YARIS GR ENGINE in depth - G16E-GTS detailed overview and specs - WORLD'S MOST POWERFUL INLINE 3

this little car is a big deal, it's a big deal for several reasons, the first reason is that it's been over 20 years since Yoda did something like this hell, it's been over 20 years since anyone did something like this. It hasn't been since the '90s that we have a truly homologated car, one that differs from the regular car by more than a few stickers, so it's no surprise that al

most

every car enthusiast is very excited for this to be a beast, oh, that was good, oh. Yeah wow, the second reason why this little car is so important is as fans have already told us many times, this is not a Toyota, it's so BMW and this is not a Toyota, it's a super, yes we know the extremely repetitive nature of these arguments. has made them more than annoying, but it's also a little hard to argue against them because this really has a lot of BMW in it and this also has a lot of Subaru in it, but it's not like that, it's virgin Toyota metal and carbon fiber. untouched by the dirty hands of brands not approved by Scotty Kilmer, now the third reason this car is so important is that it has a passion for performance in its DNA.

Passion and excitement is something that many have argued Toyota products have lacked in the past. decade or so and this is something that akio toyora, the president of toyota and grandson of kichiro toyota, the founder of toyota, got tired of hearing, he got so tired of hearing this that he himself sat behind the wheel of every one of the tests of the gr.

yaris

and together with the 4 time wrc champion and soon to be ex-head of yoda's wrc department, the legend tommy mckinnon, they tuned the gr

yaris

until they were completely satisfied with it, but today I'm not going to talk to you about carbon. rule for the suspension or the impressive all-wheel drive system of the new yaris gr.

I'm not going to do that because these topics have already been covered extensively in hundreds of articles and videos. Today I want to add value and talk about the other topics extremely An interesting aspect of this car and that of course is the

engine

now if you research the yaris gr when it comes to the

engine

you will usually get quite scant information they will give you some figures of horsepower and torque from 0 to 60. they'll tell you it's a turbocharged 1.6

inline

3 and you'll get maybe one or two additional interesting details and that'll be pretty much a paragraph or even half a paragraph for the engine and if You ask me that's not enough, but today we're going to fix that because today I want to make probably the

most

comprehensive video currently available on this engine, so sit back, relax and get ready for a journey into the

depth

s of the engine of the new one. yaris gr okay let's start with the basics and the basics are this thumbnail as you can see from the thumbnail we have the most

powerful

inline

three engine in the

world

written down and these are pretty big words well they are true the engine of the new yaris gr is the The most

powerful

production inline three-cylinder engine in the

world

, the key word here is production.

This engine surpassed the most powerful inline three-cylinder engine in previous production, that of the BMW i8, also with 167.5 horsepower per liter. It also surpassed Toyota's record for highest specific power to date. uh engine, toyota's record for horsepower in order of displacement has stood shamefully since 2004. It was held for 16 years by a minivan, this is the kaldina gt4 and inside it had the two-liter turbocharged toyota 3s gte engine and inline four and made 256 horsepower now some of you might also jump up and say what's up with the Cunyx Jamira. It has a two-liter inline three-cylinder engine with 600 horsepower.

It also has a free valve. Do you know about free valve? It has a free valve. It is not canned. has free, yes, now we know the free valve, before you jump on the jumeirah, I would like to politely direct you to jamiro's wikipedia page on the right side of that wikipedia page, there is a year and as you can clearly see , this year. It is in the future now the production of the jumeirah and the delivery of the cars has not yet started, that is why thanks to this fact the engine in the new year's gr is on this day today, which is October 20, 2020 , the world's most powerful production inline 3-cylinder engine, but honestly, even if the jumeirah was being produced and delivered and if we were in the future, I think we could still call the rsgr engine the most powerful production in inline 3-cylinder engine. 93 cylinders because calling the jamira and its engine output is a bit Of course they are only going to make 300 of these cars and the only people who can afford them are men with multiple wives so honestly I find it hard to get excited about cars like this, on the other hand, a regular.

A person with a job can go to the nearest Toyota dealer and say: I would like one of these, please and thank you. Now let's see what the 268 horsepower in the new G16e GTS engine actually comes from and we start with the engine block. The engine core, the engine block and the new yaris gr engine, is a cast aluminum open deck design, as with many other modern engines, we also have cast iron liners which are extremely thin and fused into the block by molding it around the In fact, the liners are so thin that you can forget about over-boring the block and installing oversized pistons.

This is something you can find in many other recent modern engines and many manufacturers claim they are doing this to save weight, honestly. I find it difficult to understand how a few millimeters of cylinder liner saves weight. I believe this is done to reduce costs because it prevents the manufacturer from having to produce and stock oversized pistons, so this means that if your engine fails, you will be not going to machine anything, instead you will go to Toyota and buy a completely new engine block. I'm pretty sure the engine remanufacturing industry is not happy about this, but it is what it is and it can be seen.

This in many other modern engines, a really interesting feature of the engine block is that it is a very rigid three piece design, all the main bearings comprise a single unit, so we have a main bearing belt. This is always good for an engine because it improves rigidity and prevents distortion during high engine positions. The bearings are made of an aluminum alloy with an additional anti-friction metal layer and we have a palm coating on the thrust washer under the main bearing beam, we can also find the oil pan element. It is another structural element that further improves the rigidity of the block within the oil pan element.

We also have a baffle built in, so overall, despite the open deck design, it seems like we have a very stiff block, since with most inline three cylinder engines we have 120 degrees of separation between the baffles. single crank shots, this gives us a uniform firing range and good overall balance. The crankshaft is like most Toyota crankshafts forged and induction hardened steel. The connecting rods are also Ford steel, as we learned in last week's inline three-cylinder video. Engines experience a rolling moment due to their unequal number of pistons; In other words, they sway back and forth and back and forth due to the inequality of forces relative to their center of gravity.

To balance this, Yoda decided to use a balance shaft. The balance shaft is driven directly by a gear on the crankshaft and is bolted to the block using its own separate housing, as with many other modern engines and all engines in the Yoda dynamic force range, the crankshaft centerline has moved from the center line of the cylinder. results in a more direct transfer of forces through the main thrust shaft of the piston, it also reduces friction between the piston rings and the cylinder and these things help both power and efficiency when it comes to pistons, we have T-shaped aluminum pistons with a very thin inner wall structure.

Unfortunately, I couldn't find concrete verifiable information on whether they are cast or forged pistons, but I'm pretty sure they are hypereutectic cast pistons, which means you get minimal clearance and minimal cold start after all. This is a Euro 6 emissions standard engine and passing a Euro 6 emissions test in this category of vehicles with forged pistons is almost impossible. Great effort has been made to make these pistons very low friction and to give them strong packing glands on top. compression ring stuffing box we have a cast iron nye resist insert and the edges of the rings are actually coated with dlc, a diamond like coating as far as the skirt and crown are concerned, both have been painted with paint after which the skirts have received a resin coating another very interesting feature of the yaris gr engine are the oil jets and this engine has expected nine of them, yes, there are three oil jets per piston.

Now a lot of people still say piston oil jets are bad for the engine, they reduce your oil pressure, you should get rid of them, all the drag racing guys, get rid of their oil jets etc, now a lot of people has outgrown this way of thinking, but you can still hear this being set up from time to time, here's the definitive one. proof that oil jets won't reduce your engine's oil pressure in a way that could damage it because if nine of them won't damage an inline three-cylinder engine then nothing will and people used to say these things, the Negative things about piston oil jets for Engines that have one oil sprayer per piston, the reality is that oil sprayers have a check valve that only open when the oil pressure reaches a certain point at low rpm and at low oil pressure, they do not spray oil, so they do not When removing the oil pressure from your engine, they activate only at certain rpm when the oil pressure is high enough and at this point, spray part of the oil pressure it will not damage your engine because the oil pressure is already more than enough and this is Why do almost all modern turbocharged engines have piston oil squirts but still drag racing guys remove them?

Well they can remove them because your engine is fully loaded for about 10 seconds if you want to go for a circuit race and then you remove your Oil Jets I bet your engine will start knocking knocking at some point and then your ECU will work in due time and then it will generate 30 to 40 percent less power and nobody wants that. Of course, this engine in the yaris gr is a turbocharged engine with a compression ratio of 10.5 to 1. This is a compression ratio that used to be considered high for a naturally aspirated engine about 10 years ago, so this compression ratio answers why so much piston oil is needed.

If you squirt with this type of compression ratio you really want to avoid slamming and keep the pistons as cool as possible and a great way to do this is to spray a tsunami of engine oil on the bottom of the piston and this explains why the The bottom of this engine block looks like a garden irrigation system. Now we move on to the cylinder head, where things will get even more interesting when it comes to the basic anatomy of the cylinder head. Of course we have four valves per cylinder giving us a total of 12 valves, the camshafts on four journals each and in a slightly unusual way in previous Toyota designs, although more than half of the journal can be separated Of the head when it comes to camshafts, we have something that used to be reserved only for all racing engines, but we see it more and more in mass produced engines and that is that the camshafts are actually entire tubes and camouflage lobes are attached to these hollow tubes, which of course makes the camshafts much lighter, which significantly reduces parasitic losses in the valve train and the rest of the valve train. valves is made up of hydraulic valve lifters and rocker arms toyota describes the yaris gr engine has very large performance oriented exhaust valves unfortunately i couldn't find verifiable concrete information on what the actual exhaust valve diameter is, but i'm pretty sure the Very healthy bore size of 87.5 millimeters will allow for some pretty large exhaust valves.

Also, like any serious turbocharged engine, the exhaust valves are whole and filled with sodium to maximize cooling, now let's take a look at the intake port design and overall coded valve angle of the yaris gr engine, something which this motor shares with all other motors in the dynamic force range and something that I am personally a big fan of. Now, for starters, Toyota did something. quite unconventional with the coded valve angle, which is the angle betweenintake and exhaust valves over the last decade or so the global trend was to go narrower with the valve coded angle, this is because a narrow valve coded angle allows for a very straight intake plate shape.

This of course helps airflow and therefore power and responsiveness, but Toyota in its latest range of Dynamic Force engines went further with the coded valve angle and, although a Wider coded valve angle helps clean, avoided in recent designs because it forces the intake port shape to bend according to the yoda, wide coded valve angle is used to improve air mixture rotation and fuel, but this also seems to be counterproductive because, according to many designs, the narrow valve coded angle should be used to improve the rotation of the air-fuel mixture after all the narrow angles send the air-fuel mixture into a steeper angle towards the combustion chamber and this should improve the tumbling effect, so Toyota widened it aiming to do the opposite, so how does this whole system work well?

It works thank you. to this little ramp that you can see here at the end of the entry port, now someone familiar with the poor designs and shapes of the conventional entry would probably say: you know what, let's eliminate this, let's get rid of it. This is wrong, but it's not, it's actually clever, it does some very important things, firstly this ramp allows the intake port to have an extremely straight shape despite the wide valve cover angle and the second thing it does is it complies with all the The purpose of this entire design is to allow air to slide through the back of the valve.

The goal of this design is not to make the airflow perpendicular to the back of the valve, you actually want it to slide across the back of the valve. with the aim of preserving the maximum possible air speed and thus improving the rotation of the air-fuel mixture. The more we rotate the air-fuel mixture, the better the fuel in this mixture will vaporize. The more the fuel is vaporized, the more homogeneous the mixture will be. The more homogeneous the mixture, the better our combustion will be, we will have fewer emissions and we will generate more power because the more homogeneous the mixture, the faster our combustion rate will be and Toyota claims that engines in the dynamic force range have the speed of fastest combustion in the world when it comes to internal combustion engines, it is impossible to overestimate the importance of combustion speed because the faster the combustion, the better, the faster the combustion, the more power it will generate, the more efficient the engine, less emissions it will generate.

In addition to this, an additional benefit of the wider valve coding angle is better clearance, and in turn, better clearance allows for better turbocharger efficiency. Now looking at the intake and exhaust ports in this way might make you think that there have been some leaks in The maximum amount of air possible at the top and in the rev range is probably close to the redline and although this could be True, losses are likely to be minimal and a small price will be paid for the overall gain in economic efficiency and responsiveness. In the low and mid rev range thanks to the preserved airspeed, anyone who has already driven and reviewed the RSGR claims that this engine loves to run towards the redline, so it seems that Toyota managed to preserve the peak and the drama while focusing on responsiveness in the low and mid range of the rpm band now the final icing on the cake when it comes to this engine is the CNC machined upper section of the intake port which you can see right here.

Each intake port is individually CNC machined to ensure optimal finish. and the best possible fit with the intake manifold when it comes to valve timing, we do not have variable valve lift, but we do have variable timing gears driven by a single movable timing chain on both the intake and the escape. The intake is equipped with a vvtiw. which stands for intelligent variable valve timing gear and has a huge 70 degree adjustment range. The exhaust is fitted with a more conventional vvti timing gear and has 41 degrees of adjustment. The end result of all this is of course better starting, better responsiveness and more power like all dynamic force engines, this one is also equipped with the d4 st fuel injection system and consists of direct injection and port In mid modes, both direct and port injection are used to maximize homogenization to improve fuel economy and reduce emissions, but at high engine volts, only direct injection is used for maximum injection precision and to avoid knocks, I must say that I like this system because it gives you the benefits of direct and indirect or port injection, so no carbon buildup, but you also get the precision of direct fuel injection, the disadvantage is Of course, it has many parts and the potential to increase maintenance and service costs.

Now let's move on to the turbo. Interestingly, the iris gr engine shares something with Toyota's previous horsepower per liter. record holder engine for the fourth and fifth generation of the 3s gte engines and is that the turbocharger is integrated into the exhaust manifold the exhaust manifold is cast as a single unit with the turbine housing, this means that if you want to replace the turbo, We will need to build a custom exhaust manifold for the turbo you want to install on the engine. Unfortunately, I couldn't find verifiable data on the size of the turbocharger, but what we do know is that it is a single displacement ball bearing turbocharger. which means very quick response and it's single scroll because you don't really need a double scroll in an inline three cylinder engine when it comes to turbocharging.

The e93s are actually better suited to turbocharging than an inline four or three cylinders each firing. 240 degrees of crank rotation while an inline four fires every 180 degrees of crank rotation and while this means there is a gap between the power strokes on the n93, it also means there is a larger gap between the individual exhaust pulses of an inline three cylinder engine which means that within the inline three there is no chance of the exhaust pulses interfering with each other and reducing the efficiency of the turbo, so this, together with a really good scavenging effect created by The wide coded valve angle and separation between the exhaust pulses, means overall really good cleanliness and significantly improved turbocharger operation and efficiency when it comes to wastegate actuation, there are no fancy electronics, just An old school pneumatic wastegate actuator, plus the intake manifold is as expected and by modern standards, black plastic and like virtually any modern intake.

The manifold has a variable length, has a fin on the inside that generates maximum air speed at low and medium revolutions and opens in higher revolution ranges to obtain the maximum amount of air. There are also some interesting things in the coolant department. The cylinder head has a two-level coolant. jacket to improve and increase the flow of the coolant and also the iris gr motor moves away from the rest of the family of dynamic force motors in that it has a mechanical water pump, the rest of the dynamic force motors have an electric water pump which It means less parasitic losses because there are fewer belts and pulleys in an engine with an electric water pump, but I guess their engineers decided that a mechanical water pump would be safer in a car like this, where people are likely to go out driving. a track and drive hard. for extended periods of time and I suppose in circumstances like this the added mechanical security of a water pump with a belt driven pulley is definitely a good idea.

Plus, we already know that the RSGR engine is a champion when it comes to horsepower per liter. but it seems to be an even bigger champion when it comes to radiator size per engine size. Just look at that giant radiator along with the giant front grille and this oversized fan probably means this engine will never have any overheating problems. Regardless of where and how you drive it, which is not something that can be said for the early production versions of some of its hot hatch competitors, the last interesting feature of the engine is that it has three engine mounts, but the right one is hydraulic and is highly engineered to ensure that none of those three online vibrations and noises reach the cabin.

We'll finish by briefly talking about the tuning potential of this engine because I'm pretty sure that sooner rather than later someone will. Take this out of the yaris and try to see if they can make 1000 horsepower with an inline three cylinder engine, of course it has an open deck aluminum block so this isn't 2jz but I doubt even hardcore enthusiasts would the most naive automobiles were. Expecting two Jay-Z-like things from an engine made in 2020. So what does this have going for it? Well it has a few good things going for it, firstly port injection means you can easily add larger size injectors without needing to. custom making something like fuel rails or things like that, the turbine housing integrated into the exhaust manifold is not a good thing because it means you need a custom exhaust manifold for your new turbo, but everyone gets exhaust manifolds anyway customized for tall builds and the The good thing is that at least the exhaust manifold is not integrated into the cylinder head like other engine designs, the pistons seem to be made for minimal friction and minimal weight at the stock power levels.

I'm pretty sure they can handle a few extras. psi, but probably if you want big power you'll need something forged, of course, also the plastic intake manifold will have to run at higher power levels, and while open block platforms may seem daunting for high boost applications, the market of accessories has long since found ways. around open deck engine blocks with custom made block inserts to reinforce the top of the engine block. Plus, that giant radiator and ratios up front are a good thing and seem to leave a lot of room for growth, so overall it's pretty good. package and while I think this engine at this power level suits the car very well as is, we are all crazy about petrol and start craving more power sooner rather than later and there you have it, that's it.

When it comes to the engine of the new Yaris GR, it is definitely a cool and interesting engine and shows how far technology has come because it manages to generate almost as much power in stock version as the old and popular Toyota engines with almost half as many cylinders. half the displacement and half the weight if that's not impressive I don't know what is this is definitely a very interesting new chapter for Yoda so from me and I'm pretty sure most Yoda fans are a great arigato. to akio toyorasan, mr makkanen and everyone who participated in the creation of this incredible engine and the yaris gr.