Toyota 1G-GE engines replaced the GEU version of the same series. At the same time, the company derated the power unit, made it more reliable and increased its service life. The power unit was quite different reliable design and optimal power indicators for its volume.
This is a 6-cylinder unit that first appeared in 1988, and already in 1993 it gave way to more modern and lighter engines. The cast-iron cylinder block weighed quite a lot, but at the same time demonstrated the reliability and good maintainability traditional for those times.
Technical characteristics of the Toyota 1G-GE engine
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The greatest advantages of all units in the series, including their progenitor 1G-FE, are hidden in the technical characteristics. The motor with the GE designation turned out to be one of the most successful in its line, even if it did not last long enough on the assembly line. Here are the main characteristics of the internal combustion engine and operating features:
| Unit designation | 1G-GE |
| Working volume | 2.0 |
| Number of cylinders | 6 |
| Cylinder arrangement | in-line |
| Number of valves | 24 |
| Power | 150 hp at 6200 rpm |
| Torque | 186 N*m at 5400 rpm |
| Fuel used | A-92, A-95, A-98 |
| Fuel consumption* | |
| - city | 14 l / 100 km |
| - track | 8 l/100 km |
| Compression ratio | 9.8 |
| Supply system | injector |
| Cylinder diameter | 75 mm |
| Piston stroke | 75 mm |
*Fuel consumption depends on the car model on which this engine was installed. The engine does not provide a particularly economical ride, especially with individual tuning and power changes. But Stage 2 tuning gives access to 250-280 hp. power.
The main problems and troubles with the 1G-GE motor
Despite the simple classical structure and design, operation problems are popular. Today, the main disadvantage of power plants of this type is age. With high mileage, the most unpleasant problems appear, which are extremely expensive and difficult to repair. 
But there are also a number of childhood diseases of the early inline six from Toyota:
- The Yamaha cylinder head caused problems, but the GEU motor, the predecessor of the 1G-GE, is known for a lot of problems.
- Starter. With age, this unit began to cause serious distress to car owners, and from the very beginning there were many complaints about it from motorists.
- Fuel injection system. The throttle valve itself works well, but the injector has to be serviced regularly; its system is far from ideal.
- Major renovation. You will have to search for a long time for connecting rods, repair pistons, and also carefully bore the cylinder block to avoid its destruction.
- Binge on butter. For 1000 km, after 200,000 km, this unit can consume up to 1 liter of oil, and this is considered the factory norm.
The process of servicing and repairing this unit is quite complex. Just what does it cost to replace the collector or restore it? You will have to spend a lot of time at the service just to remove the devices for inspection. In the 1G series, Toyota tried to show all its engineering wonders. But GE in this case is not the worst option. For example, version 1G-FE BEAMS requires much more attention during any repair work.
What cars was this engine installed on?
The closest relatives of this engine model were installed on a huge the lineup corporations. But for 1G-GE the company found only four basic models. These are Toyota models such as Chaser, Cresta, Crown and Mark-II 1988-1992. All mid-size cars, sedans. The power and dynamics of the engine were sufficient for these models, but the consumption was not encouraging. 
Is a swap available for another Toyota unit?
Swap without alterations is available only within one 1G series. Many owners of Mark-II or Crown, who have already driven the original unit beyond repair, choose the 1G-FE, which was installed on a larger number of models (for example, on the GX-81) and is available today at disassembly sites and as contract engines.
If you have the desire and time, you can also do a swap on 1-2JZ, for example, as well as on. These motors are heavier, so it's worth working out chassis car, prepare a row additional accessories and replacement parts. On good service The swap will last no more than 1 business day.
When swapping, special attention should be paid to the ECU settings, pinout, as well as various sensors such as a knock sensor. Without fine tuning, the motor simply will not work.
Contract motors – price, search and quality
In this age category of engines, it is much better to look for a motor at domestic dismantling sites, where you can return the engine or carry out high-quality diagnostics on it at the time of purchase. But contract engines are also available for purchase. In particular, this series is still supplied directly from Japan with a fairly affordable mileage. Many motors lay in warehouses for a long time. 
When choosing, consider the following features:
- the average price in Russia is already 30,000 rubles;
- It’s almost impossible to check the mileage; it’s worth inspecting the spark plugs, sensors, and external parts;
- look at the unit number, make sure that it is intact and has not been altered;
- the number itself is stamped vertically at the bottom of the engine, you need to look near the starter;
- after installation on the car, check the compression in the cylinders and oil pressure;
- When installing a used unit, it is worth changing the oil for the first time after 1500-2000 km.
Many problems arise with contract engines with mileage over 300,000 km. The optimal resource of this engine is estimated at 350,000-400,000 km. Therefore, if you buy a motor that is too old, you will not leave yourself enough clearance to operate without problems.
Owners' opinions and conclusions on the 1G-GE motor
Owners of Toyota cars prefer old engines, which turn out to be very durable in terms of service life and do not cause significant problems in operation. It is worth paying attention to the quality of service, since the use of bad oil damages parts piston group pretty quickly. Low-quality fuel is also not suitable for this unit, judging by the reviews of the owners.
You can also see in the reviews that many complain about increased consumption. Moderate travel conditions should be observed, taking into account the age of the equipment.
In general, the motor is quite reliable, it can be repaired, even if it is quite complex in its design. If you buy a contract power unit, make sure that it has normal mileage and is of high quality. Otherwise, you will soon have to invest money in repair work again.
When the Wright brothers' Flyer 1 first flew in 1903, it was powered by a four-cylinder internal combustion engine producing just 12 horsepower. At that time, Orville and Wilbur Wright could not even imagine that thanks to their efforts, which laid the foundation for the development of motor aviation, within 110 years planes would take to the air with the help of huge jet engines, the power of which exceeded the power of the Titanic engine combined with the power of the first engines. space rockets. And such engines include the GE90 series engines manufactured by GE Aviation, which are intended for use in large Boeing 777 series airliners.
The technologies behind the GE90 series engines were based on technologies developed in the 1970s by NASA's Energy Efficient Engine program. The first GE90 engines debuted in 1995, powering British Airway's 777s. The first three engine models of the GE90 series provided thrust from 33.5 tons (74,000 lbf) to 52 tons (115,000 lbf). Since that time, GE Aviation specialists have made a number of improvements in engine design and modern options, the GE90-110B1 and GE90-115B engines can provide more than 57 tons (125,000 lbf) of thrust. These two huge jet engines are designed exclusively for the latest and largest models of Boeing 777 airliners - the 777-200LR, 777-300ER and 777-200F.
The largest in overall dimensions is the GE90-115B engine. Its length is 5.5 meters, width is 3.4 meters, and the turbine diameter is 3.25 meters at total weight engine 8282 kilograms. Despite its size and weight, the GE90-115B is the most efficient engine to date in terms of power to fuel consumption. High efficiency was obtained through the use of a 10-speed air compressor, due to which the turbocharger of the engine turbine allows you to compress the air-fuel mixture to a ratio of 23:1.
The GE90-115B engine's design is as impressive as its specifications. The main material used in the engine is a matrix composite material, which can withstand higher fuel combustion temperatures than other engines without destruction or deformation. High-temperature combustion of fuel made it possible to achieve 10 percent fuel savings even in early models engines, and more modern models this figure is even higher.
In addition to all of the above, it can be noted that since 2002, the GE90-115B engine has been the most powerful aircraft jet engine to date, according to the Guinness Book of World Records. But this is not the only world record that was set using the GE90-115B engine. The longest continuous commercial flight of 22 hours and 42 minutes from Hong Kong to London in 1995 was powered by GE90-115B engines. During this time the plane crossed Pacific Ocean, North American continent, Atlantic Ocean and landed at Heathrow Airport.
Monster cars - all about the most exceptional machines, mechanisms and devices in the world, from huge means of destroying their own kind to tiny, precise devices, mechanisms and everything in between.
Currently used in civil aviation a large number of various types engines. During the operation of each type of engine, failures and malfunctions are identified that are associated with the destruction of various structural elements due to imperfections in their design, production or repair technology, and violation of operating rules. The diverse nature of failures and malfunctions of individual components and assemblies during the operation of power plants in each specific case requires individual approach to analyze their condition.
Most common reasons failures and malfunctions leading to early replacement of engines and in some cases to their shutdown in flight are damage and destruction of blades
„pwessora, turbines, kam< р ь°’а, шя, опор двигателя, вравшихся механических частей,
Legates of the regulation system?, engine lubrication. Damage - ‘1I compressors are associated with the ingress of foreign objects into them and fatigue failure of the blades. The most common consequences of foreign objects are nicks and dents on
compressor blades, which create stress concentrations and can lead to fatigue failure
The cause of fatigue failure of compressor blades is the combined action of static and vibration loads, which are influenced by stress concentrations caused by various technological and operational factors and environmental influences. aggressive environment, ultimately causing fatigue failure. When operating long-life engines, there are cases of wear of compressor blades and seals, deposits of dust, dirt and salts on the compressor blades, which leads to a decrease in engine efficiency and a decrease in the surge stability margin.
To prevent engine failures due to compressor destruction, it is necessary to monitor the technical condition of compressor blades during their maintenance. The design of the engines must allow inspection of all stages of the compressor blades.
The most common defects in gas turbine engines are melting, cracks, warping and erosion-corrosion damage to nozzle blades, turbine disks and working blades (Fig. 14.2). This kind of damage primarily affects the working and nozzle blades of the first stages of turbines, changes in the condition of which significantly affect the efficiency of engines, and intense erosive and corrosive wear significantly reduces strength and in some cases causes breakage.
The main reason for intense erosion-corrosion damage to blades is the ingress of alkali metal salts into the engine along with dust, moisture and combustion products, which, under conditions high temperatures destroy the protective oxide film and promote the adsorption of sulfur on the metal-oxide surface. As a result, during long-term operation of engines, intensive sulfidation of the material occurs, leading to its destruction.
The causes of warping and melting of the blades of the nozzle apparatus and turbine working blades are the excess of temperatures above permissible values when starting the engine or failure
characteristics of fuel injection equipment, leading to increased fuel consumption Viedre’ and systems for protecting engines from exceeding temperatures in certain limiting temperature regulators. gas perturbation (PRT OTG systems) on second generation gas turbine engines significantly reduces the likelihood of the occurrence of these defects.
One of the most common turbine defects is fatigue failure of rotor blades. Fatigue cracks most often originate in the locking part of the blades, at the outlet and inlet edges. Turbine blades are operated in difficult conditions and are exposed to a complex range of dynamic and static loads. Due to the large number of engine starts and shutdowns, as well as multiple changes in their operating modes, turbine blades are subjected to multiple cyclic changes in thermal and stress states.
During transient conditions, the leading and trailing edges of the blades are subject to more dramatic temperature changes than middle part, as a result of which significant thermal stresses arise in the blade.
With the accumulation of heating and cooling cycles, cracks may appear in the blade due to thermal fatigue, which appear with different operating hours of the engines. In this case, the main factor will not be total time operating time of the blade, and the number of repeated cycles of temperature changes.
Timely detection of fatigue cracks in turbine blades during maintenance significantly increases the reliability of their operation in flight - and prevents secondary damage to the engine when turbine blades break.
Combustion chambers are also vulnerable structural element GTD. The main malfunctions of combustion chambers are cracks, warping and local melting or burnouts (Figure 14.3). The occurrence of cracks is facilitated by uneven heating of the combustion chambers during transient conditions and malfunctions of fuel injectors, leading to distortion of the shape of the flame. Distortion of the flame shape can lead to local overheating and even burnout of the walls of the combustion chambers. The temperature regime of the combustion chambers largely depends on the operating conditions of the engine. Long-term operation of engines under elevated conditions leads to an increase in the temperature of the walls of the combustion chambers and the degree of uneven heating. In this regard, to improve engine reliability it is necessary
comply with established restrictions on continuous operation of engines in high modes
The most characteristic defects leading to early removal of engines from service, as well as to their refusal to honor, is the destruction of engine rotor spores, gears HPT gearboxes and engine unit drives. Signs of destruction of these engine elements are the appearance of metal particles on oil filters or the activation of thermal chip alarms
The destruction of ball or roller bearings of a turbine or compressor occurs due to oil starvation due to the deposition of coke in the nozzle holes through which lubricant is supplied to the engine mounts. Coke deposits in the injector openings primarily occur when the engine is hot. When the circulation of oil in the heated forum ring stops, coking of the oil occurs. These phenomena are observed in summer and in southern regions countries, i.e. in conditions of high outdoor temperatures.
The causes of destruction of gears and ball bearings of an engine transmission is a violation of the rules of its operation. These include: non-compliance with the rules for preparing to start engines in conditions low temperatures(starting the high-pressure engine without heating), non-compliance with the heating and cooling modes, etc. When starting a cold engine with high oil viscosity, slippage of the bearing cages and local overheating of the bearing elements may occur. Bringing a cold engine to higher operating modes immediately after starting without preheating can lead to different speeds heating the inner and outer rings of the bearing to reduce the gap below the permissible value (Fig. 14.4).
In this case inner ring heats up faster than the outer one, which is compressed by the engine support housing. When the gap decreases below the permissible value, local overheating of the races and rolling elements occurs, which can result in bearing destruction.
Constant work on improving equipment in all areas leads to the fact that even reliable and good devices, in particular Toyota M series engines for passenger cars, have to be replaced with units that are more powerful, more economical, etc. 1jz-ge engines replace Toyota's M line.
This engine is produced by the Japanese company Toyota. The engine is in-line, has 6 cylinders, runs on gasoline, has replaced the line of M engines. All modifications of the 1jz have a DOCH gas distribution mechanism with four valves for each cylinder (24 valves in total). Available in volumes of 2.5 and 3.0 liters. Automotive power units 1jz are mounted longitudinally for rear-wheel drive and all-wheel drive vehicles.
The first jz series engine was released in 1990. The last one was in 2007. After 2007, the line of Toyota JZ engines was replaced by the new GR V6 series.
Explanation of the designation of JZ modifications:
- The number 1 indicates the generation number (there are 1st and 2nd generations).
- Letters JZ - Japan, domestic market.
- If there is a letter G, the timing mechanism is DOCH.
- If there is a T - turbocharging.
- If there is a letter E, then the internal combustion engine is electronically controlled.
Technical characteristics of 1jz-GE/GTE/FSE with a volume of 2.5 liters.
| Manufacturing plant | Tahara Plant |
| Unit brand | Toyota 1JZ |
| Years of manufacture | from 1990 to 2007 |
| Cylinder block material (BC) | cast iron |
| Fuel supply system | injector |
| Cylinder arrangement | in-line |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke length, mm | 71.5 |
| Cylinder diameter, mm | 86 |
| Compression ratio | 8.5 9 10 10.5 11 |
| Engine volume, cm 3 | 2492 |
| Engine power, hp/rpm | 170/6000 200/6000 280/6200 280/6200 |
| Torque, Nm/rpm | 235/4800 251/4000 363/4800 379/2400 |
| Fuel | 95 |
| Environmental standards | ~Euro 2-3 |
| Engine weight, kg | 207-217 |
| Fuel consumption, l/100 km (for Supra III) - city - track - mixed. |
15.0 9.8 12.5 |
| Oil consumption, g/1000 km | up to 1000 |
| Motor oil with characteristics | 0W-30 5W-20 5W-30 10W-30 |
| Engine oil volume in liters |
|
| How often to change the oil, km | 10,000 km, but better after 5,000 |
| Engine operating temperature, degrees. | 90 |
| Engine life, thousand km - according to the plant - on practice |
|
| Tuning - potential - without loss of resource |
|
What cars was it installed on? |
Toyota Crown Toyota Mark II Toyota Supra Toyota Brevis Toyota Chaser Toyota Cresta Toyota Mark II Blit Toyota Progress Toyota Soarer Toyota Tourer V Toyota Verossa |
JZ engine modifications
There are all 5 models of such engines:
1JZ
Engine volume is 2.5 liters (2495 cm3). Cylinder diameter 86 mm. The piston stroke length is 71.5 mm. Timing belt drive. The engine has 24 valves. Number of camshafts - 2. Produced from 1990 to 2007.
Such engines from 1990 to 1995 developed a power of 180 hp. or 125 kilowatts at a crankshaft speed of 6000 rpm. The maximum torque was 235 Nm at a crankshaft speed of 4800 rpm.
After 1995, such engines developed a power of 200 hp. or 147 kW at a crankshaft speed of 6000 rpm. The maximum torque was 251 N*m at 4000 rpm. The compression ratio in the cylinders is 10:1.
Until 1995, the 1st generation of engines came with distributor ignition. After 95 - the 2nd generation of engines came with coil ignition (one coil for two spark plugs). They have already begun to install the vvt-i valve timing system. This contributed to the fact that the torque increased more smoothly and the operating power increased by 20 hp.
The engines were installed longitudinally on rear-wheel drive vehicles. Cars with such engines were equipped with an automatic gearbox with 4 or 5 speeds. A manual transmission was not installed on cars with JZ engines. The drive of the gas distribution mechanism parts is a belt drive.
1jz-GE was installed on the following Toyota models:
- Toyota Mark II (Mark 2) / Toyota Chaser (Chaser) / Toyota Cresta (Cross)
- Toyota Mark II Blit (Mark 2 Blit)
- Toyota Progres
- Toyota Crown
- Toyota Crown Majesta
- Toyota Brevis
- Toyota Progres
- Toyota Soarer
- Toyota Verossa
1JZ-GTE
The first generation engines had two parallel ST12A turbochargers (Twin Turbo / Twin Turbo) under one common intercooler. The compression ratio in the cylinders was 8.5:1. Engine power 280 hp. or 210 kW at 6200 rpm. The torque (max) was 363 N*m at 4800 rpm. dimensions pistons and cylinders, piston stroke lengths are the same as the previous model 1jz-ge. 
The Yamaha logo was applied to the belt guard from the factory and means that production was jointly with this company. Since 1991, 1jz-gte engines have been installed on the Toyota Soarer GT (Toyota Soarer).
The second generation of produced engines began in 1996. The engine was already equipped with the VVT-i system, the compression ratio was significantly increased and amounted to 9.1:1. There was only one turbocharger, but bigger size. Improved valve gaskets coated with titanium nitrite were also installed, which reduced the friction force with the cams of the gas distribution mechanism.
The 1JZ-GTE engine was installed on the following cars:
Toyota Mark II / Chaser / Cresta modifications 2.5 GT TwinTurbo (1JZ-GTE) (JZX81), Tourer V (JZX90, JZX100), IR-V (JZX110), Roulant G (Cresta JZX100)
Toyota Soarer (JZZ30)
Toyota Supra (JZA70)
Toyota Verossa
Toyota Crown (JZS170)
1JZ-FSE
In 2000, 18 years ago, a new modification of the 1JZ series appeared. This engine had forced injection of gasoline - D4. The power of the unit was 197 hp, torque - 250 N*m. The model can operate on a lean mixture in a ratio from 20:1 to 40:1. This reduces fuel consumption.
2JZ-GE
Produced since 1991. Engine capacity is 3.0 liters. The cylinder diameter is 86 mm, the piston stroke length is also 86 mm.
The 1st generation 2Jz-ge engine had a conventional DOHC gas distribution mechanism with 4 valves per cylinder. Power - 220 hp. at crankshaft rotation speeds from 5800 to 6000 rpm. Maximum torque - 298 N*m at 4800 rpm.
2Jz-ge 2nd generation was equipped with a VVT-i gas distribution system and a DIS ignition system with one coil for 2 cylinders. Power increased by 10 hp. and amounted to 230 hp. at the same 5800-6000 rpm.
Installed on the following models:
- Toyota Altezza / Lexus IS 300
- Toyota Aristo / Lexus GS 300
- Toyota Crown/Toyota Crown Majesta
- Toyota Mark II
- Toyota Chaser
- Toyota Cresta
- Toyota Progress
- Toyota Soarer / Lexus SC 300
- Toyota Supra MK IV
2JZ-GE
The last model in this series, the JZ, was produced from 1991 to 2002. The power of the power unit was 280 hp. at a crankshaft rotation speed of 5600 rpm. Max torque - 435 N*m.
The VVT-i valve timing system began to be installed in this modification in 1997. Torque was increased to 451 N*m.
The Japanese government has limited the power of passenger car engines for use in its country to 280 hp. Export versions of engines and vehicles for the USA had a power of 321 hp.
During this time, Nissan successfully won FIA and N Touring Car racing competitions with the Nismo-developed RB26DETT and RB26DETT N1 engines. And the Toyota 2JZ-GE engine became their competitor.
Toyota 2JZ-GE was equipped with an automatic and manual transmission:
- Automatic transmission 4-speed Toyota A341E
- Manual transmission 6-speed Toyota V160 and V161 developed jointly with Getrag.
The engine was installed on cars:
- Lexus GS (JZS161);
- Toyota Aristo V(JZS161);
- Toyota Supra RZ(JZA80).
Repair and operation
The engines are designed to operate with fuel - AI-92 - AI-98. On 98-eighth gasoline it happens that it doesn’t start well, but it improves performance. 2 knock sensors are installed. There is no starting injector; the internal combustion engine crankshaft position sensor is located in the distributor.
Platinum spark plugs need to be replaced every 100,000 km, but to replace them you have to remove the top of the intake manifold.
The normal volume of engine oil is 5 liters. The volume of coolant is 8 liters. A standard fan is installed on the shaft of the internal combustion engine.
A vacuum air flow meter was installed. To replace the oxygen sensor, you will have to go through the engine compartment from the exhaust manifold.
Depending on the manner of operation, major engine repairs have to be done by some after 300,000 km, and by others after 350,000 km.
The main part in such engines that often breaks is the timing belt tensioner pulley. The oil pump (), which is similar to the VAZ one, also sometimes fails. Average consumption fuel - 11 liters per 100 km.
Video
This video is about all modifications of JZ engines from Toyota Motors: 1JZ-GE, 1JZ-GTE, 1JZ-FSE, 2JZ-GE, 2JZ-GTE, 2JZ-FSE.
How to replace spark plugs on JZ engines.
The Russian Volga car was equipped with a Toyota JZ-GE engine with an automatic transmission. The video shows a competition between a tuned Volga and a Toyota Camry.
Engine swap 2JZ-GE.
GE9X engine on a Boeing 747-400 flying laboratory
Specialists American company GE Aviation, during bench tests of the world's largest aircraft engine, the GE9X, discovered that during operation, some of its stator elements experienced increased loads. According to Aviation Week, these increased loads are the result of a small design miscalculation, which, however, is relatively easy to remove at the stage of development of the power plant. Due to a discovered miscalculation, the start of flight testing of the GE9X had to be postponed for some time.
GE Aviation has been developing the GE9X since 2012. The diameter of the fan of this engine is 3.4 meters, and the diameter of its air intake is 4.5 meters. For comparison, the diameter of the GE9X is only 20 centimeters smaller than the diameter of the fuselage of the Boeing 767 airliner and 76 centimeters larger diameter fuselage of the Boeing 737 airliner. The new power plant can develop thrust up to 470 kilonewtons. GE9X has extremely high degree bypass ratio - 10:1. This indicator allows the engine to maintain high power, consuming significantly less fuel compared to other engines.
The new engine will be installed on Boeing 777X passenger airliners, the world's largest twin-engine passenger aircraft. The length of the airliners, depending on the version, will be 69.8 or 76.7 meters, and the wingspan will be 71.8 meters. The plane will receive a folding wing, thanks to which it will be able to fit in a standard aircraft hangar. The folded wingspan of the B777X will be 64.8 meters. The maximum take-off weight of the aircraft will be 351.5 tons. The aircraft will be able to fly over a distance of up to 16.1 thousand kilometers.
To date, the GE9X engine has passed several stages of testing, and has been participating in certification tests since May last year. As a result of one of the checks, it turned out that the arms of the levers driving the rotating blades of the stator, which is located behind the blades of the 11-stage GE9X compressor and is responsible for smoothing and directing air flow, experience loads during engine operation that exceed the design ones. This could potentially lead to breakdowns. Other details about the discovered problem were not disclosed.
GE Aviation announced that experts have concluded that it is necessary to replace the stator drive arms. While new levers are being manufactured, experts intend to decide whether it is possible for an engine with such existing elements to begin flight tests. The American company also noted that the discovered miscalculation will not affect the timing of testing the Boeing 777X airliner, the first flight of which is scheduled for February 2019. Completion of powertrain certification will most likely not move forward either; it is scheduled for early 2019.
Once serial production begins, the GE9X will join the GE90 family of turbofan jet engines. Early last year it became known that General Electric had developed a powerful gas turbine power plant based on the commercially produced GE90-115B engine. The power plant used to create the power plant is still the world's largest serial aircraft engine, with a fan diameter of 3.3 meters.
The new gas turbine power plant was designated LM9000. Her electric power is 65 megawatts. The station can provide electricity to up to 6.5 thousand homes. After launch, the station is capable of reaching full operating power within ten minutes. GE has designed a new power plant to supply electricity to liquefied natural gas plants. natural gas. The company decided to use a serial turbofan engine as part of the power plant because this allows it to significantly reduce its cost.
Vasily Sychev