Toyota 2GR-FE/FSE/FKS 3.5 V6 Engine Specs, Problems, Reliability. Toyota’s 3.5-liter V6 gasoline engine for transverse mounting was presented in 2004. The 2GR-FE changed the previous 1MZ-FE V6 and legendary inline six 2JZ engines. The brand-new engine very soon became a popular option for mass-produced Toyota’s automobile such as Toyota Camry, Toyota Rav4, and Highlander. The 2GR includes the widespread application not just in Toyota’s models however likewise in Lexus automobiles with indication 350 (Lexus IS 350, GS 350, RX 350, and etc). By the way, the Lotus Evora S and Exige S were geared up exactly with that engine.
Like the 1GR-FE, the 2GR-FE has an open-deck type cast aluminum alloy cylinder block with spiny-type cast iron cylinder liners (sleeves). The V-angle between cylinder banks is 60 degrees. The liners are cast into the block product. The engine has a forged steel crankshaft with five counterweights and forged linking rods. The aluminum alloy pistons have resin-coated skirts to minimize friction. The engine block is equipped with oil jets which spray oil on the pistons and reduce their temperature level.
Toyota 2GR-FE/FSE/FKS 3.5 V6 Engine Specs, Problems, Reliability
Each cylinder head is a three-piece system: the cylinder head itself, the camshaft housing, and the valve cover. All parts are made of aluminum alloy. There are steel-laminate type head gaskets in between cylinder banks and heads. The engine has double overhead chain-driven camshafts (the consumption and exhaust camshafts for both cylinder banks). The main timing chain drives the intake camshafts only; the exhaust camshafts are driven by consumption camshafts via secondary chains. The valve timing is geared up with Toyota’s Double VVT-i system. The valves are actuated through roller rocker arms. The valve clearance is instantly changed by means of hydraulic lash adjusters (tappets).
The 2GR engine has a variable geometry intake manifold made from plastic. The Toyota’s ACIS differs the length of the intake manifold according to engine rpm by open and closes the consumption air control valve. The throttle valve is digitally managed by ETCS-I system (Electronic Throttle Control System – intelligent). The acceleration pedal does not have a physical connection with the throttle body, just position sensor, and wires. The engine got an L-type consecutive fuel injection system and Toyota’s DIS ignition. Each spark plug has a private ignition coil incorporated into the spark plug cap. The exhausts gases go out through the stainless-steel exhaust manifolds (headers) and a three-way catalytic converter on both sides.
The 2GR-FSE Engine
The 2GR-FSE engine is used mostly in Lexus and Japanese domestic automobiles. That variation includes Toyota’s D-4S twin injection system (direct and port fuel injection). The combination of the direct injection and traditional port injection needs different low- and high-pressure fuel systems. The engine also got new cylinder heads with high-pressure direct fuel injectors placed at the external side of the intake valves. The pistons have actually upgraded shape and are made of a hypereutectic aluminum alloy to stand up to high loads. Due to the ability to provide much better cooling of air-fuel mixture by direct fuel injection into the combustion chamber, the compression ratio was increased approximately 11.8:1. Like 2GR-FE, the engine is equipped with Toyota’s ETCS-I, ACIS, and DIS systems.
The 2GR-FKS Engine
The 2GR-FKS is the newest 3.5-liter V6 engine among all 2GR variations. It was first presented in 2015 as the replacement for the 2GR-FSE in Lexus vehicles. A couple of years later on, this engine ended up being a basic V6 engine for the Toyota Camry and Highlander. The brand-new engine is nothing but the advancement of the 2GR-FSE.
The engine kept the architecture and received the last Toyota’s sophisticated innovations in the engine development. The 2GR-FKS can change from Otto cycle to an Atkinson cycle operation for a better fuel economy. That is achieved by utilizing the VVT-iW on the consumption camshafts (Variable Valve Timing – Smart Wide). The engine still uses a variable exhaust valve timing (VVT-i). The engine was likewise equipped with the coil-on-plug ignition system DIS, ETCS-I, and ACIS. Like the 2GR-FSE, the 2GR-FKS has a combined direct injection and port fuel injection (Toyota’s D-4S). The significant modifications are observed in the exhaust system. Now, the exhaust manifolds are incorporated into the cylinder heads and the EGR circuit is cooled.
Toyota 2GR-FE/FSE/FKS 3.5 V6 Engine Problems and Reliability
Toyota performed a recall campaign for autos with 2GR-FE and 2GR-FSE produced up until 2010. The factor for that ended up being a problem with an oil leakage from the rubber hose pipe which feeds the VVT-i lubrication system. The producer changed that rubber part by a metal pipeline.
If the 2GR engine has a broken cylinder wall surface area, the entire cylinder block has to be replaced. The thin walls of the cylinder liners make the engine difficult to bore the block. The liners itself are cast into the aluminum engine block.
The 2GR-FSE engine features the getting too hot of the fifth cylinder. That is brought on by the design flaw. The problem leads to high oil usage initially and scratches appearance on cylinder wall later on. Now you know the expensive end of that story if you check out above.
The all GR family has a common problem with unreliable water pump and ignition coils. In some cases, they don’t last longer than 30-50k miles, which is really frustrating. The 2GR-FE has longevity about 200,000 miles (300,000 km). The 2GR-FSE and 2GR-FKS engines are more technically advanced, powerful, and fuel effective but less reputable.
Toyota 2GR-FE/FSE/FKS 3.5 V6 Engine Specs
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|Cylinder block material||Aluminum|
|Cylinder head material||Aluminum|
|Fuel system||Sequential fuel injection;
Direct injection + port injection
|Number of cylinders||6|
|Valves per cylinder||4|
|Bore, mm||94.0 mm (3.7 in)|
|Stroke, mm||83.0 mm (3.27 in)|
|Displacement, cc||3,456 (210.8 cu in)|
|Type of internal combustion engine||Four-stroke, naturally aspirated|
|Compression Ratio||10.8:1 – 2GR-FE;
11.8:1 – 2GR-FSE/FKS
|Power, hp||249-360 hp (183-265 kW)/6,000-6,600|
|Torque, lb ft||234-367 lb-ft (317-498 Nm)/3,200-4,800|
|Engine weight||360 lbs (163 kg)|
|Engine oil weight||5W-30|
|Engine oil capacity, liter||6.1|
|Oil change interval, mile||6,000 (10,000 km) or 12 month|
|Applications||Toyota Camry, Toyota RAV4, Toyota Highlander, Toyota Tacoma, Toyota Alphard, Toyota Aurion, Toyota Harrier, Toyota Mark X, Toyota Mark X Zio, Toyota Sienna, Toyota Venza, Toyota Crown, Toyota Estima/Previa, Toyota Avalon, Lexus GS 350, Lexus GS 450h, Lexus IS 350, Lexus ES 350, Lexus RX 350, Lexus RX 450h, Lotus Evora S/GTE, Lotus Exige S, Bolwell Nagari 300|
Toyota 2GR-FE/FSE/FKS 3.5 V6 Modifications
- 2GR-FXE. The 2GR-FXE engine includes the Atkinson cycle. It was based on the 2GR-FE and provided in the hybrid Lexus GS 450h, RX 450h, and Toyota Highlander Hybrid kind 2010 to 2015. That variation uses VVT-i, cooled EGR system and likewise the D-4S (direct and multi-port injection) in the Lexus GS 450h. The power output witout D-4S is 245 hp (183 kW), with D-4S – 292 hp (218 kW).
- 2GR-FXS. That is an unique version of the 2GR-FKS utilized in hybrid auto applications sins 2015. The power range is 308-338 hp (230-252 kW). The engine is provided in the Lexus GS 450h, RX 450h, and Toyota Highlander Hybrid.
- 2GR-FZE. The engine is a supercharged version of the 2GR-FE utilized in the Lotus Exige S, Lotus Evora S/GTE, and the TRD Aurion. The supercharged 2GR-FE was fitted with the belt-driven Eaton TVS (Twin Vortices System) four-lobe supercharger. Lotus cars were equipped with a supercharged 2GR-FSE engine by the Harrop HTV 1320 supercharger.