Toyota GR series engines

Eugenio,77

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Nov 2013 - Feb 2016

GR series introduced first in 2003 for domestic Japanese market. Over time, it replaced

previous V6 series MZ and VZ, as well as the legendary R6 series G and JZ. At 2010s installed

in wide range of models - C/D/E-class cars, vans, mid- and full-size SUV and pickups. Because

they are difficult to be attributed as "mass", only its diversity is interesting.

Displacement, Bore x Stroke, Compression Weight,

Engine Output, hp Torque, Nm RON EMS
cm3 mm ratio kg
10.0 249 / 5200 380 / 3800 95 166 EFI-L
10.4 281 / 5600 387 / 4400 95 189 EFI-L
1GR-FE 3956 94.0 x 95.0
10.0 249 / 5200 380 / 3800 95 - EFI-L
10.4 276 / 5600 380 / 4400 91 - EFI-L
10.8 277 / 6200 346 / 4700 95 164 EFI-L
2GR-FE 3456 94.0 x 83.0
10.8 280 / 6200 344 / 4700 95 - EFI-L
11.8 278 / 6000 359 / 4600 91 - D-4S
2GR-FKS 3456 94.0 x 83.0 11.8 311 / 6600 380 / 4800 91 - D-4S
11.8 295 / 6300 362 / 4700 91 - D-4S
2GR-FSE 3456 94.0 x 83.0 11.8 306 / 6400 375 / 4800 95 - D-4S
11.8 315 / 6400 377 / 4800 95 - D-4S
11.8 318 / 6400 380 / 4800 95 - D-4S
 11.8 296 / 6400 368 / 4800 95 - D-4S+H
12.5 249 / 6000 317 / 4800 95 - D-4S+H
12.5 249 / 6000 317 / 4800 95 - D-4S+H
2GR-FXE 3456 94.0 x 83.0
13.0 292 / 6000 352 / 4500 95 - D-4S+H
13.0 295 / 6000 356 / 4500 95 - D-4S+H
2GR-FZE 3456 94.0 x 83.0 10.8 327 / 6400 400 / 4000 95 - EFI-L
10.5 231 / 6200 300 / 4400 95 171 EFI-L
3GR-FE 2994 87.5 x 83.0
10.5 227 / 6200 293 / 4400 - - EFI
11.8 248 / 6200 310 / 3500 95 - D-4
3GR-FSE 2994 87.5 x 83.0
11.5 256 / 6200 314 / 3600 95 - D-4
12.0 208 / 6400 252 / 4800 95 180 D-4
4GR-FSE 2499 83.0 x 77.0 12.0 215 / 6400 260 / 3800 95 - D-4
12.0 203 / 6400 243 / 4800 91 - D-4
5GR-FE 2497 87.5 x 69.2 10.0 193 / 6200 236 / 4400 - - EFI
6GR-FE 3956 94.0 x 95.0 - 232 / 5000 345 / 4400 - - EFI
7GR-FKS 3456 94.0 x 83.0 11.8 272 / 6000 365 / 4500 - - D-4S

*1 - early versions, *2 - late versions, *3 - Chinese market

1GR-FE (4.0 EFI VVT) type'04 - longitudinal layout, multipoint injection, mono-VVT. Installed in:

4Runner 210, FJ Cruiser, Fortuner 50, Hilux 20..120, Hilux Surf 210, LC 200, LC 70, LC Prado 120,

Tacoma 200, Tundra 30..50.

1GR-FE (4.0 EFI DVVT) type'09 - longitudinal layout, multipoint injection, Dual-VVT. Installed in:

4Runner 280, FJ Cruiser, GX 150, LC 200, LC Prado 150, Tacoma 200, Tundra 50.

2GR-FE (3.5 EFI DVVT) - transverse layout, multipoint injection. Installed in: Alphard 20, Avalon 30..40,

Aurion 40, Blade, Camry 40..50, ES 40..60, Estima 50, Harrier 30, Highlander 40, Mark X Zio, Previa 50,

RAV4 30, RX 30..L10, Sienna 20..30, Vanguard, Venza, Lotus Evora.

2GR-FKS (3.5 D-4S DVVT-iW) - transverse layout, combined injection, VVT-iW and Miller / Atkinson

cycle operation mode. Installed in: RX L20.

2GR-FKS (3.5 D-4S DVVT-iW) - longitudinal layout, combined injection, VVT-iW and Miller / Atkinson

cycle operation mode. Installed in: GS L10, Tacoma 300.

2GR-FSE (3.5 D-4S DVVT) - longitudinal layout, combined injection. Installed in: Crown 180..200..210,

GS 190..L10, IS 20..30, Mark X 120..130, RC.

2GR-FXE (3.5 EFI DVVT) - transverse layout, multipoint injection, for hybrid vehicles. Installed in: RX

L10, Highlander 40.

2GR-FXE (3.5 D-4S DVVT) - longitudinal layout, combined injection, for hybrid vehicles. Installed in:

Crown 210, GS L10.

2GR-FXS (3.5 D-4S DVVT-iW) - transverse layout, combined injection, VVT-iW and Miller / Atkinson

cycle operation mode, for hybrid vehicles. Installed in: RX L20.

2GR-FZE (3.5 EFI DVVT) - transverse layout, multipoint injection, supercharged. Installed in: TRD

Aurion, Lotus Evora, Exige.

3GR-FE (3.0 EFI DVVT) - longitudinal layout, multipoint injection. Installed in: Crown 180..200 CHN, GS

190, IS 20, Reiz 120..130.

3GR-FSE (3.0 D-4 DVVT) - longitudinal layout, direct injection. Installed in: Crown 180..200, GS 190,

Mark X 120.

4GR-FSE (2.5 D-4 DVVT) - longitudinal layout, direct injection. For Toyota brand models at Japanese

market since the early 2010s used deforced variant. Installed in: Crown 180..200..210, GS L10, IS

20..30, Mark X 120..130.

5GR-FE (2.5 EFI DVVT) - longitudinal layout, multipoint injection, for Chinese market. It is not a version

of 4GR, but separate motor on the basis of 3GR-FE. Installed in: Crown 180..200 CHN, Reiz 120..130.

6GR-FE (4.0 EFI DVVT) - longitudinal layout, multipoint injection, for Chinese market commercial
vehicles. Analogue of 1GR-FE type'09. Installed in: Coaster 50 CHN.

7GR-FKS (3.5 D-4S DVVT-iW) - longitudinal layout, combined injection, VVT-iW and Miller / Atkinson

cycle operation mode, for Chinese market. Analogue of 2GR-FKS. Installed in: LC Prado 150 CHN.

Firing order

2GR-FE (3.5 EFI)

Cylinder block

The cylinder block - aluminium "open deck" with thin cast iron liners, cylinder bank angle is

60°. The liners are fused into block and their special rough outer surface promotes strong

connection. There are additional channels for coolant between the cylinders, and there are not

spacer in the water jacket of 2GR-FE. Of course, no overhaul with reboring provided.

The oil sump consist of massive upper part (additionally connected to transmission for stiffness)

and stamped steel lower sump.

Forged steel crankshaft with 4 journals and 5 balance weights is held by individual main

bearing caps, which are fastened by four main bolts and by another two side bolts to block walls

for maximum rigidity.

Pistons - of aluminium alloy, compact T-shaped in projection, with cutted skirt, all the same size
and the same for each bank (as opposed to MZ series). The groove for the upper compression

ring has alumite coating and friction reducing polymer coating is applied on the skirt. Thin

rings have protective coatings: upper compression - by PVD, lower - anti-corrosion, oil scraper

- by gas nitriding. The pistons are connected to the rods with fully floating pins.

Cylinder head

The camshafts are installed in a separate housing, which mounted on the cylinder head - it

simplifies the design and manufacturing technology of cylinder head. The intake ports are

paired, to improve the air flow characteristics the diameter decreases towards the combustion

chamber. There are valve adjusters and roller rockers in the valve mechanism. The head covers

are made of alloy and provided with oil delivery pipe for the rockers lubrication.

Timing drive

Timing drive is "two-step". From the crankshaft by the primary roller chain (pitch 9.525 mm)

intake camshafts are driven, and two short secondary chains for exhaust camshafts drive are

used. Primary circuit tensioner - with a ratchet mechanism, spring and return valve, secondary

chain tensioner have not ratchet, but also is spring enforced. The chains are lubricated by
separate oil nozzles.

Camshaft cams - with a concave profile (thus increasing valve lift at the beginning and at the

end of the opening phase, which improves the cylinder admission).

VVT actuators both on the inlet and outlet camshafts are installed (DVVT - Dual Variable Valve

Timing). Timing variations range - 40° for intake and 35° for exhaust. The auxiliary spring is

installed in VVT actuator of exhaust camshaft to apply a torque to the rotor in the advance

direction for secure locking it with pin after engine stall.

The water pump and oil pump are installed in cast timing chain cover, respectively, oil and

coolant passages in the cover are provided.

Lubrication system

Cycloid oil pump in chain cover is driven directly by the crankshaft, the excess oil is not drain
to sump but feed back to the pump inlet. Oil nozzles that lubricate and cool the pistons are

provided.

The collapsible filter with replaceable cartridges are used, filter housing is built into the upper

sump.

Cooling system

Cooling system is classic: pump drive by outer side of serpentine belt, pump impeller of

stainless steel, mechanical thermostat (80-84°C). The throttle body is heated to counteract
freezing. Some versions are equipped with oil cooler.

1 - from radiator, 2 - thermostat, 3 - bleeder valve,

4 - to throttle body, 5 - from throttle body, 6 - to
heater, 7 - from heater, 8 - to radiator, 9 - oil
cooler.

The engine was equipped with separate fan motor control unit, which allows to adjust

fan speed depending on the coolant temperature, refrigerant pressure, vehicle speed

and engine speed.

Intake and exhaust

There are ACIS valve with electrical drive in the upper intake manifold installed, to change the

effective length of the intake for output increase. At low and medium speed and high load ACIS

valve is closed and the air flows via long path, in other conditions the valve is opened and air

flows via shorter path.

 A - intake manifold effective length, B - inlet
effective length.

AICS vacuum actuator closes one of the two channels between the air inlet and air filter. At low
and middle speed the valve closes one of the channels, so the air passes to filter via smaller

hole, which helps to reduce noise. At high speeds and wide open throttle both channels are

opened to increase intake efficiency.

1 - VSV, 2 - actuator, 3 - AICV valve, 4 - vacuum

tank, 5 - air filter, 6 - intake chamber, 7 - resonator.

Some models have the muffler with a mechanical valve that regulates the flow of exhaust gases.

At low speed closed valve helps to reduce noise, at high speeds it is opened reducing the back-

pressure.

Fuel injection system (EFI)

Fuel injection - multipoint. Under normal conditions - sequential, once per cycle for each

cylinder, at low temperature and low speed group injection can be performed. Fuel supply -

without return line, pulsation damper - external on the fuel rail (in some versions, an additional

damper can be installed in the line before the fuel feed pipe), the collector is made of plastic.

The speed of the fuel pump is regulated by ECM via resistor and relay. EVAP absorber is

installed near the fuel tank.

Throttle - fully electronically controlled (ETCS): DC motor, dual-channel non-contact position

sensor (Hall effect). ETCS performs some functions of traction control (TRC) and stabilization

(VSC).

Accelerator pedal position sensor - dual-channel non-contact (Hall effect). Camshaft position

sensors - MRE type (magnetoresistive) , provide a digital output signal and work properly at

low engine speed. Knock sensors - "flat" wideband piezoelectric, installed on each bank at the

middle cylinder zone. Mass air flow sensor (MAF) - "hot wire" type, combined with the intake

temperature sensor. Upstream - planar air-fuel ratio sensor (AFS), downstream - traditional
oxygen sensor.

To reduce vibrations an active front engine mount is used (operates at speed below 900 rpm).

ECM commands VSV to supply vacuum to the mount changing the pressure in the air chamber.

The diaphragm vibrates and transmits vibrations through the liquid to the rubber part. So the

mount internal vibration compensates engine vibration at idling. The desired frequency of

vibration is regulated by selective orifices and vacuum drain hose.

1 - active mount, 2 - VSV, 3 - drain hose, 4 - ECM,

5 - vacuum tank, 6 - intake manifold, 7 - fluid
chamber, 8 - diaphragm, 9 - air chamber, 10 -
rubber membrane.

Electrical

Ignition system - DIS-6 (separate coil for each cylinder). Spark plugs - "iridium" (Denso

FK20HR11 - central electrode of iridium alloy, side electrode of platinum), with a long threaded

portion (thereby cooling channel can be expanded in the head to improve heat dissipation).
Alternator - with double segment coil and one-way clutch in the pulley (return current

100/130A). Double coil (two sets of three-phase windings with a shift of 30°) reduces electrical

interference and noise at high load. One-way clutch with spring is installed between the inner

and outer portions of the pulley to transmit torque only in the direction of rotation of the

crankshaft, reducing the load on the drive belt.

Starting system - new 1.7 kW starter with planetary gear and segment armature coil and

permanent magnets instead the field coil.

Auxiliary drive - by serpentine belt with automatic spring tensioner.

 1 - crankshaft 2 - tensioner pulley, 3 - water pump,
4 - idler pulley (opt.), 5 - power steering pump
(opt.), 6 - the idler pulley, 7 - alternator, 8 -
compressor.

Experience

Specific failures of 2GR-FE.

• Break of the rubber section of oil pipe (modification until 2008, the part number 15707-
3101#), causing a rapid oil loss with possible engine damage. Since the defect is endanger,
recall service campaign was announced (old-style pipes were replaced with new all-metal).

Note when the pipe was broken during driving, the loss of oil was determined only by
oil pressure warning indicator light up, so the engine time to time worked under oil
starvation, which subsequently led to serious mechanical problems - crankshaft
bearings, camshaft beds damage etc. This circumstance should be taken into account
when purchasing any "second-hand" vehicles produced with an old-style pipe yet - as
the service history is unknown, it is at risk.

• Usual problem of water pump leaking and noise, so the pump should be just considered as

consumable with a life time about 40-60.000 km.

• The failure of the ignition coils (until 2010, part # 90919-02251) - prescribed to replace the

coils with modified.

• Noise from head cover area at starting and possible errors related to the valve timing -

prescribed a complicated procedure for replacing the valvetrain components of the sprockets to

the camshafts and carriers assembly. VVT sprocket problems are standard of almost all GR

engines.

• Errors associated with VVT control valves (until 2011) - prescribed faulty valves replacement.

• Idle speed control system problems and DTCs (until 2010) - prescribed replacement of the
throttle body assembly.

• Alternator pulley one-way clutch failure (until 2012) - prescribed installation of new pulleys (a

common disease of GR series).

• Oil cooler hose leaks (until 2012, part 15767-31010).

• Oil leak from under the cylinder head cover (until 2007) - prescribed replacement of

camshaft carriers.

• Difficult restarting at low temperatures (some models until 2013) - replacement of the

junction box..

• Fuel pump resistor failure (some models until 2007).

Indirect deficiencies are not associated with the reliability of the engine:

• As for most models with high performance transverse powertrain reduced

transmission life time (as in the case of "famous" U660).

• V6 transverse layout makes access to engine significantly difficult, so for a number of

works front side disassembly required or engine hanging.

1GR-FE (4.0 EFI) / 6GR-FE (4.0 EFI)

Early version (type'2004) have a number differences beside the rest of GR engines.

• "Mono"-VVT - adjustable timing for intake only, in range of 50°.

• The cylinder heads are traditional, without camshafts carrier, without hydraulic lash adjusters.
• There are not spacer in the water jacket.

• More complex crankshaft shape (9 counterweights).

• More massive piston with less reduced skirt.

• The oil filter is installed at he engine top with oil cooler.

• The main cooling fan is mechanical belt driven, mounted with silicone fluid filled coupling,

which is controlled by the bimetallic thermoelement, to provides a desired dependence between

temperature and fan speed.

 1 - bimetallic element, 2 - coupling shaft, 3 -
coupling housing, 4 - rotor, 5 - valve. A - fan
speed, B - temperature behind the radiator.

• Unusual high RON requirements even for Japanese market version (Regular - only in North

America).

• Some models was equipped by additional fuel tank, but simple scheme is implemented - with

ejection pump and common filler, without switching system.

• To control the performance of the fuel pump (3 speeds) the separate electronic control unit

was installed.

• The fuel system - with return line, the fuel pressure regulator - vacuum, at the intake manifold.

• At the first year of production engines inductive camshaft position sensors was installed..

• ACIS with vacuum actuator instead of the electric drive and somewhat different work

algorithm..
 A - intake manifold effective length, B - inlet
effective length.

• Spark plugs with a long threaded portion, but of conventional materials (Denso
K20HR-U11, NGK LFR6C-11).

• Starters - modern with a planetary gear and segment armature coil as well more

powerful (2 kW) conventional with reducer (for cold climate).

The second variant (type'2009) was structurally similar to other GR motors. The

exhaust timing adjusting (the range is 40° for intake and 35° for exhaust), the camshaft

carriers, the spacer in the cooling jacket, more compact pistons, simplified crankshaft

were implemented, collapsible oil filter and oil cooler are moved to a separate bracket

under the engine, more advanced spark plugs are used (Denso SK20HR11), the

exhaust air injection system was applied.

Experience

• No extra rubber elements in the lubrication system, simplified valvetrain - automatically mean

the absence of relevant problems specific to 2GR-FE. The timing chain life time is quiet good.

Some knocking in the engine compartment are often a normal operation sound of EVAP VSV

and injectors.

• Minor defects are more common - oil leak from the timing cover, water pump leak, emission

control system failures (oxygen sensors, EVAP).

• Known the spark plugs destruction cases because of overtightening.

• The most unpleasant defect - cylinder head gaskets damage at rear cylinders area,
with local overheating and warping the mating surfaces, generally appears as gradual
antifreeze consumption, overheating in certain modes and, finally, the exhaust gases
in cooling system outburst. The defect is unspecific for the first 100.000 km, but then
the probability increases in direct proportion to the mileage. Any failure of the cooling
system, such as radiator leak or clogged cells, significantly conduce to it.

3GR-FE (3.0 EFI) / 5GR-FE (2.5 EFI)

Taking into account the difference in layout, 3GR MPI is substantially similar to 2GR-FE.

• There is the spacer in the water jacket installed, it allows more intensive coolant circulation

near the top of the cylinder, which improves heat dissipation and helps to more evenly

thermally load.
• Front engine mounts are liquid filled, active mounts not applied.

• The oil filter is installed horizontally in the front, on the top of upper sump bracket (the sump

has a specific for longitudinal layout engines shape). The oil level sensor is installed (limit

switch with a float) - if a low level is maintained for more than 40 seconds, the system switches

on warning light.

• There is ATF heater in the cooling system installed. Radiator fans - electrical, controlled via a

separate control unit.

 1 - water inlet, 2 - water outlet, 3 - thermostat, 4 -
from vent valve, 5 - throttle body, 6 - heater, 7 -
ATF heater, 8 - to expansion tank, 9 - radiator.

• The fuel system - with return line, the fuel pressure regulator bilt in the fuel pump module.

• ACIS drive - electrical, operates by algorithm similar to 1GR-FE. Other intake geometry

controls are not used.

• ETCS supports SNOW operation mode SNOW, damping response to the accelerator

pedal pressing.

• Spark plugs - "iridium", single-electroded (Denso FK20HR11 / NGK ILFR6D11).

3GR-FSE (3.0 D-4) / 4GR-FSE (2.5 D-4)

Direct injection engines have some differences at mechanical part.

• The higher the compression ratio.

• The fuel injectors are mounted in cylinder head. The shape of the intake port promotes the

generation of "reverse swirl" in the cylinder.

• Pistons with a specific shape are different for the left and right banks.
Fuel injection system (D-4)

1 - pressure regulator (400 kPa), 2 - fuel filter, 3 -

pulsation damper, 4 - control valve, 5 - injectors, 6
- pressure relief valve (15.4 MPa), 7 - fuel
pressure sensor, 8 - ECM, 9 - jet pump, 10 - fuel
pump, 11 - camshaft, 12 - high pressure supply
pump, 13 - check valve (60 kPa).

Fuel injection - direct in the combustion chamber, is synchronized with piston position.

The fuel from tank pump is supplied to high pressure pump, than under pressure (4..13

MPa) into the fuel rail, and finally into the cylinders by injectors.

Operation . The engine works in two basic modes:

- Homogeneous mixture mode - injection during the intake stroke, the fuel mixes with air and

forms a homogeneous mixture with a composition close to the stoichiometric. Due to the

evaporation of injected fuel, air charge in the cylinder is cooled further reduces the possibility

of knocking and improves cylinder filling.

A - intake / injection, B - compression, C - ignition,

D - combustion.

- Stratified combustion mode - injection at the end of the compression stroke - the fuel is
reflected from the recess of the piston, actively dispersed and vaporized, heading to the spark

plug. Although the mixture in whole cylinder is lean, at spark plug area it is rich enough to be

ignited by spark and fire the remaining volume. Lean mixture in the remaining volume is less

prone to detonation, which allows to increase the compression ratio and increase engine output.

Due to the evaporation of injected fuel air charge in the cylinder is cooled further reduces the

possibility of knocking. This mode is used after a cold start to accelerate catalyst warm-up.

A - intake, B - compression / injection, C - ignition,

D - combustion. 1 - lean, 2 - rich.

Control Combustion Injection Application

Lean mixture
Stoichiometric mixture
Without feedback
lean mixture, stratified
compression stroke from start to war
combustion
homogeneous mixture intake stroke except warming
high load, low co
homogeneous mixture intake stroke
temperature

Injection/supply pump. Single-plunger with control valve, check valve and pulsation damper

at inlet. Installed in the rear of the right bank valve cover, driven by exhaust camshaft additional

cam. There is an insulating spacer installed between the pump and valve cover to reduce pump

heat.

1 - from fuel pump, 2 - to fuel tank, 3 - control

valve, 4 - pulsation damper, 5 - to fuel rail, 6 -
plunger, 7 - bypass valve.
- At inlet stroke the plunger moves downward and fuel draws into the pumping chamber.

- At the beginning of the compression stroke part of the fuel is returned while control valve is

open (the specified fuel pressure is set in the range 4-13 MPa).

- At the end of the compression stroke control valve is closed and the pressurized fuel through

the check valve is supplied into the fuel rail.

- At the engine start the control valve is opened and the fuel is fed directly into the manifold at

regulator pressure (400 kPa).

Fuel rail. Made of aluminium alloy, contains fuel pressure sensor to provide feedback, and a

mechanical pressure relief valve (opens the drain line to the tank if the pressure exceeds 15.3

MPa).
Injectors. Slotted nozzle injector injects the fuel into the cylinder as specific shaped spray that

draws in a significant amount of air and increases the mass admission. The nozzle protruding in

the combustion chamber have special non-stick coating. Sealing teflon (PTFE) rings further

reduce vibration.

1 - teflon seal, 2 - insulator.

Injector driver (EDU). The injectors are controlled by a driver, which converts the signal from

the control unit in the high-voltage signal to the injectors, ensuring maximum operation speed.

After the opening of the nozzle is held opened by low voltage signal.
 1 - ECM, 2 - injector driver, 3 - control circuit, 4 -
high voltage circuit, 5 - injector, 6 - control valve.

SCV (swirl control valve) actuator. There is SCV block between the cylinder head and the

inlet manifold, which closes one of two inlets channel to each cylinder, depending on the

driving conditions. Flaps are driven by electric motor via linkage.

1 - ACIS actuator, 2 - ACIS flap, 3 - intake

chamber, 4 - SCV position sensor, 5 - SCV
actuator, 6 - intake manifold.

- At low speed, low load, low coolant temperature SCV is closed, air flows through one port,

that increases flow speed for better mixture combustion.

- At high loads SCV is opened, air enters through both ports increases filling of cylinders, the

vertical vortex in the combustion chamber created, carburetion is improved.

 1 - exhaust valve, 2 - intake valve, 3 - SCV valve,
4 - SCV position sensor, 5 - SCV drive, 6 - drive
mechanism, 7 - intake manifold. A - SCV opened,
B - SCV closed.

A great advantage of D-4 at GR series - the absence of EGR.

Spark plugs. "Iridium" (Denso FK20HBR11 / NGK ILFR6D11T) - in addition to the platinum

electrode contact, added two side electrodes.

Experience

As usual for Toyota, the new technical solutions caused a number of different

"childhood diseases", especially in comparison with proven JZ and MZ.

• Since the first D-4 engine (infamous 3S-FSE), enough time has passed that the

company was able to find the right solutions - and, indeed, control system and fuel

system are not more problematical as of MPI engines. The absence of EGR

significantly reduced the problem of carbon deposits in the intake manifold and at all

related moving elements.

In addition to standard fault of EVAP (absorber module), can be noted two specific

defects.

• Problems of AFS and oxygen sensors - not recommended for a long ride with an

error related too rich mixture (the manufacturer supposes, that excessive amount of

gasoline drains in the motor oil).

• A series of recalls: corrosion of aluminium components of the fuel system - internal

corrosion and pressure fluctuations could cause destruction of welding or cracks and

major fuel leaks (domestic market until 2005, overseas until 2008), defects of injector

ring seals with fuel leak possibility (domestic market until 2005), spontaneously

loosened fuel pressure sensor (Japanese market 2007-2009).

The mechanical part condition seems worse:

• Oil leaks at camshaft carriers (until 2008) does not deserve special attention.

• Abnormal sound (knock) in timing drive after starting - a chronic disease, supposedly

"fixed" by periodically releases of another type of intake camshaft VVT sprocket (part

numbers - 13050-31071, 31081, 31120, 31161, 31162, 31163...). Japanese themselves to

escalate the situation by notifying the possibility of spontaneous loosen of VVT mounting bolts

causing its "dismantling" and engine seizure.

• Major recall campaigns related to valve springs - foreign matter in the material cause

weakening or rupture of the springs, followed by noise during operation and engine stall (4GR-

FSE 2005-2008, 2GR-FSE 2007-2008, 3GR-FSE 2006...).

• The most expensive problems are also reflected in service campaigns (4GR-FSE
until 2010, 3GR-FSE until 2006 - for the extended 9-year warranty): in case of
misfiring, erratic or rough idling, oil consumption more than 500 ml / 1000 km - was
prescribed to replace pistons (usually owners tried to avoid it by cleaning and
reinstalling the old ones), piston rings, valve springs of older type, the lash adjusters, if
necessary - valve guides and valves with the cleaning of a deposit of all relevant
components. Cumulative worldwide experience makes believe high oil consumption is
generic "feature" of all #GR-FSE engines, so consumption below 200-300 ml / 1000
km is considered "normal" even for low-mileage engines, while active
countermeasures are applied after 600-800 ml per thousand oil burning.

2GR-FSE (3.5 D-4S)

With the exception of the fuel system, construction is similar to the 3GR / 4GR. Differences at

the mechanical part include:

- Increased range of variable timing up to 60° (intake) and 35° (exhaust).

- Another type of the piston - for D-4 with a lower compression ratio.

Fuel injection system (D-4S)

1 - jet pump, 2 - pressure regulator, 3 - fuel pump

(low pressure), 4 - pulsation damper, 5 - control
 valve, 6 - check valve, 7 - supply pump, 8 -
pressure relief valve, 9 - fuel pressure sensor, 10 -
injector (intake port), 11 - injector (direct injection),
12 - injector driver, 13 - ECM.

Fuel injection - combined: directly in the combustion chamber and multipoint in the inlet ports.

At low to medium loads and low speeds - combined injection is applied - homogeneous mixture

increases the stability of the combustion process and reduces emissions. At high load - direct

injection is applied - the evaporation of the fuel in the cylinder improves the mass admission

and reduces the tendency to knocking, which allows to increase the compression ratio.

A - injection in cylinder + intake, B - injection in

cylinder.

Operation modes.

- Stratified combustion mode. Fuel is supplied in the intake ports on the exhaust stroke. On the

intake stroke after the valves are opened a homogeneous mixture flows in the cylinder. At the

end of the compression stroke, additional fuel is injected directly into the cylinder, allowing to

enrich the mixture near the spark plug. This facilitates the initial ignition, is then distributed on

the all lean mixture charge in the remaining volume of the combustion chamber. This mode is

applied after a cold start to retard ignition timing and to increase the exhaust gas temperature

for accelerate catalyst warming up.

- Homogeneous mixture mode. Fuel is supplied to the intake ports on the exhaust stroke. On the

intake stroke after the valves are opened a homogeneous mixture flows in the cylinder,

additional fuel is injected directly into the cylinder and uniformly mixed with the incoming

charge due to turbulence. Homogeneous air-fuel mixture is compressed and then ignited. Due to

the evaporation of injected fuel, air charge in the cylinder is cooled improves cylinder filling.

There are some differences in direct injection system:

• Pressure relief valve is electronically controlled.

• Double-slotted injector nozzles.

• For low pressure injection traditional fuel rail without the return line is provided.

2GR-FKS (3.5 D-4S)

Similar to 2GR-FSE.

Some differences in the mechanical:

- Variable valve timing system VVT-iW - see details. Increased range of variable

timing up to 80° (intake) and 50° (exhaust).

- Implemented a possibility of engine operation by Miller / Atkinson cycle - see details.

1 - fuel pump (low pressure), 2 - filter, 3 - pressure regulator (relief valve), 4 - main fuel valve, 5 - fuel
pump (high pressure), 6 - pump lifter, 7 - exhaust camshaft, 8 - check valve, 9 - pressure relief valve, 10
- control valve, 11 - fuel pressure pulsation damper, 12 - low-pressure line, 13 - high-pressure line, 14 -
injector (low pressure), 15 - fuel pressure sensor (high pressure), 16 - injector (high pressure), 17 - fuel
pressure sensor (low pressure), 18 - ECM, 19 - fuel pump control unit.

Some differences in the fuel system:

- Increased range of operating pressure - 2..20 MPa

- Modified pump with roller lifter

 1 - from fuel pump (low pressure), 2 - control valve, 3 - high pressure line, 4 - plunger.

- The absence of external pulsation dampers.

- Pressure relief valve built into the pump.

A - suction, B - hold, C - pumping, D - relief.

- Pressure sensor in the low pressure line.