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It was first introduced in 2015 as the replacement for the 2GR-FSE in Lexus cars. The 2GR-FKS is the newest 3.5-liter V6 engine among all 2GR versions. Like 2GR-FE, the engine is equipped with Toyota's ETCS-I, ACIS, and DIS systems. Due to the ability to provide better cooling of air-fuel mixture by direct fuel injection into the combustion chamber, the compression ratio was increased up to 11.8:1. The pistons have redesigned shape and are made of a hypereutectic aluminum alloy to withstand high loads.
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The engine also got new cylinder heads with high-pressure direct fuel injectors positioned at the outer side of the intake valves. The combination of the direct injection and conventional port injection requires separate low- and high-pressure fuel systems. That version features Toyota's D-4S twin injection system (direct and port fuel injection). The 2GR-FSE engine is used mostly in Lexus and Japanese domestic vehicles. The exhausts gases go out through the stainless-steel exhaust manifolds (headers) and a three-way catalytic converter on both sides. Each spark plug has an individual ignition coil integrated into the spark plug cap. The engine got an L-type sequential fuel injection system and Toyota's DIS ignition. The acceleration pedal doesn't have a physical connection with the throttle body, just position sensor, and wires.
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The throttle valve is electronically controlled by ETCS-I system (Electronic Throttle Control System - intelligent). The Toyota's ACIS varies the length of the intake manifold according to engine rpm by open and closes the intake air control valve. The 2GR engine has a variable geometry intake manifold made of plastic. The valve clearance is automatically adjusted via hydraulic lash adjusters (tappets). The valves are actuated via roller rocker arms. The valve timing is equipped with Toyota's Dual VVT-i system. The primary timing chain drives the intake camshafts only the exhaust camshafts are driven by intake camshafts via secondary chains. The engine has double overhead chain-driven camshafts (the intake and exhaust camshafts for both cylinder banks). There are steel-laminate type head gaskets between cylinder banks and heads. All components are made of aluminum alloy. The engine block is equipped with oil jets which spray oil on the pistons and reduce their temperature.Įach cylinder head is a three-piece unit: the cylinder head itself, the camshaft housing, and the valve cover. The aluminum alloy pistons have resin-coated skirts to reduce friction. The engine has a forged steel crankshaft with five counterweights and forged connecting rods. The liners are cast into the block material. The V-angle between cylinder banks is 60 degrees. The oil filter will point down if it is out of the van or sideways if it is out of the Hilux.Like the 1GR-FE, the 2GR-FE has an open-deck type cast aluminum alloy cylinder block with spiny-type cast iron cylinder liners (sleeves). The easiest way to identify whether the 3L is out of the Hiace or the Hilux is to look underneath the exhaust manifold at the oil cooler. The 3L engine is relatively similar from the HIlux and the Hiace but if a secondhand engine has been purchased and is from the other model, some things that will have to be swapped over will be the sump & pick up, and the oil cooler. The 3L is still a sought after motor due to its reliability and the fact that it easily upgrades the older 2L (2.4) motors. As stated above the 3L is a factory non turbo engine however the CT20 turbo used on the older 2L-T can be installed with little dramas, which in the end result will give it more power and will increase the fuel economy dramatically. A factory 2.8ltr (2779cc) non turbo, mechanical pump engine that produced power outputs of 91hp (68kw) at 3,800 rpm and made (183nm) of torque at 2400rpm. 1988-97 HILUX 3L ENGINE 2779CC 4 CYLINDER SOHC Produced in the diesel models of both the Toyota Hilux and the Toyota Hiace from the years 1988-1997 was the 3L engine.