Toyota GR engine

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Toyota GR engine
1GR-FE
ManufacturerToyota Motor Corporation
Production2002–
PredecessorToyota MZ engine
Toyota M engine
Toyota JZ engine
Toyota VZ engine
Toyota G engine

The Toyota GR engine family is an open-deck, die-cast V6 piston engine series. The GR series has a 60° aluminum block and aluminum DOHC cylinder heads. Some versions use MFI, some have direct gasoline injection, and some have a combination of direct injection and MFI. This engine series also has 4 valves per cylinder, features forged steel connecting rods, one-piece cast camshafts, and a cast aluminum lower intake manifold.

Note: power ratings have changed due to SAE measurement changes.

1GR-FE[edit | edit source]

1GR-FE 4.0L V6 from a 2007 Toyota FJ Cruiser

The 1GR-FE is the 4.0L version. Bore is 94 mm and stroke is 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 single VVT-i, variable valve timing, system and a compression ratio of 10.0:1. 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 such 2 passages for each bank for a total of 4. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.

Applications:

2GR-FE[edit | edit source]

The 2GR-FE is a 3.5 L (3456 cc) version. 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) at 6200 rpm with 248 lb·ft (336 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. 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.

Applications:

2GR-FSE[edit | edit source]

The 2GR-FSE engine used in the Lexus IS 350 incorporates Toyota's D4-S twin injection system. This system combines gasoline direct injection with traditional port injection. Using direct injection and port injection simultaneously facilitates more precise mixing of air and fuel under low and medium load conditions for greater efficiency, while high load conditions dictate the use of direct injection alone for maximum power. The 2GR-FSE engine is rated at 315 PS (311 hp/232 kW) at 6,400 RPM and 38.4 kg·m (

  1. REDIRECT Template:Convert/N.m ftlbf) at 4,800 RPM.

The 2GR-FSE was on the Ward's 10 Best Engines list for 2006, 2007, 2008 and 2009.

Applications：

3GR-FE[edit | edit source]

The 3GR-FE is a 3.0 L (2994 cc) version with dual VVT-i. 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 ft·lbf) at 4,800 RPM.

Applications:

3GR-FSE[edit | edit source]

The 3GR-FSE adds gasoline direct injection, referred to by Toyota as "D-4". The 3GR-FSE engine is rated at 256 PS (252 hp/188 kW) at 6,200 RPM and 32 kg·m (

  1. REDIRECT Template:Convert/N.m ftlbf) at 3,600 RPM.

Applications:

4GR-FSE[edit | edit source]

The 4GR-FSE is a 2.5 L (2499 cc) version. Bore is 83.1 mm while stroke is reduced to 76.9 mm. Output is 215 PS (212 hp/158 kW) at 6,400 RPM and 26.5 kg·m (

  1. REDIRECT Template:Convert/N.m ftlbf) at 3,800 RPM. This version also features "dual-VVT-i", variable valve timing on both the intake and exhaust cams and gasoline direct injection.

Applications:

5GR-FE[edit | edit source]

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 (

  1. REDIRECT Template:Convert/N.m ftlbf) at 4,400 RPM. This version does not include direct injection (D-4), but does include Dual VVT-i.

Applications:

See also[edit | edit source]

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