Toyota 2GR-FKS Specifications
| Engine Model: Toyota 2GR-FKS |
| Engine Type: 4-cycle 6-cylinder 24-valve DOHC VVT-i liquid-cooled gasoline |
| Total Displacement: 210.9 cu.in (3.45 L) |
| Rated Engine Power: 278-311 Hp (207-232 kW) at 6600 rpm |
| Fuel System Type: Toyota D-4S (Direct Injection 4-Stroke) |
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The Toyota 2GR-FKS is a 3.5-liter naturally aspirated
V6 engine introduced in 2015 as the advanced successor to the 2GR-FSE within
Toyota’s long-running GR engine family. This powerplant represents a significant
evolution in the brand’s V6 strategy, combining the D-4S dual injection system
with the ability to operate on both the Otto cycle for high power output and the
Atkinson cycle for improved thermal efficiency during cruising conditions.
The engine features a lightweight aluminum construction, integrated exhaust
manifolds within the cylinder heads, and a dual variable valve timing system
that includes VVT-iW on the intake camshaft to enable seamless cycle switching.
Developed to meet increasingly stringent fuel economy and emissions standards
without sacrificing the smoothness and power expected from a premium V6, the
2GR-FKS found application across a wide range of Toyota and Lexus vehicles from
2015 onward, with power outputs calibrated specifically for each platform.
Engine Family: Toyota GR.
Engine Code: 2GR-FKS.
Configuration: 60-degree V6, transversely or longitudinally mounted.
Displacement: 3456 cc (210.9 cu.in).
Bore: 94.0 mm (3.70 in).
Stroke: 83.0 mm (3.27 in).
Compression Ratio: 11.8:1.
Firing Order: 1-2-3-4-5-6.
Valvetrain Configuration: Double Overhead Camshaft (DOHC), 24 valves.
Valvetrain Drive: Silent-type timing chain with hydraulic tensioner.
Variable Valve Timing: VVT-iW on intake camshaft; VVT-i on exhaust camshaft.
Maximum Power (Lexus GS 350, IS 350): 232 kW (311 hp) at 6600 rpm.
Maximum Power (Toyota Camry, Avalon): 224 kW (301 hp) at 6600 rpm.
Maximum Power (Toyota Tacoma): 207 kW (278 hp) at 6000 rpm.
Maximum Power (Lexus RX 350): 220 kW (295 hp) at 6300 rpm.
Maximum Torque (Lexus GS 350, IS 350): 380 Nm (280 lb-ft) at 4800 rpm.
Maximum Torque (Toyota Camry, Avalon): 362 Nm (267 lb-ft) at 4700 rpm.
Maximum Torque (Toyota Tacoma): 359 Nm (265 lb-ft) at 4600 rpm.
Maximum Torque (Lexus RX 350): 363 Nm (268 lb-ft) at 4700 rpm.
Engine Redline: 6600-6800 rpm depending on application.
Idle Speed: 650 rpm ± 50 rpm.
The cylinder block is constructed from cast aluminum
alloy using a die-casting process to minimize weight while maintaining
structural rigidity. The block features a 60-degree included angle between
cylinder banks, a configuration that provides a low center of gravity and
inherent balance characteristics. Cast iron cylinder liners are employed using a
spiny-type casting method, where a rough external surface on the liners
interlocks with the aluminum parent material during casting to enhance heat
transfer and eliminate micro-movement between dissimilar metals.
The block incorporates a deep-skirt design with the cylinder walls extending
below the crankshaft centerline, and structural reinforcement is provided by a
cast aluminum lower crankcase that bolts to the block, forming a rigid bedplate
structure for the main bearing caps. Six main bearings support the forged steel
crankshaft, with the bedplate providing cross-bolted reinforcement at each
bearing location. Water jackets are cast between cylinder bores to ensure
uniform cooling across the engine operating range.
Each cylinder head is manufactured from aluminum alloy
with integrated exhaust manifold passages cast directly into the head structure,
eliminating separate exhaust manifold flanges and gaskets while reducing weight
and accelerating catalyst light-off during cold starts. The combustion chambers
employ a pent-roof design with four valves per cylinder.
Intake valves measure 35.0 mm (1.38 in) in diameter, while exhaust valves
measure 30.5 mm (1.20 in). Valve stems are 5.5 mm (0.22 in) in diameter with a
nitride-hardened surface treatment. The valvetrain utilizes roller rocker arms
with hydraulic lash adjusters, eliminating the need for manual valve clearance
adjustments.
The intake camshaft is equipped with a VVT-iW phaser capable of a wide range of
timing adjustment, allowing valve opening to be retarded sufficiently to achieve
Atkinson cycle operation. The exhaust camshaft utilizes a conventional VVT-i
phaser with a narrower adjustment range. Camshaft bearing caps are machined
integrally with the cylinder head casting and are not interchangeable between
positions.
The fuel system employs Toyota’s D-4S (Direct Injection
4-Stroke) technology, a dual-injection configuration combining port fuel
injection and direct injection. Six port injectors are mounted in the intake
manifold runners, while six direct injectors are positioned centrally in the
cylinder head, delivering fuel directly into the combustion chamber. The system
operates at two distinct pressure regimes: the port injection circuit operates
at 0.4-0.5 bar (5.8-7.3 psi) supplied by an in-tank electric pump, while the
direct injection circuit utilizes a high-pressure mechanical pump driven by the
intake camshaft, generating pressures up to 200 bar (2900 psi).
The Engine Control Unit (ECU) selects injection modes based on operating
conditions: direct injection only during cold starts and high-load operation;
port injection only at idle and light load for reduced particulate emissions;
and combined operation during medium-load conditions to optimize combustion
stability and efficiency. The intake manifold is constructed from composite
plastic with variable-length intake runners controlled by a dual-stage actuator.
The lubrication system is a wet-sump configuration
utilizing a variable-displacement oil pump that adjusts output based on engine
speed and load to reduce parasitic losses. The pump is mounted on the front of
the crankshaft and incorporates a control valve actuated by the ECU to modulate
pump displacement.
A full-flow replaceable oil filter is mounted on the lower crankcase assembly
with an integrated bypass valve. System capacity with filter replacement is 6.1
liters (6.4 qt). The aluminum oil pan incorporates windage trays and a baffled
sump to maintain oil pickup under lateral acceleration. Recommended oil
viscosity is SAE 0W-20 meeting ILSAC GF-5 or GF-6 specifications; SAE 5W-30 may
be used in warmer climates or under severe duty.
Oil pressure at operating temperature at 3000 rpm is maintained between 2.5-5.0
bar (36.3-72.5 psi). Piston cooling oil jets are integrated into the crankcase
structure, providing continuous oil spray to the underside of each piston crown.
The cooling system operates under pressure with a
sealed reservoir tank and a radiator cap rated at 1.1 bar (16.0 psi). Coolant
circulation is driven by a centrifugal water pump mounted on the front of the
engine block, driven by the serpentine accessory belt. System total capacity
varies by vehicle platform but ranges from 9.0 to 11.5 liters (9.5 to 12.2 qt).
A wax-pellet thermostat is housed in a plastic assembly at the water pump inlet,
commencing opening at 82°C (180°F) and reaching full open at 95°C (203°F).
Electric cooling fans are dual-speed units controlled by the ECU based on
coolant temperature, transmission fluid temperature, air conditioning pressure,
and vehicle speed. Coolant specified is Toyota Super Long Life Coolant (SLLC),
an ethylene glycol-based fluid with enhanced corrosion inhibitors, requiring
replacement at extended intervals. The cylinder heads incorporate integrated
coolant passages surrounding the exhaust ports to manage thermal loads generated
by the integrated exhaust manifold design.
Ignition System: Direct ignition system with individual
pencil-type ignition coils mounted over each spark plug. The ECU controls
ignition timing based on crankshaft position, camshaft position, knock sensor
feedback, and engine load. Spark plugs are iridium-tipped with a specified gap
of 1.0-1.1 mm (0.039-0.043 in).
Exhaust System: The integrated exhaust manifolds route exhaust gases to a
close-coupled three-way catalytic converter on each cylinder bank. The system
incorporates four heated oxygen sensors (two pre-catalyst and two post-catalyst)
for closed-loop fuel control and catalyst monitoring. A secondary underfloor
catalytic converter is employed on most applications.
Intake System: A sound-insulated air cleaner housing with a pleated paper filter
element feeds a dual-path intake duct. A water-cooled exhaust gas recirculation
(EGR) system routes cooled exhaust gases from the cylinder heads back to the
intake manifold through a dedicated EGR cooler integrated with the engine
cooling circuit.
Emission Control: Evaporative emissions system with a charcoal canister and
purge solenoid valve. Positive crankcase ventilation (PCV) system with an
integrated baffle in each cylinder head cover.
Engine Management: The ECU is a Denso-manufactured unit controlling fuel
injection, ignition timing, VVT actuation, variable oil pump displacement,
electronic throttle, idle speed control, and D-4S injection mode selection.
Overall Length: 630 mm (24.80 in).
Overall Width: 700 mm (27.56 in).
Overall Height: 690 mm (27.17 in).
Dry Engine Weight (without coolant, oil, transmission, and accessories): 163 kg
(359 lb).
Fully Dressed Weight (with intake manifold, exhaust system components,
alternator, starter, and all ancillaries): 195 kg (430 lb).
Oil Change Interval: 10,000 km (6214 mi) or 12 months
under normal service.
Oil Change Interval: 5000 km (3107 mi) under severe duty conditions.
Oil Filter Replacement: Replace at every oil change interval.
Valve Clearance: Hydraulic lash adjusters; no adjustment required.
Spark Plug Replacement: 100,000 km (62,137 mi) for iridium-tipped plugs.
Air Filter Replacement: 40,000 km (24,855 mi) or as indicated by inspection.
Fuel Filter: Integral with fuel pump; replace pump assembly if filter becomes
restricted.
Coolant Replacement (SLLC): 160,000 km (99,419 mi) or 120 months.
Coolant Replacement (SLLC): 80,000 km (49,710 mi) or 60 months thereafter.
Drive Belt (Accessory): Inspect every 15,000 km (9321 mi); replace if necessary.
Drive Belt (Accessory) ReplacementInterval: 90,000 km (55,923 mi).
EGR System: Inspect cooler and valve for carbon accumulation at 120,000 km
(74,565 mi).
Cylinder Head Bolts (M10 x 1.25), Stage 1: 30 Nm (22
lb-ft)
Cylinder Head Bolts (M10 x 1.25), Stage 2: 65 Nm (48 lb-ft)
Main Bearing Bedplate Bolts (M10 x 1.25), Stage 1: 25 Nm (18 lb-ft)
Main Bearing Bedplate Bolts (M10 x 1.25), Stage 2: 50 Nm (37 lb-ft)
Connecting Rod Cap Bolts (M8 x 1.0): 25 Nm (18 lb-ft)
Flexplate / Flywheel Bolts (M12 x 1.25): 80 Nm (59 lb-ft)
Camshaft Bearing Cap Bolts (M8 x 1.25): 21 Nm (15 lb-ft)
Camshaft Sprocket Bolts (Intake and Exhaust, M10 x 1.25): 70 Nm (52 lb-ft)
Intake Manifold Bolts (M8 x 1.25): 21 Nm (15 lb-ft)
Exhaust Manifold (Integrated Head) Bolts (M8 x 1.25): 30 Nm (22 lb-ft)
Spark Plugs: 25 Nm (18 lb-ft)
Engine Oil Drain Plug: 40 Nm (30 lb-ft)
Oil Filter: 25 Nm (18 lb-ft) (apply light coat of oil to seal)
Timing Chain Tensioner Bolts (M6 x 1.0): 10 Nm (7 lb-ft)
Water Pump Bolts (M6 x 1.0): 10 Nm (7 lb-ft)
VVT Solenoid Bolts (M6 x 1.0): 10 Nm (7 lb-ft)
Toyota Camry (XV70): 2018-2024.
Toyota Camry (XV70) AWD: 2020-2024.
Toyota Tacoma (N300): 2016-2023.
Toyota Highlander (XU50, XU70): 2017-2022.
Toyota Sienna (XL30): 2017-2020.
Toyota Avalon (XX50): 2018-2022.
Lexus RX 350 (AL30): 2016-2022.
Lexus GS 350 (L10): 2016-2020.
Lexus IS 350 (XE30): 2018-2024.
Lexus ES 350 (XV70): 2019-2024.
Lexus RC 350 (XC10): 2018-2024.
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