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Toyota GR engine
Toyota GR engine
Toyota GR engine
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Toyota GR engine
1GR-FE engine in a Toyota FJ Cruiser
Overview
ManufacturerToyota Motor Corporation
Production2002–present
Layout
Configuration60° V6
Cylinder block materialDie-cast aluminium
Cylinder head materialAluminium
ValvetrainDOHC 4 valves/cyl with VVT-i and timing chain
Combustion
Fuel typeGasoline
Cooling systemWater cooled
Output
Power output236–317 hp (176–236 kW; 239–321 PS)
Torque output266–295 lb⋅ft (361–400 N⋅m)
Chronology
Predecessor
Successor

The Toyota GR engine family is a gasoline, open-deck, piston V6 engine series. The GR series has a 60° die-cast aluminium block and aluminium DOHC cylinder heads. The engine series also features 4 valves per cylinder, forged steel connecting rods and crankshaft, one-piece cast camshafts, a timing chain,[1] and a cast aluminium 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.

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 in 2005 (for the 2006 model year). Toyota rates engines on 87 pump octane, Lexus rates engines on 91 pump octane.

1GR

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1GR-FE

[edit]
1GR-FE engine in a 2007 Toyota FJ Cruiser
1GR-FE engine in a 2009 Toyota Land Cruiser Prado

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]

2016 Toyota Hilux V6 engine bay

Applications with VVT-i (calendar years):

Applications with Dual VVT-i (calendar years):

2GR

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2GR-FE

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2GR-FE engine in the 2008 Lexus RX 350

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 268 hp (200 kW; 272 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).

This engine has a robust aftermarket community and is a candidate for engine swaps, such as into the SW20 MR2.[4] It has primarily been used in K platform vehicles.

Applications (calendar years):

Supercharged (calendar years):

2GR-FSE

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2GR-FSE engine in the 2008 Crown

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.

The engine's service weight is 174 kg (384 lb).

The 2GR-FSE was on the Ward's 10 Best Engines list for 2006, 2007, 2008 and 2009.[7][8][9][10]

Applications (calendar years):

Supercharged:

  • 2009 Toyota Mark X +M Supercharger (265 kW (360 PS; 355 hp))[11]

2GR-FXE

[edit]

Atkinson cycle, VVT-i, uses cooled EGR system.

For the Lexus RX 450h, the compression ratio was 12.5:1. For the Lexus GS 450h, the compression ratio was 13.0:1.[12]

Applications (calendar years):

  • 2009–2015 Lexus RX 450h, (GYL10/15/16), without D-4S (conventional multi-port indirect injection) 245 bhp (183 kW; 248 PS)
  • 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

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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.[13] The 2GR-FKS and the 2GR-FXS selectively use direct and port injection.[14][15] This engine first appeared in the 2015 Lexus RX 350.

Toyota 2GR-FKS engine in a Lexus GS350

Applications (calendar years):

2GR-FXS

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The 2GR-FXS is the hybrid version of the 2GR-FKS.

Applications (calendar years; net combined horsepower listed):

3GR

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3GR-FE

[edit]
3GR-FE engine in the 2007 IS 300

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):

3GR-FSE

[edit]

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

[edit]

4GR-FSE

[edit]
2004 Toyota 4GR-FSE engine.

The 4GR-FSE is a 2.5 L (2,499 cc) version. Bore is 83 mm (3.27 in)[21]   while stroke is reduced to 77 mm (3.03 in)[21] 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

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5GR-FE

[edit]

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.

Applications (calendar years):

6GR

[edit]

6GR-FE

[edit]

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.

Applications (calendar years):

7GR

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7GR-FKS

[edit]

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.

Applications (calendar years):

8GR

[edit]

8GR-FKS

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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.

Applications (calendar years):

8GR-FXS

[edit]
8GR-FXS

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.

Applications (calendar years):

See also

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Wikimedia Commons has media related to Toyota GR engines.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota GR engine

View on Grokipedia
from Grokipedia
The Toyota GR engine family is a series of V6 gasoline engines developed and produced by Toyota Motor Corporation, featuring an all-aluminum open-deck cylinder block with cast-iron liners, a 60-degree bank angle, and aluminum dual overhead camshaft (DOHC) cylinder heads. Introduced in 2002 with the 1GR-FE variant for the Toyota Land Cruiser Prado (including the 4Runner in some markets for the 2003 model year), the GR series was designed as a versatile replacement for the earlier MZ lightweight V6, VZ heavy-duty V6, and JZ inline-six engine families, providing a balance of power, efficiency, and reduced weight through its compact aluminum construction. Spanning displacements from 2.5 liters to 4.0 liters across eight primary variants (1GR through 8GR), the engines incorporate advanced features such as forged steel crankshafts, polymer-coated aluminum pistons, and systems like Dual VVT-i or VVT-iW for optimized performance and emissions control. Fuel delivery options include multi-port (PFI), D-4 direct injection (DI), and the D-4S combining both for improved efficiency and power output, with some variants tuned for hybrid applications using an . Horsepower ratings vary by variant and application, typically ranging from 203 to 311 horsepower and torque from 243 to 387 Nm, enabling robust performance in demanding conditions. The GR engines have been widely applied in and vehicles, powering models such as the 4Runner, Tacoma, , Camry, Highlander, , , RAV4, and , GS, IS, and LS sedans and SUVs since their debut, while select supercharged versions like the 2GR-FZE have been supplied to Lotus for sports cars including the Evora and Exige. Over more than two decades of production, the series has earned a reputation for durability and versatility, supporting both transverse and longitudinal installations in passenger cars, trucks, and performance-oriented hybrids.

Introduction

Overview and Naming Convention

The Toyota GR engine family is a series of gasoline-powered V6 engines developed by Motor Corporation, characterized by a 60° cylinder bank angle, an open-deck aluminum engine block with liners, and aluminum dual overhead (DOHC) cylinder heads. Introduced in 2003 initially for the Japanese market, the GR series is designed for mid-size and luxury vehicles, including sedans, SUVs, vans, pickups, and luxury models under the brand, emphasizing a balance of performance, efficiency, and compactness. The naming convention for GR engines follows Toyota's standard alphanumeric system, where the "GR" designates the engine family, and a numeric prefix indicates the series based on displacement and design generation, such as 1GR for the 4.0 L base variant or 2GR for the 3.5 L variant. Suffixes after the hyphen specify fuel delivery and other features: -FE denotes multi-port fuel injection with economy-oriented DOHC design, -FSE indicates direct injection for enhanced efficiency, and -FXE or -FXS variants incorporate Atkinson cycle operation for hybrid applications. This system allows for clear differentiation among variants while maintaining consistency across Toyota's engine lineup. General specifications across the GR family include displacements ranging from 2.5 L (4GR) to 4.0 L (1GR and 6GR), with power outputs between 193 and 327 PS (approximately 190–322 hp) and torque from 236 to 400 Nm (approximately 174–295 lb⋅ft), depending on the configuration. All GR engines are water-cooled and employ timing chains for synchronization, contributing to their durability and low maintenance in applications from compact SUVs to full-size trucks. The aluminum construction throughout reduces overall weight compared to prior iron-block designs, aiding vehicle handling and fuel economy. The GR series primarily supersedes several older engine families in Toyota's portfolio, including the lightweight V6 MZ series, the heavy-duty V6 VZ series, the inline-six JZ series, and the straight-six G series, providing a unified V6 platform for C/D/E-segment vehicles and luxury models. This transition reflects Toyota's shift toward more versatile, aluminum-intensive V6 architectures to meet evolving demands for performance and emissions compliance in global markets.

Historical Development

The development of the Toyota GR engine family began in the early , with the series officially developed in December 2002 as a new generation of V6 gasoline engines designed to succeed earlier powerplants. The first production engine from the family, the 4.0-liter 1GR-FE, entered production in late 2002 for the and the 2003 . This 60° V6 layout carried over from predecessor designs like the MZ and VZ series to maintain packaging efficiency while introducing lighter aluminum construction. The GR family was motivated by the need for a more compact, lightweight V6 that could deliver improved and performance while complying with tightening global emissions standards, effectively replacing the heavier JZ inline-six, VZ heavy-duty V6, and MZ lightweight V6 families used in sedans, SUVs, and trucks. Following its initial applications, the GR series expanded with the 3.5 L 2GR-FE in 2005 for the and 350 (2007). The 3GR-FSE direct-injection variant was developed in 2003 for models like the 2004 sedan. Expansion into hybrid applications occurred in 2006 with the 2GR-FXE Atkinson-cycle variant introduced in the 450h, and later in the 2009 450h, enhancing the family's versatility for electrified powertrains. Throughout the 2010s, the GR series evolved to prioritize efficiency, exemplified by the 2015 introduction of the 2GR-FKS, which incorporated D-4S dual-injection technology for better combustion control and reduced emissions without sacrificing power. In the 2020s, the engines continued deployment in models such as the sedans and hybrids, adapting to regional demands for refined performance. As of 2025, production of the GR engine family has largely concluded, with remaining use in select applications such as the , as Toyota shifts to turbocharged four-cylinder and hybrid powertrains.

Core Design Features

Engine Block and Cylinder Head

The Toyota GR engine family utilizes a die-cast aluminum cylinder block featuring an open-deck design, which incorporates spiny-type liners fused into the aluminum for enhanced strength while minimizing overall weight. This achieves a service weight of approximately 163 kg for the 3.5 L variant, representing a reduction of roughly 40-50 kg compared to cast-iron block predecessors like the VZ series, thereby improving vehicle efficiency and handling. The block adopts a 60° V-bank configuration, promoting inherent balance, reduced , and a compact suitable for transverse and longitudinal installations across various vehicle platforms. Bore and stroke dimensions vary by to optimize performance characteristics, such as nearly square ratios in the 4.0 L version (94 mm bore × 95 mm ) for balanced power delivery. Cylinder heads are constructed from aluminum alloy with dual overhead (DOHC) architecture, featuring four valves per and integrated exhaust manifolds on both banks to facilitate efficient heat dissipation and closer coupling with catalytic converters for improved emissions control. Within the block, a forged crankshaft with five counterweights ensures smooth operation and high torsional rigidity, while forged connecting rods provide the durability required to withstand elevated loads and revs in performance-oriented applications.

Valve Train and Timing Systems

The Toyota GR series engines employ a dual overhead camshaft (DOHC) configuration with four valves per , totaling 24 valves across the V6 layout, to facilitate efficient and . This setup, combined with roller rocker arms equipped with needle roller bearings, minimizes friction losses in the , contributing to smoother operation and enhanced durability. The roller rockers are lubricated through dedicated oil delivery pipes integrated into the aluminum heads, ensuring compatibility with the , heat-dissipating aluminum construction. A key feature of the GR valvetrain is the Dual VVT-i (Variable Valve Timing-intelligent) system, which independently adjusts the timing of both and exhaust camshafts across the engine's RPM range for optimal and . In variants like the 2GR-FE, this allows up to 40° of camshaft advance and 35° of exhaust retard, while the 2GR-FKS extends this to 75° and 41.5° exhaust phasing, enabling better at low speeds and reduced pumping losses at higher loads. Compared to fixed systems, Dual VVT-i delivers fuel economy improvements of approximately 6% and low-to-medium RPM gains of up to 10%, as demonstrated in early implementations. The is driven by a robust timing system, featuring a two-stage with a primary (9.525 pitch) connecting the to the camshafts and secondary chains linking to the exhaust camshafts. Hydraulic maintain tension automatically; the primary tensioner incorporates a ratchet mechanism for precise control, while secondary ones use spring assistance, promoting maintenance-free operation typically lasting the engine's or up to 200,000 km under normal conditions. This -driven approach eliminates the need for periodic belt replacements, reducing long-term ownership costs. Non-hybrid GR variants incorporate the (), which uses a throttle-body-mounted to switch between short and long runners, enhancing low-speed by tuning the air frequency for better cylinder filling. At low-to-medium engine speeds, the closes to utilize longer runners for increased , opening at higher RPMs to reduce restrictions and support power delivery. This system complements the by broadening the curve without compromising high-end performance.

Fuel Injection and Ignition Technologies

The Toyota GR engine family employs varied fuel injection strategies tailored to performance and efficiency needs across its variants. The -FE models, such as the 2GR-FE and 3GR-FE, utilize multi-port (MPI), where fuel is injected into the intake ports for uniform distribution and vaporization, promoting reliable combustion and simpler system architecture. This approach supports even fuel-air mixing, particularly beneficial in naturally aspirated applications requiring consistent low- to mid-load operation. In contrast, the -FSE variants, including the 2GR-FSE and 4GR-FSE, incorporate Toyota's D-4 direct injection system, delivering fuel directly into the at high pressures up to 13 MPa via multi-hole injectors. This enables stratified charge combustion under light loads for improved efficiency and richer mixtures at full load to enhance power output, while reducing emissions through precise fuel metering. Later iterations in the -FKS series, such as the 2GR-FKS, advance to the D-4S dual-injection system, combining MPI with direct injection for synergistic operation. Under low-to-medium loads, both port and direct injectors activate to ensure stable and minimize carbon buildup on intake valves, a common issue with direct injection alone. At high loads, direct injection predominates to cool the intake charge and boost , while the electronic control module (ECM) modulates pressures—51-73 psi for port and 435-725 psi for direct—via for optimal delivery. This configuration yields approximately 5-10% gains in fuel economy and power compared to single-mode systems, alongside lower particulate emissions. Ignition across GR engines relies on a distributorless ignition system (DIS) with coil-on-plug architecture, featuring one ignition coil per cylinder for precise spark timing and energy delivery. Iridium-tipped spark plugs, such as Denso FK20HR11 types, are standard, offering extended durability over 100,000 miles due to the material's high melting point and resistance to wear, which supports reliable ignition in high-compression environments. These elements integrate with electronically controlled throttle bodies, which adjust airflow in real-time via the ECM to complement fuel delivery. In conjunction with variable valve timing (VVT-i), this setup optimizes combustion phasing for broader torque curves and reduced emissions.

2.5 L and 3.0 L Engines

3GR-FE

The 3GR-FE is a naturally aspirated 3.0-liter from Toyota's GR family, featuring a displacement of 2,994 cc achieved through a bore of 87.5 mm and a stroke of 83.0 mm, with a of 10.5:1. This engine employs standard multi-point (MPI) and Dual for improved efficiency and performance across operating ranges. It delivers a maximum output of 170 kW (228 hp) at 6,400 rpm and 300 Nm (221 lb⋅ft) of at 4,800 rpm, providing balanced power suitable for rear-wheel-drive luxury sedans. Introduced in 2006 for the 300 (GSE20), the 3GR-FE was designed primarily for longitudinal mounting in rear-wheel-drive platforms, emphasizing smooth operation and refinement for premium vehicles. Its aluminum block and heads contribute to a lightweight construction while maintaining durability, with the engine's system optimizing valve timing for better low-end response and high-rpm power. The 3GR-FE saw primary applications in the 300 from 2006 to 2013, where it powered the model in select markets including and the , offering a blend of performance and for executive sedans.

3GR-FSE

The 3GR-FSE is a 3.0-liter from Toyota's GR family, distinguished by its D-4 direct system, which enables precise control over the air-fuel mixture for improved combustion efficiency and power delivery. With a displacement of 2,994 cc, it features a bore of 87.5 mm and a stroke of 83.0 mm, paired with a of 11.5:1 to support higher performance under direct injection operation. This configuration allows the engine to achieve a maximum output of 188 kW (252 hp) at 6,200 rpm and 314 N⋅m (232 lb⋅ft) of at 3,600 rpm, emphasizing responsive acceleration suitable for sport-oriented vehicles. Introduced in 2004 specifically for the sedan, the 3GR-FSE was engineered with sporty tuning, including optimized and exhaust systems to enhance mid-range and high-rev power, aligning with the model's rear-wheel-drive platform for dynamic handling. The direct injection technology contributes to better fuel atomization and cooler charges, reducing knock and allowing the elevated without sacrificing reliability. This engine variant builds on the shared aluminum block design with the port-injected 3GR-FE, but prioritizes performance gains through its advanced fueling strategy. The 3GR-FSE found primary application in the from 2004 to 2009, where it powered rear-wheel-drive and all-wheel-drive configurations in the , delivering a balance of refinement and sportiness for premium sedans. It was also briefly used in the 300 during the mid-2000s, again targeted at , before being phased out in favor of larger-displacement options. Production of the engine ceased around 2012, reflecting Toyota's shift toward more efficient powertrains in subsequent models.

4GR-FSE

The 4GR-FSE is a 2.5-liter featuring direct via Toyota's D-4 system, designed for improved combustion efficiency and reduced emissions compared to port-injected counterparts. It has a displacement of 2,499 cc, achieved with a bore of 83.0 mm and stroke of 77.0 mm, paired with a of 12.0:1 to balance performance and fuel economy. The engine delivers power outputs ranging from 149 to 158 kW (203 to 215 PS) at 6,400 rpm and torque from 243 to 260 Nm at 3,800 to 4,800 rpm, depending on the application and market tuning. Introduced in 2007, the 4GR-FSE targeted family-oriented vehicles in the Japanese market, emphasizing fuel economy through its direct-injection technology and lightweight aluminum construction, which contributed to better and lower consumption in urban driving. This focus aligned with Toyota's broader efforts to meet stricter emissions standards while maintaining smooth V6 performance suitable for midsize sedans and wagons. Key applications include the sedan from 2004 to 2019, the 250 from 2005 to 2013, and the from 2008 to 2012, where it powered rear-wheel-drive configurations for premium midsize vehicles in and select export markets. The engine's compact design and responsive power delivery made it ideal for these vehicles, supporting Toyota's strategy for versatile, economical V6 propulsion in non-performance segments.

5GR-FE

The 5GR-FE is a 2.5-liter designed specifically for the Chinese market as an entry-level option within the GR family, emphasizing affordability and reliability for mid-size sedans. Produced from 2005 to 2017 at a factory in , it employs a simplified with multi-point (MPI) to meet the demands of budget-oriented vehicles in emerging markets. With a displacement of 2,497 cc achieved through a bore of 87.5 mm and a of 69.2 mm, the engine maintains a of 10.0:1 to balance performance and efficiency in everyday driving. It incorporates dual overhead camshafts (DOHC) with 24 valves, Dual VVT-i for , (ACIS), and Electronic Throttle Control System-intelligent (ETCS-i), contributing to smooth operation and moderate power delivery. The longitudinal layout suits rear-wheel-drive platforms common in Asian sedans. The 5GR-FE delivers 145 kW (197 PS; 194 hp) at 6,200 rpm and 242 N⋅m (178 lb⋅ft) of at 4,400 rpm, providing adequate for urban and highway use without the complexity of advanced injection systems. This output positions it as a detuned variant relative to larger GR engines, prioritizing cost-effectiveness over high performance. Primarily applied in China-focused models, the engine powered the Toyota Reiz sedan (X120 and X130 series, 2005–2017) and (S180 and S200 series, 2005–2015), where it served as the base V6 powerplant for value-driven luxury sedans. Its development reflects 's strategy to localize production and adapt GR technology for regional preferences in fuel economy and maintenance simplicity.

3.5 L Engines

2GR-FE

The 2GR-FE is a 3.5-liter from Toyota's GR family, designed for transverse mounting in front-wheel-drive vehicles and emphasizing smooth power delivery with multi-port for reliable performance across a broad range of applications. Introduced in 2004, it debuted in the 350, marking a shift to a more compact and efficient aluminum construction compared to prior V6 designs. This engine features Dual for optimized valve timing, contributing to its balanced torque curve suitable for sedans and crossovers. With a displacement of 3,456 cc, the 2GR-FE achieves its dimensions through a bore of 94.0 mm and a stroke of 83.0 mm, paired with a of 10.8:1 to support efficient on regular unleaded . The recommended engine oil viscosity varies by model year and region: SAE 5W-30 for early models (approximately 2005-2011) and SAE 0W-20 for later models (2012 onward). Power output varies by vehicle tuning and market, typically ranging from 268 to 295 hp at 6,200 rpm, with torque between 336 and 362 Nm (248–267 lb⋅ft) at 4,700 rpm, delivering responsive without excessive peakiness. The multi-port injection system ensures even distribution, enhancing drivability and longevity in everyday use. The 2GR-FE saw widespread adoption in Toyota and Lexus models, powering the from 2005 to 2012, where it provided refined highway performance. It also equipped the (2007–2017), (2008–2015), Lexus ES 350, often tuned for 268–300 hp to match each vehicle's character while maintaining fuel economy around 20 combined. Later evolutions incorporated D-4S direct injection in variants like the 2GR-FKS for improved efficiency.

2GR-FSE

The 2GR-FSE is a 3.5-liter featuring , designed to deliver high performance in luxury sports sedans through enhanced combustion efficiency and power output. It shares its aluminum block and architecture with the port-injected 2GR-FE variant but incorporates Toyota's D-4S (Direct injection 4-stroke Superior version) system, which uses dual injectors per cylinder for precise fuel delivery and improved throttle response. This configuration supports a higher of 11.8:1, contributing to its racing-inspired tuning for responsive acceleration and top-end power, drawing from Toyota's motorsport development influences in the GR series. With a displacement of 3,456 cc achieved via a bore of 94.0 mm and stroke of 83.0 mm, the engine produces 227–236 kW (304–316 hp) at 6,400 rpm and 377 Nm (278 lb⋅ft) of at 4,800 rpm, depending on the application and market tuning. The D-4S system enables stratified charge operation under light loads for better efficiency while optimizing homogeneous mixture for full-load performance, allowing the engine to achieve one of the highest specific outputs among naturally aspirated V6s of its era without . This setup emphasizes peak power delivery suited to rear-wheel-drive platforms, distinguishing it from more efficiency-focused GR variants. Introduced in 2005 for the IS 350, the 2GR-FSE marked Toyota's advancement in direct-injection technology for passenger vehicles, debuting with the D-4S system to balance performance and emissions compliance. It powered the second-generation IS 350 from 2006 to 2013, the GS 350 from 2006 to 2011, and the from 2008 to 2012, with additional use in select Australian-market models during that period. These applications highlighted its role in elevating sports sedan dynamics through superior mid-range and high-revving capability.

2GR-FXE

The 2GR-FXE is the first-generation 3.5 L V6 hybrid engine in Toyota's GR family, specifically adapted for integration with the system to prioritize fuel efficiency and seamless electric assistance in luxury vehicles. It employs an , characterized by late intake valve closing to expand the combustion stroke relative to the compression stroke, thereby improving while relying on electric motors for low-speed and . Introduced in 2008 for the second-generation Hybrid and in 2009 for the 450h, the engine uses port to minimize carbon deposits from frequent cold starts inherent to hybrid operation. With a displacement of 3,456 cc achieved via a bore of 94.0 mm and stroke of 83.0 mm, the 2GR-FXE operates at a of 10.0:1, tuned lower than non-hybrid GR variants to accommodate the Atkinson cycle's efficiency demands without risking knock under hybrid-assisted loads. Dual optimizes valve timing for the cycle, enabling variable intake duration to balance power and economy during transitions between and electric . This configuration supports the engine's role in delivering refined performance with reduced emissions, as the port injection system ensures consistent fuel atomization suited to the hybrid's operational profile. The alone produces approximately 200 kW (268 hp), while the combined output ranges from 245 to 292 hp depending on the setup and vehicle tuning, providing ample reserve for smooth overtaking and highway merging without compromising efficiency. In the 450h, for instance, the total achieves 295 hp through front and rear s augmenting the . This power integration emphasizes conceptual synergy over standalone performance, with the contributing to EPA ratings of around 26 mpg city and 32 mpg highway in applications like the RX 450h. Key applications include the 450h (2009–2015), where it powers the third-generation crossover in both front- and all-wheel-drive configurations, and the Hybrid (2008–2010), enhancing the midsize 's family-oriented hybrid lineup. The engine's design facilitated broader adoption in premium hybrids, underscoring Toyota's early emphasis on scalable hybrid for larger vehicles.

2GR-FKS

The 2GR-FKS is a 3.5-liter in Toyota's GR family, featuring a displacement of 3,456 cc achieved through a bore of 94.0 mm and stroke of 83.0 mm. It employs a of 11.8:1, enabling efficient combustion while supporting regular unleaded fuel in most applications. This engine incorporates a 24-valve DOHC with on the intake side for wide-range and on the exhaust side, optimizing performance across operating conditions. Introduced in 2015, the 2GR-FKS marked an evolution from the earlier 2GR-FE by integrating Toyota's D-4S dual system, which combines direct and port injection for improved fuel atomization, reduced emissions, and enhanced efficiency. The D-4S setup allows port injection during low-load scenarios to prevent carbon buildup on intake valves— a common issue with direct injection alone—while direct injection activates under high loads for precise fueling and power delivery. This design contributes to better , with reported improvements in fuel economy by up to 10% compared to port-injection-only predecessors in similar applications. Power output for the 2GR-FKS varies by application and tuning, typically ranging from 221–224 kW (296–300 hp) at 6,600 rpm and 362 Nm (267 lb⋅ft) of at 4,600 rpm in higher-output configurations. In truck-oriented setups, it delivers 207 kW (278 hp) at 6,000 rpm and 361 Nm (266 lb⋅ft) at 4,600 rpm, balancing capability with responsive (used until the 2023 in the Tacoma). These figures underscore the engine's versatility, providing strong mid-range for North American trucks and SUVs while maintaining refined operation in luxury vehicles. The 2GR-FKS debuted in the 2016 model-year midsize pickup, where it powers various trims with rear-wheel or four-wheel drive, supporting payloads up to 1,620 lb and towing up to 6,800 lb (2016–2023). It also equips the 2016–2022 Lexus RX 350 luxury , contributing to its EPA-estimated 20 mpg city/27 mpg highway fuel economy. Other North American applications include the (2016–2022) and (2017–2020), emphasizing its role in family-oriented trucks and SUVs with a focus on durability and efficiency.

2GR-FXS

The 2GR-FXS is a 3.5 L variant optimized for hybrid applications through tuning, which extends the intake stroke for enhanced thermal efficiency while maintaining compatibility with conventional operation via . Introduced in 2015 for the 450h, it incorporates Toyota's D-4S fuel injection system, blending port and direct injection to optimize combustion across operating conditions and reduce emissions. With a displacement of 3,456 cc achieved via a bore of 94.0 mm and stroke of 83.0 mm, the engine operates at a high of 13.0:1 to support its Atkinson configuration. Alone, it delivers 193 kW (259 hp) at 6,000 rpm and 336 N⋅m () of at 4,600 rpm; integrated with the hybrid , the system achieves up to 308 hp combined output per SAE standards. This setup prioritizes economy, enabling combined ratings around 31 mpg city/30 mpg highway in the RX 450h. Primary applications include the Lexus RX 450h from 2016 to 2022, where it powers the fourth-generation model's all-wheel-drive hybrid system. It also appeared in the Hybrid (2016–2019 models) for similar efficiency-focused use. The 2GR-FXS shares a hybrid architecture with the earlier 2GR-FXE but advances efficiency through D-4S injection in these modern implementations.

7GR-FKS

The 7GR-FKS is a 3.5 L V6 gasoline engine designed for Asian markets including , featuring advanced technologies to comply with stringent emissions standards while delivering refined performance for luxury vehicles. It incorporates D-4S direct and port fuel injection, Dual with VVT-iW on the intake side, and the ability to operate in or Atkinson cycle modes for improved efficiency and reduced emissions. This engine builds on the established 2GR-FKS architecture with updates to the ECU and injection system for better environmental performance in post-2020 Japanese regulations. With a displacement of 3,456 cc, bore × stroke dimensions of 94.0 × 83.0 , and a of 11.8:1, the 7GR-FKS emphasizes smooth power delivery and quiet operation suitable for premium JDM applications. It produces 206 kW (277 hp) at 6,000 rpm and 365 Nm (269 lb⋅ft) at 4,600 rpm, providing ample torque for sedan and luxury crossover use without sacrificing economy. The design prioritizes low-end responsiveness and NVH reduction, making it ideal for refined driving in urban and highway conditions common to Japanese luxury segments. Introduced in models from around 2015 onward for the Land Cruiser Prado and later for the HiAce, the 7GR-FKS has been applied in Japan-market vehicles like the Commuter and Granvia (since 2019), where it supports enhanced emissions compliance through optimized combustion and . These applications highlight its role in JDM luxury-oriented MPVs and commercial variants, focusing on , , and regulatory adherence rather than high-output performance.

8GR-FKS

The 8GR-FKS is a high-output 3.5 L in the GR family, optimized for performance sedans with an emphasis on refined D-4S system that combines and port injection for improved efficiency and power delivery. It shares technology, such as , with other GR family engines to enhance low-end torque and high-rpm performance. Introduced in 2017 for the 350 (Japanese market), and later in the from 2022, this engine represents a modern evolution of injection technology, delivering greater refinement over earlier FSE variants like the 2GR-FSE while providing higher power than the standard-tune 7GR-FKS for sportier applications. The engine has a displacement of 3,456 cc, with a bore of 94.0 mm and a of 83.0 mm, paired with a of 11.8:1 to balance power and efficiency. It produces 232 kW (311 hp) at 6,600 rpm and 380 Nm (280 lb⋅ft) at 4,800 rpm, enabling responsive suited to executive sedans with sporty tuning. Primary applications include the from 2022, particularly in JDM models with latest tuning for enhanced responsiveness, as well as equivalents in Asian markets like the LS 350 for premium performance.

8GR-FXS

The 8GR-FXS is a 3.5-liter V6 engine designed specifically for hybrid applications, featuring a displacement of 3,456 cc achieved through a bore of 94.0 mm and a stroke of 83.0 mm. It employs Toyota's D-4S system, combining direct and port injection for optimized , along with DOHC valvetrain, 24 valves, and VVT-iW with intelligence and wide operation. Operating on the , the engine achieves a of 13.0:1, which enhances in hybrid pairings while maintaining smooth power delivery. In terms of performance, the 8GR-FXS produces 220 kW (299 PS; 295 hp) at 6,600 rpm and 356 N⋅m (263 lb⋅ft) of at 5,100 rpm from the engine alone, contributing to combined system outputs reaching up to 359 hp in hybrid configurations. This setup prioritizes fuel economy and low emissions, with the D-4S system enabling flexibility for electric (PHEV) adaptations by improving cold-start performance and stratified charge operation. The engine's aluminum block and heads contribute to a lightweight design, supporting Toyota's goals for reduced vehicle weight in electrified powertrains. Introduced in 2017, the 8GR-FXS debuted in the fifth-generation 500h luxury sedan, marking a significant advancement in Toyota's hybrid V6 technology. It evolved from the earlier 2GR-FXS by incorporating refined tuning and enhanced for improved EV range in hybrids. Subsequent applications include the 500h from 2017 and the fifteenth-generation Hybrid in starting in 2018, where it pairs with multi-stage hybrid transmissions for seamless power blending. As of 2025, the engine continues in these models and is slated for upcoming luxury vehicles, aiding compliance with stringent global emissions standards through its high-efficiency hybrid integration.

4.0 L Engines

1GR-FE

The 1GR-FE is a 4.0 L V6 engine from Toyota's GR family, with a displacement of 3,956 cc achieved through a bore of 94.0 and a of 95.0 , paired with a of 10.0:1. This configuration supports a robust aluminum block with cast-iron liners, double overhead camshafts, and four valves per cylinder, emphasizing durability for longitudinal mounting in rear-wheel-drive and four-wheel-drive off-road vehicles. In installations such as the Land Cruiser, the engine is longitudinally mounted centrally in the engine bay, featuring an intake manifold on top, individual coil packs, and accessory components like the alternator and power steering pump on the sides. Power output for the 1GR-FE varies by application and market tuning, ranging from 176–203 kW (236–272 hp) at 5,200–5,600 rpm, with torque delivery between 361–376 Nm (266–277 lb⋅ft) at 4,000 rpm. The engine's design prioritizes low-end for and off-road performance, incorporating features like a forged and optimized shapes to handle high loads in rugged conditions. It employs sequential multiport for reliable operation in dusty environments. Introduced in 2002 for the Land Cruiser Prado J120 series (2002–2009) and continued in the J150 series (2009–2023), the 1GR-FE was engineered with a focus on torque-oriented tuning to meet the demands of pickup and applications in challenging terrains. It was also used in some Land Cruiser 200 series models in select markets. Key vehicle applications include the (2006–2014), where it powered the model's off-road capabilities with outputs up to 239 hp and 278 lb⋅ft. The engine also features in the Land Cruiser Prado, providing sustained reliability across multiple generations for global markets. Additionally, it equipped the 4Runner (2003–2024), Tacoma (2005–2023), and Hilux (2004–present), supporting their construction for trail and highway use.
SpecificationDetails
Displacement3,956 cc
Bore × Stroke94.0 mm × 95.0 mm
Compression Ratio10.0:1
Power Output176–203 kW (236–272 hp) @ 5,200–5,600 rpm
Torque361–376 Nm (266–277 lb⋅ft) @ 4,000 rpm
Fuel SystemSequential multiport fuel injection (MPI)
ValvetrainDOHC, 24-valve with

6GR-FE

The 6GR-FE is a 4.0 L (3,956 cc) V6 engine in Toyota's GR series, designed as a reliable workhorse for commercial applications with simplified tuning for economy and durability. It features a bore of 94.0 mm and a stroke of 95.0 mm, resulting in its displacement, along with a of 10.0:1 to balance performance and efficiency in fleet use. The engine employs basic multi-point (MPI) and dual for optimized valve timing, contributing to its focus on low-end torque suitable for heavy-duty vans and minibuses. Output from the 6GR-FE stands at 171 kW (229 hp) at 5,000 rpm and 345 Nm (254 lb⋅ft) of torque at 4,400 rpm, providing adequate power for loaded commercial operations without emphasizing high-rev performance. This configuration prioritizes and over peak power, making it ideal for prolonged use in demanding environments. The engine shares its aluminum with the 1GR-FE, allowing for cost-effective while adapting the tuning for lower-output, economy-focused roles in vans rather than SUVs. Introduced in 2013, the 6GR-FE was developed specifically for Asian commercial vehicles, assembled at Toyota's Chinese plant to meet regional fleet needs with its straightforward MPI system and robust construction. Primary applications include the minibus (B40 series, 2013–present), where it powers longitudinal layouts in high-capacity transport for urban and intercity routes. Its deployment extends to Southeast Asian commercial use in similar vans and shuttles, supporting Toyota's emphasis on reliable, low-maintenance powertrains for business operators.

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