Engines Toyota series GR - gasoline engines Toyota V6. The GR series engines consist of a die-cast aluminum engine block with an aluminum cylinder head with two camshafts. Structurally, the angle between the pistons is 60 degrees. Injection engine with four valves per cylinder, forged connecting rods, one-piece cast camshaft and cast aluminum intake manifold. The GR series engines have replaced engines such as the V-6 and in-line 6, as well as the V6 VZ used on light trucks.

1GR-FE

From Wikipedia, the free encyclopedia

Toyota GR Series Engines- Toyota V6 petrol engines. MZ series engines consist of a die-cast aluminum engine block with an aluminum cylinder head with two camshafts. Structurally, the angle between the pistons is 60 degrees. Injection engine with four valves per cylinder, forged connecting rods, one-piece cast camshaft and cast aluminum intake manifold. The GR series engines have replaced engines such as the V-6 and in-line 6, as well as the V6 VZ used on light trucks.

1GR-FE

The 1GR-FE engine has a displacement of 4.0 L (3956 cc), and is designed for installation in rear-wheel drive and 4WD pickups. Bore 94 mm and stroke 95 mm. Engine power 239 HP (178 kW) at 5200 rpm, torque 377 Nm at 3700 rpm at 91 octane. Engine power dropped after implementation by the Society of Automotive Engineers new system power measurements, so Toyota's engines dropped the most at 87 octane, compared to the same engines used in Lexus at 91 octane. These engines use the system gas distribution Toyota VVT-i. Compression ratio 10.0: 1. The total mass of the engine is 166 kg.

The updated version of this engine offers the Dual VVT-i system, and the power of these engines is 285 hp. (213 kW) and a torque of 392 Nm at 91 octane. The 1GR engines use a "taper-squish" combustion chamber design with matching pistons to maximize engine performance and fuel efficiency. The engine also has special cast iron sleeves that protect the block, and in some cases, their serious damage leads to the replacement of the block. To increase block rigidity, the 1GR has high temperature plastic insulators that fill the empty space between the outside of the cylinders and the block. To improve the efficiency of the cooling system, the 1GR uses water channels between the engine cylinders, maintaining the engine temperature uniform throughout the entire volume.

The 2GR-FSE engine has 309 hp. (227 kW) at 6400 rpm and 377 Nm of torque at 4800 rpm. The gross engine weight is 174 kg.

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

The turbocharged engine was a 2009 Toyota Mark X + M Supercharger (355 hp, 265 kW).
The 2GR-FSE engine was installed on:

• Toyota Crown Athlete (GRS184, 315 PS (232 kW) and 377 Nm @ 4800 rpm, 2006)
• Lexus GS 350 (GRS191 / 196, 2005)
• Lexus GS 450h (GWS191, 2005)
• Lexus IS 350 (GSE21 / 26/31/36, 2005)
• Lexus IS 300 (GSE37, 255 hp (190 kW) and 320 Nm @ 2000-4800 rpm, 2015)
• Toyota Crown Athlete (GRS204, 2008)
• Toyota Crown Hybrid (GWS204, 2008)
• Toyota Mark X (GRX133, 318 PS (234 kW) and 380 Nm @ 4,800 rpm, 2009)
• Lexus IS 350 ° C (GSE21, 2009)
• Lexus GS 350 (2011)
• Lexus IS 350 (GSE31, 2013)
• Lexus RC 350 (2014)

2GR-FXE

The 2GR-FXE engine was installed on:

• 2010 Lexus RX 450h, (GYL10 / 15/16), without D-4S system (conventional injector) 183 kW (245 hp)
• 2010 Toyota Highlander Hybrid, no D-4S system (conventional injector) 183 kW (245 hp)
• 2012 Lexus GS 450h (GWL10), with D-4S (indirect and direct injection) 218 ​​kW (292 hp)
• 2013 Toyota Crown Majesta

2GR-FKS

The 2GR-FKS engine combines the D-4S system from the 2GR-FSE engine with the systems required to support the Atkinson cycle used on the 2UR-GSE and 8AR-FTS engines. The intake camshafts are equipped with the VVT-iW system, the exhaust camshafts are VVT-i. On Tacoma cars, the engine develops a power of 278 hp. (207 kW) at 6000 rpm and 359 Nm of torque at 4600 rpm. On the Lexus RX 350, the power was 295 hp. (220 kW) at 6300 rpm, torque 362 Nm at 4700 rpm. On the Lexus GS350, power and torque were 311 hp. (232 kW) at 6600 rpm and 380 Nm at 4800 rpm, respectively.

The 2GR-FKS engine was installed on:

2GR-FXS

The 2GR-FXS engine is a hybrid version of the 2GR-FKS. It was installed on 2015 Lexus RX 450h (GYL20 / 25).

3GR

3GR-FE

The 3GR-FE engine is 3.0 liters (2994 cc) and is a Dual VVT-i version for rear wheel drive vehicles. Bore 87.5 mm and stroke 83 mm, compression ratio 10.5: 1. Engine power 228 HP (170 kW) at 6400 rpm, torque 300 Nm at 4800 rpm.

The 3GR-FE engine was installed on:

• 2003 Toyota Crown (GRS182) (China, Asia Pacific excluding Japan)
• 2005 Toyota Reiz (GRX121) (China)
• 2005 Lexus GS 300 (GRS190) (Middle East, Asia Pacific excluding Japan)
• 2007 Lexus IS 300 & IS 300 ° C (GSE22) (Middle East, Asia Pacific excluding Japan)

3GR-FSE

The 3GR-FSE engine has a D-4 fuel delivery system. The 3GR-FSE engine has a capacity of 256 hp. (188 kW) at 6200 rpm, a torque of 314 Nm at 3600 rpm. The turbocharged engine was a Toyota Mark X Supercharged (320 hp, 2006-2009).

The 3GR-FSE engine was installed on:

• Toyota Mark X (GRX121) (Japan, 2004)
• Toyota Crown Royal & Athlete (GRS182 / 183) (Japan, 2003)
• Lexus GS 300 (GRS190 / 195) (Europe & North America, 2005)
• Toyota Crown Royal (GRS202 / 203) (Japan, 2008)

4GR-FSE

The 4GR-FSE engine has a displacement of 2.5 liters (2499 cc). Bore 83mm and stroke 77mm, compression ratio 12.0: 1. Engine power 207 HP (152 kW) at 6400 rpm, torque 260 Nm at 3800 rpm. These engines use Dual VVT-i and D4 direct injection systems.

The 4GR-FSE engine was installed on:

• Toyota Crown Royal & Athlete (GRS180 / 181, Japan, 2003)
• Toyota Mark X (GRX120 / 125, Japan, 2004)
• Lexus IS 250 & IS 250 ° C (GSE20 / 25, 2006)
• Toyota Crown Royal & Athlete (GRS200 / 201, Japan, 2008)
• Toyota Mark X (GRX130 / 135, Japan, 2009)
• Lexus GS250 (2012)

5GR-FE

The 5GR-FE engine has a displacement of 2.5 liters (2497 cc). Bore 87.5 mm and stroke 69.2 mm, compression ratio 10.0: 1. Engine power 194 HP (145 kW) at 6200 rpm, a torque of 242 Nm at 4400 rpm. These engines do not use a direct injection system, but have a Dual VVT-i valve timing system. The 5GR-FE was only built in China and for the Chinese market. Sharing the same bore as the 3GR-FE, both engines were built on the same production line, which reduces production costs.

The 5GR-FE engine was installed on:

• Toyota Reiz (GRX122, China, 2005)
• Toyota Crown (GRS188, China, 2005)

6GR-FE

The 6GR-FE engine has a displacement of 4.0 liters (3956 cc). Bore 94 mm and stroke 95 mm, compression ratio 10.0: 1. Engine power 194 HP (145 kW) at 6200 rpm, a torque of 242 Nm at 4400 rpm. These engines do not use a direct injection system, but have a Dual VVT-i valve timing system. Overall, the engine is similar to the 1GR-FE with the Dual VVT-i system.

The 6GR-FE engine was installed on the Toyota Coaster (GRB53, China, 2013).

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Notes (edit)

Excerpt from Toyota GR Engine

From the drummer, who, on Denisov's orders, was given vodka, mutton and whom Denisov ordered to dress in a Russian caftan, so that, without sending him out with the prisoners, he would be left with the party, Petya's attention was diverted by the arrival of Dolokhov. Petya in the army heard many stories about Dolokhov's extraordinary courage and cruelty with the French, and therefore since Dolokhov entered the hut, Petya, without taking his eyes off, looked at him and was more and more encouraged, twitching his raised head so as not to be unworthy even of such a society as Dolokhov.
Dolokhov's appearance strangely struck Petya with its simplicity.
Denisov dressed in chekmen, wore a beard and on his chest the image of Nicholas the Wonderworker, and in his manner of speaking, in all his receptions, showed the peculiarity of his position. Dolokhov, on the contrary, before, in Moscow, who wore a Persian suit, now had the appearance of the most prim guards officer. His face was clean-shaven, he was dressed in a guards' quilted coat with Georgy in his buttonhole and in a simple cap, which he was wearing straight. He took off his wet cloak in the corner and, going up to Denisov, without greeting anyone, immediately began to inquire about the case. Denisov told him about the plans that large detachments had for their transport, and about sending Petya, and about how he responded to both generals. Then Denisov told everything he knew about the position of the French detachment.
“This is so, but you need to know what and how many troops,” said Dolokhov, “you will have to go. Without knowing exactly how many of them there are, you can't get into business. I like to do things neatly. Now, if any of the gentlemen would like to go with me to their camp. I have my uniforms with me.
- I, I… I will go with you! - Petya cried out.
“You don’t need to go at all,” said Denisov, turning to Dolokhov, “and I’ll never let him in.”
- That's great! - Petya cried out, - why shouldn't I go? ..
- Yes, because there is no need.
“Well, excuse me, because… because… I'm going, that's all. Will you take me? - he turned to Dolokhov.
- Why ... - Dolokhov answered absentmindedly, peering into the face of the French drummer.
- How long have you had this young fellow? - he asked Denisov.
- Today they have taken it, but they know nothing. I left him pg "and myself.
- Well, what are you doing with the rest? - said Dolokhov.
- How where? Denisov cried out, suddenly blushing, and I will boldly say that there is not a single person on my conscience. than the magician "aat, I pg" yamo say, the honor of a soldier.
- Here's a young count at sixteen years old to say these courtesies, - said Dolokhov with a cold grin, - but it's time for you to leave that.
“Well, I’m not saying anything, I’m just saying that I will certainly go with you,” Petya said timidly.
“And it's time for you and me, brother, to give up these pleasantries,” Dolokhov continued, as if he found particular pleasure in talking about this subject, which annoyed Denisov. - Well, why did you take this to yourself? He said, shaking his head. - Then why do you feel sorry for him? After all, we know these your receipts. You send a hundred of them, and thirty will come. They will die of hunger or beaten. So is it all the same not to take them?
Esaul, screwing up his bright eyes, nodded his head approvingly.
- It's all g "avno, there is nothing to argue here. I don’t want to take on my soul. If only not from me.
Dolokhov laughed.
- Who didn't tell them to catch me twenty times? But they will catch me and you, with your chivalry, all the same on the aspen. He paused. - However, we must do the job. Send my Cossack with a pack! I have two French uniforms. Well, are we going with me? - he asked Petya.
- I AM? Yes, yes, certainly, ”Petya cried, blushing almost to tears, glancing at Denisov.
Again, while Dolokhov was arguing with Denisov about what to do with the prisoners, Petya felt awkward and haste; but again he did not have time to understand well what they were talking about. “If big, famous people think so, then it must be so, so it’s good,” he thought. - And most importantly, Denisov must not dare to think that I will obey him, that he can command me. I will certainly go with Dolokhov to the French camp. He can, and I can. "
To all Denisov's convictions not to travel, Petya replied that he, too, was used to doing everything neatly, and not at random by Lazar, and that he never thought about danger to himself.
- Because, - you must agree yourself, - if you don't know exactly how many there are, life depends on it, maybe hundreds, and here we are alone, and then I really want this, and I will certainly, I will definitely go, you will not hold me back. , - he said, - it will only get worse ...

Dressed in French greatcoats and shako, Petya and Dolokhov drove to the clearing from which Denisov was looking at the camp, and, leaving the forest in perfect darkness, went down into the hollow. Having driven down, Dolokhov ordered the Cossacks accompanying him to wait here and rode at a large trot along the road to the bridge. Petya, freezing with excitement, rode beside him.
“If we get caught, I won’t give myself up alive, I have a gun,” Petya whispered.
“Don't speak Russian,” Dolokhov said in a quick whisper, and at that very moment in the darkness a call was heard: “Qui vive?” [Who is coming?] And the clink of the gun.
The blood rushed to Petya's face, and he grabbed the pistol.
- Lanciers du sixieme, [Lancers of the 6th regiment.] - said Dolokhov, not shortening or adding to the horse's speed. The black figure of the sentry stood on the bridge.
- Mot d "ordre? [Review?] - Dolokhov held the horse and rode at a walk.
- Dites donc, le colonel Gerard est ici? [Tell me, is Colonel Gerard here?] He said.
“Mot d" ordre! ”Said the sentry without answering, blocking the road.
- Quand un officier fait sa ronde, les sentinelles ne demandent pas le mot d "ordre ..." Dolokhov shouted, suddenly bursting into flames, running into the sentry. "Je vous demande si le colonel est ici? recall ... I ask if the colonel is here?]
And, without waiting for an answer from the straying sentry, Dolokhov walked up the hill at a step.
Noticing the black shadow of a man crossing the road, Dolokhov stopped this man and asked where the commander and officers were? This man, with a sack on his shoulder, a soldier, stopped, approached Dolokhov's horse, touching it with his hand, and simply and amiably told that the commander and officers were higher on the mountain, with right side, in the yard of the farm (as he called the master's estate).
Having passed along the road, on both sides of which the French dialect sounded from the fires, Dolokhov turned into the courtyard of the manor house. Having passed through the gate, he dismounted from his horse and went up to a large blazing fire, around which several people were sitting, talking loudly. Something was boiling in a pot on the edge, and a soldier in a cap and a blue greatcoat, kneeling, brightly lit by fire, was stirring in it with a ramrod.
- Oh, c "est un dur a cuire, [You can't get along with this devil.] - said one of the officers sitting in the shade on the opposite side of the fire.
- Il les fera marcher les lapins ... [He will go through them ...] - another said with a laugh. Both fell silent, peering into the darkness at the sound of Dolokhov and Petya's footsteps, approaching the fire with their horses.
- Bonjour, messieurs! [Hello, gentlemen!] - Dolokhov said loudly, clearly.
The officers stirred in the shadow of the fire, and one, a tall officer with a long neck, avoiding the fire, approached Dolokhov.
“C" est vous, Clement? "He said." D "ou, diable ... [Is that you, Clement? Where the hell ...] - but he did not finish, having learned his mistake, and, slightly frowning, as if he were a stranger, he greeted Dolokhov, asking him how he could serve. Dolokhov said that he and his comrade were catching up with their regiment, and asked, addressing everyone in general, if the officers knew anything about the sixth regiment. Nobody knew anything; and it seemed to Petya that the officers began to examine him and Dolokhov with hostility and suspicion. Everyone was silent for a few seconds.
- Si vous comptez sur la soupe du soir, vous venez trop tard, [If you are counting on dinner, then you are late.] - said the voice from behind the fire with a restrained laugh.
Dolokhov replied that they were full and that they needed to drive on at night.
He handed the horses over to the soldier in the bowler hat and squatted down by the fire next to the long-necked officer. This officer, without taking his eyes off, looked at Dolokhov and asked him again: what kind of regiment was he? Dolokhov did not answer, as if he had not heard the question, and, lighting a short French pipe, which he took out of his pocket, he asked the officers how safe was the road from the Cossacks ahead of them.

Toyota 2GR-FE / FSE / FXE / FZE 3.5 liter engine.

Toyota 2GR engine specifications

Faults and engine repair 2GR-FE / FSE / FXE / FZE

The 2GR engine was developed in 2005 as a replacement for the 3MZ-FE, based on the 4-liter, by reducing the piston stroke from 95 mm to 83 mm. (By adjusting the geometry, 3GR, 4GR, 5GR were also created). The cylinder block is 2GR aluminum with cast iron liners, the camber angle of the cylinders is 60 °, the pistons are light T-shaped, the connecting rods are forged. The timing drive is chain, hydraulic lifters are used, so you do not have to adjust the valves, the variable valve timing system is used on the intake and exhaust shafts Dual-VVTi, the intake manifold with variable geometry ACIS, i.e. the motor is technically good. In addition to the basic version, other modifications were produced, with their own characteristics.

Toyota 2GR engine modifications

1.2GR-FE - base engine, compression ratio 10.8, power 277 hp
2. 2GR-FSE (D4S) - analogue of 2GR-FE with direct fuel injection. The compression ratio is increased to 11.8. Engine power ranges from 296 to 318 hp.
3. 2GR-FXE - analogue of 2GR-FE operating on the Atkinson cycle. The compression ratio is increased to 12.5 and 13. The power is respectively 249 and 295 hp.
4.2GR-FZE - a sports version of the GR with a compressor and a power of 325-350 hp. Used on Lotus and Toyota Aurion TRD vehicles.
5. 2GR-FKS is a mixture of 2GR-FXE and 2GR-FSE with direct fuel injection. Power 278 HP at 6000 rpm, torque 360 ​​Nm at 4600 rpm. On Lexus, this motor develops 295 hp. and 311 hp, depending on the car model.
6.2GR-FXS is a hybrid version of the 2GR-FKS. Power 313 HP at 6000 rpm, torque 335 Nm at 4600 rpm.

Malfunctions, 2GR problems and their causes

1. Oil leak. The problem is in the oil pipe in the VVTi lubrication system, this pipe, for some unknown reason, was made of a composite metal rubber metal, over time, the rubber part leaks with the most unpleasant consequences... For this malfunction, Toyota carried out a mass recall of cars, so if your engine was manufactured before 2010, replace the oil line with an all-metal one.
2. Engine noise / crackling when starting. This problem is caused by VVTi couplings, it is considered a feature of GR motors and does not affect the resource. If it is unpleasant for you to listen to extraneous sounds, change the VVTi couplings, everything will work out.
3. Low idle speed. Problems with XX are solved by cleaning throttle, this procedure will not hurt to be carried out every 50 thousand km.

In addition, it is stable, once 50-70 thousand km, n Ompa starts to flow, the issue is resolved by replacement, on the first versions of the engines, the ignition coils fly stably, the timing chain runs normally, there are no problems up to 200 thousand km. The 2GR-FSE version is distinguished by the problem of the 5th cylinder: due to imperfections in the design, there is no proper cooling and after overheating, scuffs form in the cylinder. As a result, we have a high oil consumption and a damaged cylinder block, which is not designed for repair.
Despite this, the 2GR resource, with systematic maintenance and monitoring of the condition of the cooling system, is more than 300 thousand km, the main thing is not to save on oil and everything will work like a clock.

Toyota 2GR-FE / FSE / FXE / FZE engine tuning

Chip tuning. Atmo.

In terms of atmospheric tuning, the 2GR is not the best choice, of course, you can put MWR pistons under a compression ratio of 12, make a cylinder head porting, put a 3-1 exhaust, but this will not give a significant increase, not to mention a simple chip tuning, this is quite a mouse fuss. The only worthwhile way to tune the 2GR is boosting ...

Compressor at 2GR

Exactly as on, for this motor, the companies TRD, HKS and others, produce compressor whales. Everything is simple, bought, installed (everything is installed in 1 day), Wiseco Piston pistons for SJ 9, 440 cc injectors and up to 350 hp. get it no problem. If that's not enough, look for a more powerful supercharger, Apexi Engine Management and blow as much as you can.
Of course, you can assemble a 2GR turbo on a 35th Garrett, but this will turn out to be a one-time car, which, for most of its time, will hang on a lift, moreover, the financial costs for a comprehensive revision of the engine will be unnaturally high.

(4.0 EFI VVT) type "04- longitudinal arrangement, with multipoint injection, mono-VVT. Installed on models: 4Runner 210, FJ Cruiser, Fortuner 50..150, Hilux 20..120, Hilux Surf 210, LC 200, LC 70, LC Prado 120, Tacoma 200, Tundra 30..50.

A coolant pump and an oil pump are built into the cast cover of the timing chain, respectively, the oil and coolant channels pass through the cover.

Oil filter- "economical" collapsible with replaceable cartridges, bottom location (the body is built into the upper part of the pallet).

A separate control unit is used to control the electric fans, which makes it possible to adjust the speed depending on the coolant temperature, air conditioning refrigerant pressure, vehicle speed and crankshaft speed.

Inlet and outlet

The system flaps are installed in the upper part of the intake manifold ACIS electrically driven, varying the effective length of the intake tract to increase power. At low and medium speeds and high loads, the ACIS valve is closed and the effective intake manifold length is increased, in other ranges the valve is open and the effective manifold length is minimized.

The inlet uses a pneumatic actuator AICV blocking one of the two channels between the air intake and the filter. At low and medium speeds, the valve closes one of the channels, the air flows to the filter through a smaller opening, which helps the resonator to reduce intake noise. At high revs and when the throttle is open, both ports open, increasing intake efficiency.

On some models, the muffler contains a mechanical valve that regulates the flow of exhaust gases. At low speeds, a closed valve helps to reduce noise, at high speeds it opens, reducing the back pressure at the outlet.

Fuel injection - distributed. Under normal conditions - sequential, once per cycle for each cylinder, at low temperatures and low speeds, group injection can be performed. Fuel line - without return line, pressure pulsation damper - external on the fuel manifold (on some versions, an additional damper can be installed in the line in front of the fuel supply pipe to the manifold), the manifold itself is made of plastic. The fuel pump speed is controlled by the ECU using a resistor and a relay. An EVAP canister is installed near the fuel tank.

The accelerator pedal position sensor is a non-contact two-channel, Hall effect. The camshaft position sensors are magnetoresistive (unlike inductive ones, they provide a digital signal at the output and work properly at a low speed). Knock sensors are flat broadband piezoelectric, installed on each half-block in the area of ​​the middle cylinder. Sensor mass flow air (MAF) type "hot wire", combined with an intake air temperature sensor. The first oxygen sensor for each half-block is a planar (flat) mixture ratio sensor (AFS), the sensor behind the catalyst is a conventional oxygen sensor.

Electrical equipment

Ignition system - DIS-6 (separate ignition coil for each cylinder). Iridium spark plugs (Denso FK20HR11 - iridium alloy center electrode, platinum contact on side electrode), with an extended threaded part (thanks to this, it is possible to expand the cooling channel in the head and improve heat dissipation).

The starter is of a new type (1.7 kW), with a planetary gearbox and a segmented armature winding; instead of the excitation winding, permanent and interpolation magnets are installed.

The ancillary units are driven by a single belt with an automatic spring tensioner.

Practice

From operating experience and manufacturer's data, a number of typical malfunctions 2GR-FE.

It should be noted that in cases where the tube ruptured on the move and oil loss was determined only by the emergency pressure indicator turned on, the engine had time to work for some time under oil starvation conditions, which subsequently led to serious mechanical problems - cranking connecting rod bearings, damage to the camshaft beds, etc. This circumstance should be taken into account for any cars with 2GR-FE, released from the factory with an old-style tube - since the history of operation and circumstances possible replacements unknown, then they are all at risk.

... As with all modern Toyota engines, this is a standard problem with leaks and noise from the coolant pump, which is easier to immediately attribute to consumables.
... Failure of ignition coils (until 2010, 90919-02251) - the manufacturer prescribed a warranty replacement for new coils.
... Noise in the area of ​​the head cover at startup and possible errors related to the valve timing - the manufacturer prescribed a complex procedure for replacing timing elements from sprockets to camshafts and complete beds. Problems with VVT sprockets were common to almost the entire GR series.
... Errors related to VVT control valves (before 2011) - a warranty replacement of faulty valves was prescribed.
... Problems and errors in the idle speed control system (up to 2010) - a warranty replacement of the throttle body assembly was prescribed.
... Overrunning clutch malfunction in the alternator pulley (up to 2012) - installation of new pulleys (a common disease of the entire GR series).
... Oil cooler hoses leaking (up to 2012, 15767-31010).

Indirect disadvantages not related to engine reliability:
... As with most models with a transverse power unit, too high engine output results in a decrease in the transmission resource (as in the case of the notorious U660 box).
... With a transverse arrangement, access to the V-shaped engine is noticeably difficult, for many operations it is necessary to disassemble the "intake", the area of ​​the engine compartment shield, and in some models - and hanging the engine.

- The block heads are traditional - without a single camshaft housing, without hydraulic compensators in the valve drive (adjusting pushers are used).

In the lubrication system, the filter is installed in the upper part of the engine on a standard oil cooler.

The increased requirements for octane number even on Japanese market versions (Regular - North American only).
- On some models, an additional fuel tank, however, here a scheme is implemented with a simple ejection pump, one common throat, without a switching system and two electric pumps.
- To regulate the performance of the fuel pump (3 operating speeds), a separate the electronic unit management.
- Fuel system with return line, vacuum fuel pressure regulator on the intake manifold.

Spark plugs with an extended thread, but made of conventional materials (Denso K20HR-U11, NGK LFR6C-11).
- Starters are both more modern with a planetary gearbox and segmented armature winding, and more powerful (2 kW) traditional ones with a gearbox (for regions with cold climates).

The second version (type "2009) was already structurally close to other GR engines. Adjustable exhaust phases appeared (the limits of change were 40 ° for the intake and 35 ° for the exhaust), camshaft beds, a spacer in the cooling jacket, the pistons became more compact, the crankshaft was simplified, the collapsible oil filter and oil cooler were moved to a separate bracket under the engine, more advanced spark plugs (Denso SK20HR11) began to be used, an air supply system for the exhaust appeared.

Practice

The absence of unnecessary rubber elements in the lubrication system and the simplified timing drive automatically meant that there were no corresponding problems typical for the 2GR-FE. A good resource shows the timing chain. Common knocks on engine compartment usually turn out to be the standard sound of the operation of electro-pneumatic valves (EVAP) and injectors.
... More often, minor defects were noted - oil leaks from under the timing cover, questions to the pump, malfunctions in toxicity reduction systems (oxygen sensors, fuel vapor recovery system).
... Cases of destruction of spark plugs due to violation of their tightening torque are not uncommon.

The front supports are hydraulically filled, active supports are not used.
- The oil filter is installed horizontally at the front, on the bracket of the upper part of the sump (the sump also has a shape characteristic of longitudinal engines). An oil level sensor (limit switch with a float) is installed - if the low level persists for more than 40 seconds, the control system turns on the indicator on the instrument cluster.

Fuel line - with return line, pressure regulator built into the fuel pump module.

The ETCS maintains SNOW operation by damping the response to the accelerator pedal.
- Spark plugs - iridium, with one side electrode (Denso FK20HR11 / NGK ILFR6D11).

- Pistons with a characteristic bottom shape are different for the left and right half-blocks.

Fuel injection is direct, into the combustion chamber, synchronized with the phases (piston position). Fuel flows from the pump in the tank to the high-pressure fuel pump, where its pressure increases (up to 4..13 MPa), from there to the fuel manifold and, finally, is injected into the cylinders by injectors.

Modes of operation ... The engine can operate in two main modes:
- Homogeneous / homogeneous mode - fuel is injected at the intake stroke and a substantially homogeneous air / fuel mixture forms in the cylinder. Due to the cooling of the intake air during the evaporation of the fuel, the filling of the cylinder increases.

During the intake stroke, the plunger lowers and sucks fuel into the pressure chamber.
- At the beginning of the compression stroke, part of the fuel is returned back while the metering valve is open (thus the required fuel pressure is set within 4..13 MPa).
- At the end of the compression stroke, the metering valve closes and the fuel flows high pressure through the opening check valve it is pumped into the fuel manifold.
- When the engine is started, the metering valve opens and fuel is supplied directly to the manifold under the pressure of the regulator (400 kPa).

Injector amplifier (EDU) ... The injectors are controlled through a separate amplifier that converts the signal from the control unit into a high-voltage signal to the injectors for maximum accuracy and speed. After opening, the injector is held open by a low voltage signal.

SCV drive ... Between the cylinder head and the intake manifold, there is an SCV valve block that closes off one of the two intake ports suitable for each cylinder, depending on the engine operating conditions. The dampers are driven by an electric motor through a linkage mechanism.

At low rpm and low load, low coolant temperature, the SCV is closed, air enters through one port, the flow rate increases, and the combustion process and completeness are improved.
- At high loads, the SCV opens, air enters through both ports, the filling of the cylinders increases, a vertical vortex is created in the combustion chamber, and mixture formation improves.

The great advantage of the D-4 system on the GR series engines is the absence of an exhaust gas recirculation (EGR) system.

Spark plug ... "Iridium" (Denso FK20HBR11 / NGK ILFR6D11T) - in addition to the electrode with a platinum contact, two more side electrodes are added.

As usual for Toyota, the introduction of new technical solutions has led to a number of different "childhood illnesses", especially when compared to the well-worn JZ and MZ series.

Enough time has passed since the infamous first D-4 engine for the company to be able to find the right solutions - and indeed, the control and power system is no more problematic than with multipoint injection engines. And the absence of EGR significantly reduced the problems with coking of the intake manifold and all moving elements at the intake.
In addition to the standard questions on the fuel vapor recovery system (adsorber module), two specific defects can be noted.
... Problems with the AFS sensors and oxygen sensors- it is not recommended to drive for a long time with an over-enriched mixture error (the manufacturer believes that an excess amount of gasoline gets into the oil).
... Recall Company Series: Corrosion of Aluminum Components fuel system- internal corrosion and pressure fluctuations could lead to destruction by welding or to the appearance of cracks and fuel leakage (on the internal market until 2005, on the external market until 2008), due to the marriage of the O-ring seals of the injectors with possible leakage ( japanese market up to 2005), by a spontaneously unscrewing manifold pressure sensor (Japanese market 2007-2009).

With the mechanical part, things were worse:
... Oil leakage at the joints of the camshaft housings (up to 2008) does not deserve special attention.
... The crackle in the timing drive after starting is a chronic disease, which they tried to correct every year by releasing the next modifications of the VVT ​​intake sprockets (for example - 13050-31071, 31081, 31120, 31161, 31162, 31163 ...). Moreover, the Japanese themselves escalated the situation, notifying of the possibility of spontaneous unscrewing of the VVT ​​coupling bolts from vibration, followed by its "disassembly" on the fly and engine jamming.
... Large revocable campaigns for valve springs rejection - supposedly foreign inclusions in the material lead to weakening or destruction of the springs, which manifests itself in the form of noise during operation, interruptions and engine stops on the move (4GR-FSE 2005-2008, 2GR-FSE 2007-2008, 3GR -FSE 2006 ...).

Fuel injection is mixed: direct into the combustion chamber and distributed into the intake port. At low to medium loads and low revs, mixed injection is used - the use of a homogeneous mixture increases the stability of the combustion process and reduces emissions. Under heavy load, direct fuel injection is used - the evaporation of fuel in the cylinder improves the mass filling of the cylinders and reduces the tendency to knock, which allows an increase in the compression ratio.

Modes of operation .
- Mode of layer-by-layer mixing. Fuel is supplied to the intake port at the exhaust stroke. On the intake stroke, after the valves are opened, a homogeneous mixture enters the cylinder. At the end of the compression stroke, additional fuel is pumped directly into the cylinder, enriching the spark plug region. This facilitates the initial ignition, which then propagates to the lean mixture in the rest of the combustion chamber. This mode is used after a cold engine start to reduce the ignition timing, increase the exhaust gas temperature and accelerate the catalyst warm-up.

Multiple injection (low pressure) uses a traditional line without a return line with conventional injectors.

Differences in the fuel system:
- increased operating pressure range 2..20 MPa
- modified roller pusher pump

No external pulsation dampers
- pressure relief valve built into the high pressure fuel pump

Content

The 2GR engine began to be actively used in 2005 instead of the 3MZFE. In the process of revision in the basic version of the engine internal combustion(ICE) piston stroke was reduced by 12 mm. The ToyotaGR engine family is the most common powertrain. They are mounted on cars different brands world brands.

The 2GRFE power unit is installed on such well-known machine models:

1. RX 350.
2. Lotus Evora.
3. Lotus Evora GTE.
4. Lotus Evora S.
5. Lotus Exige S.

Description of FE powertrain designs and their derivatives

The FE family engine is a six-cylinder engine with four valves per cylinder. The DONS gas distribution system is equipped with a Japanese VVTi fuel supply controller.

Cylinder block housing and most of 2GRFE parts are made of aluminum alloys, cast iron liners, cylinders have a camber angle of 60 degrees.

The 2GR FE engine is equipped with lightweight T-shaped pistons and forged connecting rods. The gas distribution mechanism has a chain transmission, hydraulic compensators are used, eliminating the need for valve adjustments. The start is equipped with a variable collector ACIS, which indicates the high quality of the motor.

Variety of engine modifications and their features

The ToyotaCamry 2GR engine has several modifications based on the basic version:

1. 2GR FE.
2. 2GR FSE.
3. 2GR FXE.
4. 2GR FZE.
5. 2GR FKS.
6. 2GR FXS.

2GR FE is base model with a compression ratio of 10.8, a capacity of 277 horsepower.

The 2GR FSE is based on the FE engine and has direct fuel injection, an increased compression ratio of 11.8, and increased power ranging from 296 to 318 hp. with.

The 2GR FXE is a basic analogue that uses the Atkinson cycle to reduce fuel consumption and noise effects by reducing inlet pressure. This modification has an increased compression ratio of up to 13 and a power reaching 295 horsepower.

2GR FZE, this model of the power unit is used mainly on sports cars such brands as Lotus, Toyota Aurion TRD, equipped with a powerful compressor, develops power from 325 to 350 horsepower.

The 2GR FKS is a hybrid of the FXE and the 2GR FSE, where fuel is injected directly into the combustion chamber. This model capable of developing power of 278 horses at 6 thousand rpm, torque is 360 Nm at 4600 rpm. When installed on models, Lexus is capable of developing up to 311 horsepower.

The 2GR FXS is a derivative of the FKS with 313 hp. with. at revolutions equal to 6 thousand per minute, developing a torque equal to 335 Nm at 4600 rpm.

The occurrence of malfunctions in FE motors

Like other engines, FE brand power units can be prone to breakdowns and defects, as well as have some disadvantages:

1. Engine oil leaks.
2. Noisy start of the power unit.
3. Underreported idling speed.

A leak lubricant occurs due to the oil pipe located in the VVTi lubrication system. The problem is cracking of the rubber part of this part.

To avoid the appearance of this defect, it is necessary to replace the oil line tube, consisting of metal and rubber parts, with a part made of solid metal. This malfunction caused a massive recall of Toyota cars manufactured before 2010..

The noise generated when starting engines FE, 2GR FSE, etc. is caused by the specific operation of the VVTi couplings. The service life of GR motors is not reduced by this. In order to reduce the unpleasant noise effects, it is necessary to replace these couplings.

Low idle rpm is eliminated by thoroughly cleaning the throttle valve. To avoid this defect, cleaning should be carried out every 50,000 km. At the same time, it is necessary to change the injection pump, ignition coils.

The timing chain can withstand a mileage of 200,000 km. In the 2GR FSE power unit, the problem is the fifth cylinder, which does not have time to completely cool, as a result of which scuffs appear, entailing increased consumption of engine oil and breakdowns in the cylinder block that cannot be repaired.

Indirect disadvantages include malfunctions that cause the transverse arrangement of the engine:

• the internal resource of the transmission decreases due to the high efficiency of the power unit;
• complicated access to the V-shaped motor for some operations.

Despite the listed disadvantages, the operational life of FE power units reaches values ​​above 300,000 kilometers.

To ensure a long service life, it is necessary to carry out systematic maintenance of the engine, monitor the performance of the cooling system, and also regularly replace the engine oil.