Production 2002– | Configuration DOHC 60° V6 | |
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Manufacturer Toyota Motor Corporation Predecessor Toyota MZ engineToyota JZ engine (I6)Toyota VZ engine | ||
The Toyota GR engine family is an open-deck, V6 piston engine series. The GR series has a 60° die-cast aluminum block and aluminum DOHC cylinder heads. This engine series also features 4 valves per cylinder, forged steel connecting rods, one-piece cast camshafts, and a cast aluminum lower intake manifold. Some variants use multi-port fuel injection, some have D4 direct injection, and others have a combination of direct injection and multi-port fuel injection or D4-S.
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The GR series replaces the previous MZ V6 and JZ inline-6, and in the case of light trucks the VZ V6.
Note: Power ratings have changed due to SAE measurement changes for 2006 model year vehicles. Toyota rates engines on 87 pump octane, Lexus rates engines on 91 pump octane.
1GR-FE
The 1GR-FE is the 4.0 L (3956 cc) version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a 94 mm bore and a stroke of 95 mm. Output is 236 hp (176 kW) at 5200 rpm with 266 lb·ft (361 N·m) of torque at 4000 rpm on 87 octane, and 239 hp (178 kW) at 5200 rpm with 278 lb·ft (377 N·m) at 3700 rpm on 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 270 hp (201 kW) and 278 lb·ft (377 N·m) on 87 octane and 285 hp (213 kW) and 289 lb·ft (392 N·m) on 91 octane. 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. With these special thin liners it is impossible to bore the 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.
Applications with VVT-i (calendar years):
Applications with Dual VVT-i (calendar years):
2GR-FE
The 2GR-FE is a 3.5 L (3456 cc) version for transverse FWD, 4WD, or AWD mounting. Bore remains at 94 mm but stroke is reduced to 83 mm. Reported output varies depending on the vehicle application, but is approximately 268 hp (200 kW) to 296 hp (221 kW) 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). 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.
Applications (calendar years):
Supercharged (calendar years):
2GR-FSE
The 2GR-FSE is a 3.5L engine used in the Lexus IS, GS 350, Mark X and Crown incorporate Toyota's latest D-4S twin injection fuel system. This system combines direct injection (949cc/min injectors) with traditional port injection (298cc/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 (67 kW/L, 235 kW 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).
The 2GR-FSE engine is rated at 309 PS (227 kW; 305 hp) at 6,400 RPM and 38.4 kg·m (377 N·m; 278 lb·ft) at 4,800 RPM.
The engine's service weight is 174 kg.
The 2GR-FSE was on the Ward's 10 Best Engines list for 2006, 2007, 2008 and 2009.
Applications (calendar years):
Supercharged:
2GR-FXE
Atkinson cycle, VVT-i, uses cooled EGR system.
For the Lexus RX 450h, the compression ratio was 12.5 to 1. For the Lexus GS 450h, the compression ratio was 13.0 to 1.
Applications (calendar years):
2GR-FKS
The 2GR-FKS 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. The intake camshafts are equipped with VVT-iW and the exhaust camshafts are equipped with VVT-i. In the Tacoma the engine specifications are 207 kW (278 hp) at 6000 rpm and 359 N·m (265 lb·ft) at 4600 rpm. In the Lexus RX 350 the engine specifications are 220 kW (295 hp) at 6300 rpm and 362 N·m (267 lb·ft) at 4700 rpm respectively. In the Lexus GS350 the engine specifications are 232 kW (311 hp) at 6600 rpm and 380 N·m (280 lb·ft) at 4800 rpm respectively.
Applications (calendar years):
2GR-FXS
The 2GR-FXS is the hybrid version of the 2GR-FKS.
Applications (calendar years):
3GR-FE
The 3GR-FE is a 3.0 L (2994 cc) version with Dual VVT-i, designed for RWD longitudinal mounting. Bore is 87.5 mm while stroke is shared with the 2GR at 83 mm, with a compression ratio of 10.5:1. Output is 170 kW (228 hp) at 6,400 RPM, and 300 N·m (221 lb·ft) at 4,800 RPM.
Applications (calendar years):
3GR-FSE
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.
Applications (calendar years):
Supercharged
4GR-FSE
The 4GR-FSE is a 2.5 L (2499 cc) version. Bore is 83.0 mm while stroke is reduced to 77.0 mm 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.
Applications (calendar years):
5GR-FE
The 5GR-FE is a 2.5 L (2497 cc) version. Bore is 87.5 mm while stroke is 69.2 mm with a compression ratio of 10.0:1. Output is 145 kW (194 hp) 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.
Applications (calendar years):
6GR-FE
The 6GR-FE is a 4.0 L (3956 cc) version. Bore is 94.0 mm while stroke is 95.0 mm. This version does not include direct injection, but does include Dual VVT-i and is similar to the updated Dual VVT-i 1GR-FE.
Applications (calendar years):
8GR-FXS
The 8GR-FXS is a 3.5 L (3456 cc) version. Bore is 94.0 mm and stroke is 83.0 mm with a compression ratio of 13.0:1. Used in Hybrid applications, and including on-demand Atkinson cylcle, engine output is 295 hp (220 kW; 299 PS) at 6,600 RPM and 350 N·m (36 kg·m; 258 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.
Applications (calendar years):