TR-FE

Dry liters (US qts, Imp. qts.) 6.3 (6.7, 5.5) 
With oil filter liters (US qts, Imp. qts.) 5.6 (5.9, 4.9) 
Without oil filter liters (US qts, Imp. qts.) 5.3 (5.6, 4.7) 
2. Piston Oil Jet
 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
Check
Valve Oil
Oil Jet Cross Section

271EG94
Back Side View
 COOLING SYSTEM
 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.
 A water pump swirl chamber and a thermostat housing have been placed in the timing chain cover to
achieve a simpler construction and a compact engine.
 An aluminum radiator core is used for weight reduction.
 The water bypass pipe made of plastic is used for weight reduction.
 A 3-stage temperature-controlled coupling fan, which uses the same bimetal that is used on the
conventional model, controls the fan speed in three stages to improve cooling performance and reduce
cooling fan noise.
 The TOYOTA genuine Super Long Life Coolant (SLLC) has been adopted. As a result, the maintenance
interval has been extended.
Radiator
to Heater Core
from Heater Core
Water Bypass Pipe
Thermostat
Water Pump
271EG24
Specifications
Transmission Type MT AT
TOYOTA Genuine
Type
Super Long Life Coolant (SLLC) or Equivalent
Engine Coolant
Capacity 7.8 (8.2, 6.9)*1
7.3 (7.7, 6.4)*2
liters (US qts, Imp. qts) 7.0 (7.4, 6.2)*2
Opening Temperature
Thermostat 80-84 (176-183) 
C (F)
*1: Models with Heater

*2: Models without Heater
System Diagram
Radiator
Water
Pump Throttle
Body
Water Bypass Pipe Heater

Core
Thermostat 271EG25
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
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.
 INTAKE AND EXHAUST SYSTEM
1. General
 A plastic intake manifold is used for weight reduction.

 The link-less type throttle body is used.
 A stainless steel exhaust manifold and exhaust pipe are used for weight reduction and improved rust
resistance.
 Two TWCs (Three-Way Catalytic Converters) have been provided in the exhaust pipe of all unleaded
gasoline engine models.
 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-47.
 An air injection system has been adopted on the models for Thailand, Australia, and Central and South
America to ensure the proper warm-up performance of the TWC when starting a cold engine. For
details on the air injection system control, see page EG-56.
Throttle Body Intake Manifold
Air Cleaner
Main Muffler
TWC*1 or Sub Muffler*2

Exhaust Manifold
271EG26
*1: Unleaded Gasoline Model

*2: Leaded Gasoline Model
2. 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
271EG27
Reduction Gears
3. Intake Manifold
 The intake manifold has been made of plastic to reduce the weight and the amount of heat transferred
from the cylinder head. As a result, it has become possible to reduce the intake air temperature and
improve the intake volumetric efficiency.
 This intake manifold consists of three parts, which are integrated through vibration welding.
Intake Manifold
271EG28
-REFERENCE-
Vibration Welding:
Vibration welding is a type of friction welding. In this process, one part of the work to be welded
remains stationary while vibration and pressure are applied to the other part, thus causing the joining
surfaces to melt and become welded. This method creates a joint that is stronger than other joining
methods, such as those using adhesives.
4. Exhaust Manifold
 A stainless steel exhaust manifold is used for weight reduction.

 An air injection pipe, which directs the air from an electric air pump to the air injection port on the
cylinder head, has been provided on the models with the air injection system.
Air Injection Port
Air Injection Pipe
271EG29 271EG30
with Air Injection System without Air Injection System
5. Exhaust Pipe
 Two TWCs of a ceramic type have been provided in the exhaust pipe of all unleaded gasoline engine
models. The exhaust emission performance of the engine is improved as a result of these TWCs. On the
leaded gasoline engine models, a sub muffler is provided in place of the TWC.
 A stainless steel exhaust pipe is used for weight reduction and rust resistance.
 A ball joint is used to join the exhaust front pipe and exhaust manifold. As a result, a simple and
reliable construction for reducing vibration has been realized.
from Exhaust Manifold
Ball Joint
Gasket
Main Muffler
TWC*1 or Sub Muffler*2 271EG31

1
* : Unleaded Gasoline Model
*2: Leaded Gasoline Model
 FUEL SYSTEM
1. General
 The injector is shaped to form a long nozzle. This shortens the distance from the injector to the intake
valve, which prevents the fuel from adhering to the intake port walls and reduces exhaust emissions.
Depending on the type of fuel that is used, a 4-hole type (for leaded gasoline) or a 12-hole type (for
unleaded gasoline) injector is provided.
 A fuel tank made of plastic has been adopted.
 A compact and lightweight module fuel pump with a fuel sender gauge has been adopted.
 A quick connector is used to connect the fuel pipe with the fuel hose for excellent serviceability.
Quick Connector Fuel Tank
Pulsation
Damper
Pressure
Regulator
Fuel Filter
Pump
Fuel Sender Motor
Injector Gauge
Charcoal Canister Suction

Filter
Fuel Pump
Injector 271EG32
271EG33
12-Hole Type 4-Hole Type

(For Unleaded Gasoline) (For Leaded Gasoline)
2. Fuel Tank
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.
A fluorinated polyethylene layer is applied only to the inner surface of the fuel tank on the model for
Central and South America, and to both the inner and outer surfaces on other models.
Fuel Tank
Fluorinated Polyethylene*
Outside
HDPE (High Density Polyethylene)
Fuel Tank
Fluorinated Polyethylene
Inside
271EG34
*: except Central and South American Models

 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)
+B
Camshaft G2
Position No.1 Cylinder
Sensor IGT1
No.2 Cylinder
IGT2
Crankshaft
Position NE Engine ECU
Sensor No.3 Cylinder
IGT3
Various IGT4 No.4 Cylinder

Sensor
IGF
165EG25
Igniter
2. Ignition Coil Iron Core

Secondary
Coil
The DIS provides 4 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

271EG35
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
271EG36
Water Jacket
DENSO K20HR-U11
Plug Gap 1.1 (0.043)

 CHARGING SYSTEM
Alternator
 A compact and lightweight Segment Conductor type alternator that generates high amperage output in a
highly efficient manner has been adopted on standard equipment.
 This alternator has a joined segment conductor system, in which multiple segment conductors are
welded together to form the stator. Compared to the conventional winding system, the electrical
resistance is reduced due to the shape of the segment conductors, and their arrangement helps to make
the alternator more compact.
Conductor
Stator Wire
Stator
Conductor Wire
Segment B-B Cross

Stator Stator
Conductor Segment Section
Conductor B Wiring System 206EG41
Conventional Type Alternator

A
Joined
A-A Cross
Joined Segment Section
A
Conductor System 206EG40
Segment Conductor
Type Alternator
Stator
Segment
Conductor
Cross Section
206EG42
Stator of Segment Conductor

Type Alternator
 Specifications
Type SE08
Rated Voltage 12 V
Rated Output 80 A
Initial Output Starting Speed 1,250 rpm Max.
Wiring Diagram
Alternator
B
M
IG Ignition Switch
S
Regulator
L Discharge
Warning Light
E
271EG37
Service Tip
Although the charging circuit of a conventional alternator is checked through the F terminal, this check
cannot be performed on the Segment Conductor type alternator through the use of the F terminal because
the F terminal has been eliminated. For details, refer to the Hilux Repair Manual.
 STARTING SYSTEM
1. General
 A compact and lightweight PS (Planetary reduction-Segment conductor motor) type starter has been
adopted on 2TR-FE engine models. For details, see page EG-31.
 A planetary reduction type starter with an interpolar magnet has been adopted on the 2TR-FE engine
models. For details on the interpolar magnet, see page EG-32.
 Conventional planetary reduction type starter has been adopted on 1TR-FE engine models.
Engine 1TR-FE 2TR-FE*1 2TR-FE*2

P1.0 PS1.6 DW1.7
Starter Type Planetary reduction type
Planetary reduction type PS type with interpolar magnet
Supplier DENSO  BOSCH
Rating Output 1.0 kW 1.6 kW 1.7 kW
Rating Voltage 12 V  
Length*3 mm (in.) 135 (5.3) 124 (4.9) 142 (5.6)
Weight g (lb) 3100 (6.8) 2800 (6.2) 3300 (7.3)
Rotating of Direction* 4
Clockwise  
*1: except Central and South American models

*2: Only for Central and South American models
*3: Length from the mounted area to the rear end of the starter
*4: Viewed from Pinion Side
2. PS (Planetary reduction-Segment conductor motor) Starter
General
 Because the PS type starter contains an armature that uses square-shaped conductors, and its surface
functions as a commutator, it has resulted in both improving its output torque and reducing its overall
length.
 In place of the field coil used in the conventional type starter, the PS type starter uses two types of
permanent magnets: main magnets and interpolar magnets. The main magnets and interpolar magnets
have been efficiently arranged to increase the magnetic flux and to shorten the length of the yoke.
Permanent Magnet
Surface Commutator
Armature
Brush
PS Type
(PS1.6)
Length
Conventional
Type (P1.0)
271EG38
Construction
 Instead of constructing the armature coil with conventional type round-shaped conductor wires, the PS
type starter uses square conductors. With this type of construction, the same conditions that are
realized by winding numerous round-shaped conductor wires can be achieved without increasing the
mass. As a result, the output torque has been increased, and the armature coil has been made more
compact.
 Because the surface of the square-shaped conductors that are used in the armature coil functions as a
commutator, the overall length of the PS type starter has been shortened.
Conventional Type
Brush
Armature Square-Shaped Round-Shaped
Conductor Conductor
B
Commutator
B
A
Brush
Armature
A
Surface Commutator A – A Cross Section B – B Cross Section
(PS Type) (Conventional Type)
PS Type
206EG20
 Instead of the field coils used in the conventional type starter, the PS type starter has adopted two
types of permanent magnets: the main magnets and the interpolar magnets. The main and interpolar
magnets are arranged alternately inside the yoke, allowing the magnetic flux that is generated between
the main and interpolar magnets to be added to the magnetic flux that is generated by the main
magnets. In addition to increasing the amount of magnetic flux, this construction shortens the overall
length of the yoke.
Main Magnets
Interpolar Magnets Magnetic Flux Generated by
Relationship Between Main Magnets
Yoke Main Magnets Magnetic Flux Generated
by Interpolar Magnets
S N
N S
S N
Armature
222EG15
Cross Section of Yoke

 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 tension adjustment.
Alternator Pulley
Power Steering
Pump Pulley
Water Pump Pulley
Air Conditioner
Compressor Pulley
Automatic Tensioner
271EG39
Crankshaft Pulley

01IMVPU EG Mechanical

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EG-2 ENGINE – 1TR-FE AND 2TR-FE ENGINES

1TR-FE AND 2TR-FE ENGINES

1TR-FE 2TR-FE 2TR-FE

No. of Cyls. & Arrangement 4-Cylinder, In-line  

Emission Regulation EURO II EURO II*4 

VVT-i Operation Tier 1*5

Valve Timing 64°

VVT-i Operation 19°

*1: except Central and South American Models

 FEATURES OF 1TR-FE AND 2TR-FE ENGINES

(1) High performance and reliability

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

A cylinder head cover made of plastic is used.  

Cooling System The water bypass pipe made of plastic is used. 

Intake manifold made of plastic is used. 

1. Cylinder Head Cover

Cylinder Head Cover

2. Cylinder Head Gasket

 A steel-laminate type cylinder head gasket has been adopted.

Water Passage 271EG09

5. Balance Shaft (for 2TR-FE Engine)

Cam Spring Spring

 The piston is made of aluminum alloy.

7. Connecting Rod and Connecting Rod Bearing

8. Crankshaft and Crankshaft Bearing

 The crankshaft has 5 journals and 8 balance weights.

Lower Main Bearing

10. Oil Pan

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

Oil Pan No.1

Oil Pan No.2

Roller Rocker Arm

Timing Chain Exhaust Camshaft

Leaded Gasoline Model

3. Hydraulic Lash Adjuster

4. Timing Chain and Chain Tensioner

Chain Oil Jet

5. Timing Chain Cover

Oil Pump Housing

Main Oil Hole

Bypass Crankshaft Camshaft Timing

Oil Delivery Hydraulic VVT

Main Oil Hole

Bypass Crankshaft Balance Shaft Balance Shaft Camshaft

Relief Exhaust Intake

Engine Type 1TR-FE 2TR-FE

2. Piston Oil Jet

Oil Jet Cross Section

from Heater Core

Water Bypass Pipe

*1: Models with Heater

Water Bypass Pipe Heater

Engine Coolant Specifications

TOYOTA Genuine TOYOTA Genuine

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

 INTAKE AND EXHAUST SYSTEM

 A plastic intake manifold is used for weight reduction.

Throttle Body Intake Manifold

TWC*1 or Sub Muffler*2

*1: Unleaded Gasoline Model

 A stainless steel exhaust manifold is used for weight reduction.

Air Injection Port

Air Injection Pipe

with Air Injection System without Air Injection System

TWC1 or Sub Muffler2

TWC1 or Sub Muffler2 271EG31

Engine 1TR-FE 2TR-FE1 2TR-FE2