Engine Toyota 3GR-FSE

The 3.0-liter V6 Toyota 3GR-FSE engine was produced at the plant in Japan from 2003 to 2012 and was installed on such popular rear- and all-wheel drive models as the Crown and Mark X, as well as on the third generation Lexus GS300 sedans.

In 2003, a 3.0-liter V6 engine debuted on the new generation of the Crown model, which differed from its GR counterparts by the presence of a D-4 direct fuel injection system. And so this is a simple V-shaped six with an aluminum block and a 60 ° cylinder camber angle, a pair of DOHC cylinder heads with hydraulic compensators, a VVT-i phase regulator on four camshafts, an intake manifold equipped with an ACIS type variable geometry system, timing chain.

The restyled Mark X of the first generation was equipped with a compressor version of this engine. Thanks to the TX15 drive supercharger, this engine developed 320 hp and 412 Nm of torque.

The engine was installed on:

  • Toyota Crown 12 (S180) in 2003 – 2008; Crown 13 (S200) in 2008 – 2012;
  • Toyota Mark X 1 (X120) in 2004 – 2009;
  • Lexus GS300 3 (S190) in 2005 – 2011.

Specifications

Production years 2003-2012
Displacement, cc 2994
Fuel system direct injection
Power output, hp 250 – 256 (atmospheric modification)
320 (supercharged modification)
Torque output, Nm 310 – 314 (atmospheric modification)
412 (supercharged modification)
Cylinder block aluminum V6
Block head aluminum 24v
Cylinder bore, mm 87.5
Piston stroke, mm 83
Compression ratio 11.5 (atmospheric modification)
10.5 (supercharged modification)
Hydraulic lifters yes
Timing drive chain
Phase regulator VVT-i
Recommended engine oil 5W-20, 5W-30
Engine oil capacity, liter 6.3
Fuel type 95
Euro standards EURO 4
Fuel consumption, L/100 km (for Lexus GS300 2007)
— city
— highway
— combined
14.0
7.0
9.5
Engine lifespan, km ~400 000
Weight, kg 178

Disadvantages of the 3GR-FSE engine

  • The most famous problem with this engine is the appearance of scoring in the fifth cylinder. Two theories are put forward for their appearance: local overheating due to design defects or a gap in the air filter through which dust seeps into the combustion chambers.
  • For power units, from 2006 to 2008, production carried out a recall campaign to replace defective valve springs: they could crack due to impurities in the metal.
  • Engines of the GR series often pester owners with a crackling of phase regulators at startup. Sometimes it helps to replace only the sprockets, but many have to buy new couplings.
  • Also on specialized forums they complain about the ever-leaking pump, short-lived ignition coils and delicate AFS mixture composition sensors and lambda probes, they cannot tolerate low-quality gasoline. On the engines of the first years, there is corrosion of the fuel pipes or leaks at the joints of the cylinder head.

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