| Home / Car Engines / Toyota Engines / Toyota 2GR-FSE |
Toyota 2GR-FSE Specifications
| Engine Model: Toyota 2GR-FSE |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve Dual VVT-i liquid-cooled gasoline |
| Total Displacement: 211 cu.in (3.45 L) |
| Rated Engine Power: 310-315 Hp (232-234 kW) at 6400 rpm |
| Fuel System Type: Toyota D-4S direct injection |
____________________________________________________________________________________
- Toyota 2GR-FE Engine Specifications
- Toyota 2GR-FSE Engine Specifications
- Toyota 2JZ-GE Engine Specifications
- Toyota 2JZ-GTE Engine Specifications
| General Technical Data |
The Toyota 2GR-FSE is a 3.5-liter V6 gasoline engine equipped with Toyota’s advanced D-4S fuel system, combining both direct and port fuel injection. Introduced in 2005 as part of the GR engine family, it replaced the older MZ-series V6 units. Designed for longitudinal and rear-wheel-drive applications, the 2GR-FSE became the flagship V6 powerplant for Toyota and Lexus models such as the IS350, GS350, GS450h, Crown, and Mark X.
The engine is notable for its high efficiency,
smoothness, and impressive power output relative to displacement. Its
dual injection system enables optimum combustion under varying loads,
reducing fuel consumption and emissions while maintaining performance.
Constructed from lightweight aluminum alloys, the 2GR-FSE features a
60-degree V6 configuration, chain-driven dual overhead camshafts, and
dual VVT-i (Variable Valve Timing – intelligent) on both intake and
exhaust camshafts.
The 2GR-FSE was among the first Toyota engines to employ a combined port
and direct injection system. Early versions featured a 10.8:1
compression ratio and produced around 232–232 kW (310–315 hp) depending
on market and emissions calibration. Later revisions introduced enhanced
D-4S injectors, optimized intake and exhaust systems, and improved ECU
mapping to meet stricter emission regulations (Euro 6 and ULEV
standards) without sacrificing performance.
In hybrid applications such as the Lexus
GS450h, the 2GR-FSE was adapted to the Atkinson cycle for improved
thermal efficiency, producing slightly lower peak power but greater
system torque when paired with electric assistance. The engine
exemplifies Toyota’s commitment to combining performance, refinement,
and environmental responsibility.
The 2GR-FSE has a total displacement of 3,456 cc (211.0 cubic inches)
achieved through a bore of 94.0 mm (3.70 inches) and a stroke of 83.0 mm
(3.27 inches). The compression ratio is 10.8:1 in early versions and up
to 11.8:1 in later Euro 6 variants due to refined combustion chamber
design and improved knock resistance. The engine block is made of
die-cast aluminum alloy with cast-iron cylinder liners for durability.
It employs a deep-skirt design and six-bolt main bearing caps to enhance
structural rigidity. The 60-degree V-angle ensures balanced primary
forces, minimizing vibration without requiring balance shafts.
The cylinder heads are aluminum alloy, housing chain-driven dual
overhead camshafts operating four valves per cylinder, for a total of 24
valves. Dual VVT-i continuously varies the phasing of both intake and
exhaust camshafts to improve torque, fuel efficiency, and emissions
across the rpm range. In later versions, valve timing control was
refined with faster response actuators and a wider phasing range. The
firing order is 1–2–3–4–5–6, and the crankshaft rotates clockwise when
viewed from the flywheel end. The forged steel crankshaft runs on four
main bearings and is paired with forged connecting rods and lightweight
aluminum alloy pistons with molybdenum-coated skirts to reduce friction.
Maximum power output for early 2GR-FSE versions ranges from 232 to 233
kW (310–313 hp) at 6,400 rpm, with peak torque between 370 and 380 Nm
(273–280 lb-ft) at 4,800 rpm. Later versions deliver up to 234 kW (315
hp) with minor efficiency improvements. The engine redline is
approximately 6,700 rpm, with a fuel cut-off near 7,000 rpm. The idle
speed is electronically controlled at around 650–700 rpm. In hybrid
variants (e.g., GS450h), the engine is tuned for Atkinson-cycle
operation, producing about 215 kW (288 hp) at 6,000 rpm and 368 Nm (272
lb-ft) of torque, with electric motor torque supplementing output at
lower speeds.
| Fuel System |
The Toyota 2GR-FSE uses the D-4S (Direct Injection 4-Stroke, Superior) fuel delivery system, which integrates both direct and port injection to optimize combustion efficiency. Each cylinder is equipped with a high-pressure direct injector and a low-pressure port injector. Under light to moderate load, port injection predominates to reduce particulate emissions and keep intake valves clean.
Under high load or cold start, both systems operate simultaneously,
ensuring precise fuel metering and atomization. Fuel is supplied from an
in-tank electric pump to a camshaft-driven high-pressure pump delivering
up to 15 MPa (2,175 psi) to the direct injectors. The ECU regulates the
transition between injection modes based on load, rpm, and temperature
sensors.
The injectors are multi-hole type, designed to produce fine spray
patterns for uniform combustion. Fuel pressure regulation is handled
electronically. Recommended fuel is unleaded premium gasoline with an
octane rating of 95 RON (91 AKI) or higher. The fuel filter is integral
with the pump module and typically maintenance-free for the service life
of the vehicle. The throttle system is electronically controlled
(ETCS-i), ensuring precise airflow management and smooth acceleration
response.
| Lubrication System |
A fully pressurized wet-sump lubrication system ensures reliable oil distribution under all operating conditions. The trochoid-type oil pump, driven by the crankshaft, supplies oil to the main galleries feeding the crankshaft bearings, connecting rods, camshafts, and valve gear. The system includes piston-cooling oil jets that spray the underside of the pistons, helping dissipate heat and prevent detonation.
Normal oil pressure is approximately 400 to 600 kPa (58 to 87 psi) at 3,000 rpm, and around 100 kPa (15 psi) at idle. Total oil capacity including filter is about 6.1 liters (6.4 US quarts, 5.4 Imperial quarts). Recommended oil is SAE 5W-30 or 0W-20 meeting API SM or higher standards. The oil filter is a cartridge-type element located in a housing on the block. The positive crankcase ventilation (PCV) system maintains clean crankcase conditions and recycles blow-by gases to the intake.
| Cooling System |
The 2GR-FSE employs a pressurized, liquid cooling system with a belt-driven centrifugal water pump and cross-flow aluminum radiator. The thermostat begins to open at 82°C (180°F) and is fully open by 95°C (203°F). Electric cooling fans are ECU-controlled based on coolant temperature and vehicle speed. The cooling system capacity is approximately 9.0 liters (9.5 US quarts).
A 50/50 mixture of ethylene glycol antifreeze and distilled water provides freeze protection down to –35°C (–31°F). Later versions utilize a more efficient water jacket design with optimized flow to reduce thermal hotspots and improve warm-up speed, enhancing fuel efficiency and emission control. The hybrid version uses an electric auxiliary water pump to maintain coolant flow when the engine is off.
| Intake and Exhaust Systems |
The intake manifold is made of lightweight resin with long, tapered runners tuned for torque and efficiency. Later versions feature a variable-length intake system (ACIS) that switches between long and short runner paths via a vacuum-operated actuator to optimize performance across the rpm range. The throttle body is electronically actuated, with a diameter of 70 mm (2.76 inches). The air cleaner uses a dry paper element, replaced every 20,000 km (12,000 miles).
The exhaust manifolds are stainless steel with integrated catalytic converters positioned close to the cylinder heads for quick light-off and reduced cold-start emissions. Secondary air injection (SAI) is used during cold starts to accelerate catalyst heating. The exhaust system incorporates upstream and downstream oxygen sensors for precise fuel-trim control.
| Ignition and Electrical System |
The ignition system is a direct coil-on-plug design, with six individual ignition coils mounted directly above the spark plugs. Spark plug type is iridium-tipped, typically NGK IFR6A11 or Denso equivalent, gapped at 1.1 mm (0.043 inches). Spark plug replacement interval is every 100,000 km (62,000 miles).
The ECU manages spark timing, fuel delivery, throttle position, and cam phasing, using data from numerous sensors including mass air flow, throttle position, oxygen, coolant temperature, and knock sensors. The alternator output is rated at approximately 130 amperes. The starter motor is reduction-gear type, with 1.6 kW output. System voltage is 12 volts DC.
| Valve Timing and Drive Mechanism |
Camshafts are driven by a primary roller chain from the crankshaft. Dual VVT-i allows each camshaft to be independently phased hydraulically over a range of approximately 40° crank angle. The system is oil-pressure actuated and ECU-controlled to adjust valve timing based on load, rpm, and temperature.
Chain tension is maintained automatically by hydraulic tensioners. The chain is designed for the life of the engine but should be inspected at high mileage for wear or elongation. The camshaft drive also incorporates a scissor gear to minimize noise. Later versions received improved timing chain materials and tensioner designs to enhance durability and reduce start-up noise.
| Other Systems |
The 2GR-FSE includes several emissions and auxiliary systems. The evaporative emission control (EVAP) system captures fuel vapors from the tank and routes them into the intake manifold through a purge valve. The positive crankcase ventilation (PCV) system prevents buildup of blow-by gases. The exhaust gas recirculation (EGR) system in later versions reintroduces measured exhaust gases into the intake stream to lower combustion temperatures and reduce NOx.
Hybrid versions incorporate an electric coolant pump and start-stop logic for seamless transitions between engine-off and running states. The ECU communicates with vehicle control modules via CAN bus, coordinating transmission shift logic and hybrid system control where applicable.
| Dimensions and Weight |
Overall length of the 2GR-FSE engine assembly is about 690 mm (27.2 inches), width 740 mm (29.1 inches), and height 750 mm (29.5 inches). The dry weight is approximately 175 kg (386 lbs) for early versions and around 180 kg (397 lbs) for later Euro 6-compliant units due to added exhaust aftertreatment and reinforced components. Engine mounts employ hydraulic dampers to minimize NVH. The compact 60-degree layout allows installation in longitudinal configurations without excessive bulk, contributing to balanced vehicle dynamics.
| Maintenance Data |
Recommended oil and filter change interval is every 10,000 km (6,000 miles) under normal driving conditions or 5,000 km (3,000 miles) for severe use. The air filter should be replaced every 20,000 km (12,000 miles). Coolant replacement interval is every 160,000 km (100,000 miles) or five years. Spark plugs should be replaced at 100,000 km (62,000 miles).
The serpentine accessory drive belt should be inspected every 40,000 km (25,000 miles) and replaced as needed. The fuel filter is maintenance-free. Valve clearance inspection is unnecessary due to the use of hydraulic lash adjusters. The engine control system is fully OBD-II compliant for diagnostic and monitoring purposes.
| Tightening Torques |
Cylinder head bolts: first stage 40 Nm (30 lb-ft), then 90° + 90° angle
tighten.
Main bearing cap bolts: 70 Nm (52 lb-ft) plus 90°.
Connecting rod bolts: 40 Nm (30 lb-ft) plus 90°.
Camshaft bearing cap bolts: 10 Nm (7 lb-ft).
Crankshaft pulley bolt: 180 Nm (133 lb-ft).
Flywheel/flexplate bolts: 83 Nm (61 lb-ft) plus 90°.
Intake manifold bolts: 25 Nm (18 lb-ft).
Exhaust manifold nuts: 35 Nm (26 lb-ft).
Oil drain plug: 40 Nm (30 lb-ft).
Spark plugs: 25 Nm (18 lb-ft).
Engine mount bolts: 65 Nm (48 lb-ft).
| Vehicle Applications |
The 2GR-FSE engine has been used across a range of Toyota/Lexus vehicles
since its debut in 2005.
Key applications include:
– Lexus IS350 (GSE21, GSE31, 2005–2020)
– Lexus GS350 and GS450h (GWS191, GRS191, 2005–2020)
– Lexus RC350 (2014–2021)
– Toyota Crown (GRS180, GRS200, 2005–2018)
– Toyota Mark X (GRX120, GRX130, 2004–2019)
– Toyota S210 Crown Athlete and Royal variants (later Euro 6-compliant
versions).
In hybrid configuration, the engine was paired with Toyota’s Hybrid
Synergy Drive in the Lexus GS450h and Crown Hybrid, where it operated in
Atkinson mode for high efficiency. These variants achieved combined
system outputs exceeding 254 kW (340 hp).
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |