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. This engine series also features 4 valves per cylinder, forged steel connecting rods and crankshaft, one-piece cast camshafts, a timing chain, 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

1GR-FE

The 1GR-FE is the 3956 cc version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a bore and a stroke of 94x95 mm. Output is 237 hp at 5200 rpm with 266 lbft of torque at 4000 rpm when tuned for 87 octane, and 240 hp at 5200 rpm with 278 lbft 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. An updated version of this engine features Dual VVT-i, increasing output to 267 hp at 5600 rpm and 278 lbft at 4400 rpm on 87 octane. Inside, the 1GR uses a "taper-squish" combustion chamber design with matching pistons to improve anti-knocking and engine performance, while also improving intake and fuel efficiency. Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls. This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block. 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. Applications with VVT-i (calendar years): Applications with Dual VVT-i (calendar years):

2GR

2GR-FE

The 2GR-FE is a 3456 cc version. Bore remains at 94 mm; but stroke is reduced to 83 mm. Reported output varies depending on the vehicle application, but is approximately 270 hp to 314 hp at 6200 rpm with 248 lbft to 260 lbft of torque at 4700 rpm on 87 octane (R+M/2). This version features Toyota's Dual VVT-i, variable valve timing on both the intake and exhaust cams. The cams are driven using a timing chain. Valves are driven by roller-follower rocker arms with low friction roller bearings, and a unique, concave cam lobe design to increase valve lift over the traditional shimless lifter type system of the 1GR-FE. This increases overall cylinder head height to accommodate the slightly taller roller rocker system. Moreover, the cylinder head is segmented into 3 parts: valve cover, camshaft sub-assembly housing, and cylinder head sub-assembly. As such, this valvetrain is used across all other GR engines with Dual VVT-i. Its service weight is 163 kg. Applications (calendar years): Supercharged (calendar years):

2GR-FSE

The 2GR-FSE is a 3456 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/min injectors) with traditional port injection (298 cc/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 (undefined kW/L, 234 kW in the Mark X). Toyota also developed a new type of injector for this engine. The dual fan spray pattern of the direct injectors is perpendicular to the piston travel with wide dispersion in the cylinder, which aids air and fuel mixture and therefore increases power and efficiency. The port injectors not only help improve the power and efficiency but they also help improve emissions, especially in the first 20 seconds after start-up (when the catalytic converter is in its warm-up stage). Compression ratio is 11.8:1. The 2GR-FSE engine is rated at 227-236 kW at 6,400 RPM and 377-380 Nm at 4,800 RPM. The engine's service weight is 174 kg. The 2GR-FSE was on the Ward's 10 Best Engines list for 2006, 2007, 2008 and 2009. Applications (calendar years): Supercharged:

2GR-FXE

Atkinson cycle, VVT-i, uses cooled EGR system. For the Lexus RX 450h, the compression ratio was 12.5:1. For the Lexus GS 450h, the compression ratio was 13.0:1. Applications (calendar years):

2GR-FKS

The 2GR-FKS is a 3456 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. The 2GR-FKS and the 2GR-FXS selectively use direct and port injection. This engine first appeared in the 2015 Lexus RX350. In the Tacoma the engine specifications are 278 hp at 6000 rpm and 265 lbft at 4600 rpm. In the Lexus RX 350 the engine specifications are 295 hp at 6300 rpm and 267 lbft at 4700 rpm respectively. In the Lexus IS350 and GS350 the engine specifications are 311 hp power output at 6600 rpm and 280 lbft of torque at 4800 rpm. Applications (calendar years):

2GR-FXS

The 2GR-FXS is the hybrid version of the 2GR-FKS. Applications (calendar years):

3GR

3GR-FE

The 3GR-FE is a 2994 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 at 6,400 RPM, and 300 Nm at 4,800 RPM. Applications (calendar years):

3GR-FSE

The 3GR-FSE adds D-4 direct injection. The 3GR-FSE engine is rated at 256 PS at 6,200 rpm and 32 kgm at 3,600 rpm. Applications (calendar years): Supercharged

4GR

4GR-FSE

The 4GR-FSE is a 2499 cc version. Bore is 83 mm while stroke is reduced to 77 mm with a compression ratio of 12.0:1. Output is 203-215 PS at 6,400 RPM and 24.78-26.5 kgm 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

5GR-FE

The 5GR-FE is a 2497 cc version. Bore is 87.5 mm while stroke is 69.2 mm with a compression ratio of 10.0:1. Output is 145 kW at 6,200 RPM and 24.7 kgm 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

6GR-FE

The 6GR-FE is a 3956 cc version. Bore is 94 mm while stroke is 95 mm. This version does not include direct injection, but does include Dual VVT-i and is similar to the updated Dual VVT-i 1GR-FE, engine output is 229 hp at 5,000 RPM and 345 Nm at 4,400 RPM. Applications (calendar years):

7GR

7GR-FKS

The 7GR-FKS is a 3456 cc version. Bore and stroke is 94x83 mm. 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 at 6,000 RPM and 365 Nm at 4,500 RPM. Applications (calendar years):

8GR

8GR-FKS

The 8GR-FKS is a 3456 cc version. Bore and stroke is 94x83 mm. The 8GR-FKS includes on-demand Atkinson cycle, engine output is 315 PS at 6,600 rpm and 380 Nm at 4,800 rpm. Applications (calendar years):

8GR-FXS

The 8GR-FXS is a 3456 cc version. Bore and stroke is 94x83 mm with a compression ratio of 13.0:1. Used in hybrid applications, and including on-demand Atkinson cycle, engine output is 295 hp at 6,600 RPM and 350 Nm 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):