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

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In today's video we're doing a detailed and in-depth overview of the G16E-GTS engine from the new Yaris GR. If you research the new Yaris GR you will see that the info on the new engine is rather scarce, but today I aim to fix that and make possibly the most comprehensive video currently available on the G16E-GTS engine. Reverse engineered from WRC and the first true Toyota sports car, the Yaris GR is a big deal!

But before we start we need to get the thumbnail out of the way. As you can see the thumbnail has the words "world's most powerful inline 3 engine" on it. And on this day, the 20th of December 2020, this is the YARIS GR G16E-GTS is the most powerful production inline three cylinder engine. It beat the previous record holder the, 231 hp liter inline three from the BMW i8. Before you jump the gun and say that the engine in the Koengisegg Gemera ( liter twin turbo inline three with 600 hp) is the most powerful, I need to you remind you that this engine has not entered production, it's still just a prototype. But even when it does the Gemera costs millions and will only be made in 300 examples, so calling it "production" might be a stretch.

Also with 167 hp/liter the YARIS GR G16E-GTS engine is Toyota's new highest hp/liter or highest specific output engine. The record was previously held since 2004 by an MPV. The Caldina GT-Four with the liter inline four turbo 3SGTE engine with 256 hp.

Now, let's see where the 268 hp of the Yaris GR engine comes from, and to find out we will start with the engine block the core of the engine. The engine block of the G16E-GTS is an open deck cast aluminum engine block with cast iron sleeves. The cast iron sleeves are fused into the block by having the block cast around them.

Again, as with many modern engines and all engines in Toyota's new Dynamic Force Architecture the the crankshaft is offset from the cylinder center line. The result is a more direct transfer of force through the major thrust axis of the piston and therefore less friction between the piston rings and the cylinder which of course helps both efficiency and power.
The pistons of the G16E-GTS are aluminum t-shaped with thin inner walls. Unfortunately I couldn't find any definitive info on whether they are cast or forged. But I'm guessing that they're most likely cast hyperuetectic pistons for minimum clearance and minimum cold start blowby. This is a EURO 6 engine, and passing EURO six emissions requirements for this vehicle class with forged pistons is very difficult.

Another very interesting feature inside the engine block is the piston oil squirters or oil nozzles. And the GR yaris has 9 of them. Yes, that's three squirters per piston. You can sometimes read or hear people say, ah piston squirters are bad for your engine, they reduce your oil pressure, you should remove them, all the drag racing guys delete the piston oil squirters. And although many people have graduated past this sort of thinking, you can still occasionally hear it, and it's usually said for engines with 1 piston oil squirter per piston.

The G16E-GTS is a turbocharged engine with a :1 compression ratio. This a compression ratio that a decade or so ago was considered relatively high for a naturally aspirated engine. And this compression ratio reveals why the underside of this engine block looks like a garden irrigation system. To prevent knock and have good ignition advance with an engine that has a turbo and a compression ratio you need to keep the pistons as cool as possible and a great way to do that is by spraying a tsunami of engine oil to their underside.

The G16E-GTS valvetrain dynamics work together with the d-4st fuel injection system which comprises of both port and direct injection. At low and mid engine loads both port and direct injection is used to maximize homogenization and reduce emissions and fuel consumption. At high loads the engine relies only on direct injection for maximum injection accuracy and knock prevention. I have to say that I like this system because it gives you the benefits of both direct and port injection. This means the accuracy of direct injection but without the carbon buildup. The downside is of course this complex system means potentially increased maintenance and servicing costs.

Another interesting feature of the Toyota Yaris GR engine is the engine mounts, it has a total of three. But the right hand one is hydraulic to ensure none of those inline three vibrations and noises get into the cabin.

Thanks to for hosting some very useful info on this engine!

A special thank you to my patrons:
Peter Della Flora
Daniel Morgan
Richard Caldwell
Brian Durning
Andrew Ruud
Brian Alvarez

A big thank you to Thomas Gires for the idea for this vid!

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#d4a #yarisgr #toyota
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