The GR series replaces the previous MZ V6 and JZinline-6, and in the case of light trucks the VZ V6.
Note: Power ratings have changed due to SAE measurement changes in 2005 (for the 2006 model year). Toyota rates engines on 87 pump octane, Lexus rates engines on 91 pump octane.
The 1GR-FE is the 4.0 L (3,956 cc) version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a bore and a stroke of 94 mm × 95 mm (3.70 in × 3.74 in). Output is 237 hp (240 PS; 177 kW) at 5200 rpm with 266 lb⋅ft (361 N⋅m; 37 kg⋅m) of torque at 4000 rpm when tuned for 87 octane, and 240 hp (179 kW; 243 PS) at 5200 rpm with 278 lb⋅ft (377 N⋅m; 38 kg⋅m) at 3700 rpm when tuned for 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 267 hp (199 kW; 271 PS) at 5600 rpm and 278 lb⋅ft (377 N⋅m; 38 kg⋅m) at 4400 rpm on 87 octane.[citation needed] 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. 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 was available on the Tacoma and FJ Cruiser but has been discontinued by Toyota.
The new 2015 Toyota HiLux receives a slightly different version of the single VVT-i engine, with the only change being a removal of an air intake baffle tank being replaced by a conventional air filter housing to intake pipe to surge tank style. The new intake pipe now contains resonators. Power output is unchanged.
First generation 1GR-FE variants with single VVT-i features Toyota's Acoustic Control Induction System. This system consists of a bulkhead to divide the intake manifold into two sections, and an intake air control valve (in the bulkhead) to control its effective length. When the engine is operating at moderate revolutions and under high load, an actuator closes the intake air control valve to increase the effective length of the intake manifold.
At other operating conditions, the intake air control valve opens up to reduce the effective length of the intake manifold.[1]
The 2GR-FE is a 3.5 L (3,456 cc) version.[2] Bore remains at 94 mm (3.7 in); but stroke is reduced to 83 mm (3.27 in). Reported output varies depending on the vehicle application, but is approximately 270 hp (201 kW; 274 PS) to 314 hp (234 kW; 318 PS) at 6200 rpm with 248 lb⋅ft (336 N⋅m) to 260 lb⋅ft (353 N⋅m) of torque at 4700 rpm on 87 octane (R+M/2).[3] This version features Toyota's Dual VVT-i, variable valve timing on both the intake and exhaust cams. The cams are driven using a timing chain.
Valves are driven by roller-follower rocker arms with low friction roller bearings, and a unique, concave cam lobe design to increase valve lift over the traditional shimless lifter type system of the 1GR-FE. This increases overall cylinder head height to accommodate the slightly taller roller rocker system. Moreover, the cylinder head is segmented into 3 parts: valve cover, camshaft sub-assembly housing, and cylinder head sub-assembly. As such, this valvetrain is used across all other GR engines with Dual VVT-i. Its service weight is 163 kg (359 lb).
The 2GR-FSE is a 3.5 L (3,456 cc) engine used in the Lexus IS, GS, Mark X and Crown and incorporates Toyota's latest D-4S twin injection fuel system. This system combines direct injection (949 cc (57.9 cu in)/min injectors) with traditional port injection (298 cc (18.2 cu in)/min injectors). Direct injection lowers the tendency to knock (detonation) and increases performance by reducing the charge intake temperature. Traditionally, direct injection engines require an in-engine mechanism such as swirl ports or specific piston crown shapes to increase air turbulence in the engine. These are in place to help achieve a homogeneous air-fuel mixture inside the cylinder at low RPM and high load, but these mechanisms inhibit performance at higher engine speeds. In the 2GR-FSE, port injection is used considerably to achieve the correct mixture without having in-engine restrictions, meaning the engine achieves specific power near the top of all naturally aspirated production gasoline engines in the world (68 kW (92.5 PS; 91.2 hp)/L, 234 kW (318 PS; 314 hp) in the Mark X). Toyota also developed a new type of injector for this engine. The dual fan spray pattern of the direct injectors is perpendicular to the piston travel with wide dispersion in the cylinder, which aids air and fuel mixture and therefore increases power and efficiency. The port injectors not only help improve the power and efficiency but they also help improve emissions, especially in the first 20 seconds after start-up (when the catalytic converter is in its warm-up stage). Compression ratio is 11.8:1.
The 2GR-FSE engine is rated at 227–236 kW (309–321 PS; 304–316 hp) at 6,400 RPM and 377–380 N⋅m (38–39 kg⋅m; 278–280 lb⋅ft) at 4,800 RPM.
2010 Toyota Highlander Hybrid, without D-4S (conventional multi-port indirect injection) 245 bhp (183 kW; 248 PS)
2012 Lexus GS 450h (GWL10), with D-4S (both multi-port indirect and direct injection) 292 bhp (218 kW; 296 PS)
2013 Toyota Crown Majesta, with D-4S (both multi-port indirect and direct injection) 292 bhp (218 kW; 296 PS)
2GR-FKS
The 2GR-FKS is a 3.5-litre (3,456 cc), 24-valve DOHC (with VVT-iW and VVT-i) V6 engine that combines the D-4S system from the 2GR-FSE with the simulated on-demand Atkinson cycle used in the 2UR-GSE and 8AR-FTS engines.[12] The 2GR-FKS and the 2GR-FXS selectively use direct and port injection.[13][14] This engine first appeared in the 2015 Lexus RX350.
In the Tacoma the engine specifications are 278 hp (207 kW; 282 PS) at 6000 rpm and 265 lb⋅ft (359 N⋅m) at 4600 rpm.[15]
In the Lexus RX 350 the engine specifications are 295 hp (220 kW; 299 PS) at 6300 rpm and 267 lb⋅ft (362 N⋅m) at 4700 rpm respectively.
In the Lexus IS350 and GS350 the engine specifications are 311 hp (232 kW; 315 PS) at 6600 rpm and 280 lb⋅ft (380 N⋅m) at 4800 rpm respectively.
Toyota 2GR-FKS engine in a Lexus GS350
Applications (calendar years):
2015–2023 Toyota Tacoma (GRN305/310/325/330)[15] 278 hp (207 kW; 282 PS)
The 3GR-FE is a 3.0 L (2,994 cc) version with Dual VVT-i, designed for RWD longitudinal mounting. Bore is 87.5mm while stroke is shared with the 2GR at 83 mm, with a compression ratio of 10.5:1. Output is 170 kW (228 hp; 231 PS) at 6,400 RPM, and 300 N⋅m (221 lb⋅ft) at 4,800 RPM.
Applications (calendar years):
2003 Toyota Crown (GRS182) (China, Asia-Pacific ex. Japan)
The 3GR-FSE adds D-4 direct injection. The 3GR-FSE engine is rated at 256 PS (188 kW; 252 hp) at 6,200 rpm and 32 kg⋅m (314 N⋅m; 231 lb⋅ft) at 3,600 rpm .
2006-2009 Toyota Mark X Supercharged 320 PS (235 kW; 316 hp)
4GR
4GR-FSE
2004 Toyota 4GR-FSE engine.
The 4GR-FSE is a 2.5 L (2,499 cc) version. Bore is 83 mm (3.27 in)[19] while stroke is reduced to 77 mm (3.03 in)[19] with a compression ratio of 12.0:1. Output is 203–215 PS (149–158 kW; 200–212 hp) at 6,400 RPM and 24.78–26.5 kg⋅m (243–260 N⋅m; 179–192 lb⋅ft) at 3,800 RPM. This version also features Dual VVT-i, variable valve timing on both the intake and exhaust cams and an improved D4 direct injection system.
The 5GR-FE is a 2.5 L (2,497 cc) version. Bore is 87.5 mm (3.44 in) while stroke is 69.2 mm (2.72 in) with a compression ratio of 10.0:1. Output is 145 kW (194 hp; 197 PS) at 6,200 RPM and 24.7 kg⋅m (242 N⋅m; 179 lb⋅ft) at 4,400 RPM. This version does not include direct injection, but does include Dual VVT-i. The 5GR-FE engine is only built in China for vehicles for the Chinese market. Using the same bore as the 3GR-FE which is also built in China it can be built on the same production line, thus reducing production cost.
The 6GR-FE is a 4.0 L (3,956 cc) version. Bore is 94 mm (3.7 in) while stroke is 95 mm (3.74 in). This version does not include direct injection, but does include Dual VVT-i and is similar to the updated Dual VVT-i 1GR-FE, engine output is 229 hp (171 kW; 232 PS) at 5,000 RPM and 345 N⋅m (35.2 kg⋅m; 254 lb⋅ft) at 4,400 RPM.
The 7GR-FKS is a 3.5 L (3,456 cc) version. Bore and stroke is 94 mm × 83 mm (3.70 in × 3.27 in). This version features a D-4S combined injection system (meaning it uses both MPFi and GDi) and includes Dual VVT-i and is similar to the 2GR-FKS, engine output is 278 hp (282 PS; 207 kW) at 6,000 RPM and 365 N⋅m (37.2 kg⋅m; 269 lb⋅ft) at 4,500 RPM.
The 8GR-FKS is a 3.5 L (3,456 cc) version. Bore and stroke is 94 mm × 83 mm (3.70 in × 3.27 in). The 8GR-FKS includes on-demand Atkinson cycle, engine output is 315 PS (232 kW; 311 hp) at 6,600 rpm and 380 N⋅m (280 lb⋅ft) at 4,800 rpm.
The 8GR-FXS is a 3.5 L (3,456 cc) version. Bore and stroke is 94 mm × 83 mm (3.70 in × 3.27 in) with a compression ratio of 13.0:1. Used in hybrid applications, and including on-demand Atkinson cycle, engine output is 295 hp (220 kW; 299 PS) at 6,600 RPM and 350 N⋅m (36 kg⋅m; 260 lb⋅ft) at 5,100 RPM. The 8GR-FXS uses a similar fuel setup to the 2GR-FKS, combining the D-4S system and the simulated on-demand Atkinson cycle used in the 2UR-GSE and 8AR-FTS engines. The intake camshafts are equipped with VVT-iW and the exhaust camshafts are equipped with VVT-i.
