2GR-FKS after it wears out...... Can this thing be stroked?

Id be willing to give it a shot once my 2GR bites the dust, but at the rate shes going so far that could be a while, doesnt seem like theres much chance the engine breaks down any time soon to me

 

I'd be in the same boat. Besides, the computer stuff will have to be developed. If I end up with this truck that long, I'll probably go that route if the aftermarket is developed.

 

Better toss some sand in the oil sump and remove the filter if you want to wear it out before 300K!

I don't think the full potential of the current configuration is even realized yet due to the ECU TBW maps and other controls. I say this because its so obvious that there is more there when you feel power steps as the revs build. Accelerating in this truck feels a bit like the Back to the Future III train when Doc starts throwing the colored logs in!

 

No kidding bro. The taco is an engine tune away from smoothing out power delvery as you say and getting back all the losses resulting from the pseudo-Atkinson cycle BS until 3000ish RPM. Id expect to gain a LOT of low end from such a tune.

 

If you swap out parts. You done nothing but create the engine just removed the parts from. I know nothing about two engines we are discussing. But, as long as the specs on crankshaft dia. are equal, rod specs are equal it would not mean much. You would have to determine too if either engine is balanced differently from other. Such as internal or external balanced. When you start talking stroker engine that is when you have crankshaft stroke changes like from a stock crankshaft stroke to say a .250 gain in stroke. Then you have to adjust the rod length or piston pin location on piston. Longer rod or crank keeps the piston closer to top of bore. Which creates more torque an horsepower. Longer stroke creates more torque an cubic inches.

 

Somewhere I have an old hot rod magazine with an article about making a 360 ci small block Chevy.
Starting with a 400 small block, which has a 4.125" bore, swapping out the crank from a 327 (3.25" stroke) and longer connecting rods. There was quite the interest in the longer rods providing a longer dwell period which increased mechanical output efficiency. The guy seemed to know what he was talking about. Back in the early 80s I was into rebuilding small block Chevy engines. In those days I had a 1975 Monty Carlo with a 69' 307 ci I taken from an old pickup. Swapping engines and parts in those days was much easier... no Computors and such.

 

We actually covered a bit of this earlier.

 

If it comes time for a new engine, and I want to keep dumping money into this thing. I'd just look for a 5.7 to shoehorn into it, might as well go for the V8 with all the extra work to bore and stroke the 3.5.

 

I wish Toyota would come out with a 4.0 that gets 26 MPG. Make about 300 HP at wheels. That not asking for a lot.

 

Rods are powder metal, not forged.

Some of the sister variants of this engine have slightly different tunes. For example, the Camry, Avalon, and ES350 have 268hp, the sienna has 296hp (yes, the minivan has more power...), Highlander and IS350 have 306hp, and the GS350 has 311hp. All the same 2GR platform. So yes, it's tunable (once the ecu is unlocked).

Side note - supercharging the Atkinson (or pseudo-Atkinson) cycle engine is the equivalent of a Miller cycle engine, which VW is trying out. Supposed to be better than supercharging a regular Otto cycle. We'll see.

 

It would be better in that it would be more efficient by a long shot than a supercharged Otto cycle which is a plus. I would think power output would be the same if not a little more thanks to better parts in the 2gr fuel system than the 1gr, but I wouldn't expect more power out if the Atkinson cycle except in the sense that it had less power to start with and now might end up with the same or a tiny bit more thanks to newer, better supporting components.

 

Why not just go with a supercharged Lexus v8 ????

 

Might still do that or go straight LS/T56, just exploring options as a mental exercise more than anything really

 

LS motors are old outdated technology , supercharged LT4's are better !!

 

I'm in favor. But Toyota is pretty much done with superchargers. Turbos are the new supers.
The new LS500 will have a twin-turbo v6, putting out some pleasing numbers.

 

On old LS1 engines its not uncommon to see well over 1k hp on a turbocharged junkyard motor builds

 

This thread wondered, but L99 with 6L80 boom.

 

Good reference document.
Small distinction is on pages 10 and 11. It says the con-rods "...have been forged..." vs the crankshaft that is "...made of forged steel..."
The con-rods start out as powdered metal, get compressed, sintered, and then a final forging step to meet final dimensions. The crankshaft starts as a solid piece of steel that is forged into the shape, with some final machining for the end dimensions.
The difference, aside from the processing steps, is the powder metal con-rods have some porosity that allows oil to be retained and help with self-lubrication.


Source: I've personally watched the con-rods getting produced for the 2GR engines.

 

When we started stroking our I4 turbos we would drop in a 2.4l crank into a 2.0l. Head, block and rods all stayed the same. Just had a piston manufacturer make custom piston to accommodate the longer stroke. Oh and high compression (10.8:1) for a turbo car because e85 is awesome sauce.