Oil cooler for boosted 2GR FKS

With the availability of boost just around the corner from several companies, I thought it prudent to move up development of a serious oil cooler. At first, a custom thermostatic adapter to mount between the stock oil cooler/heat exchanger and oil filter bracket was heavily considered. After some research though, the nod has been given to utilizing the oil filter bracket from the 4.0L 1GR FE roller rocker engine.

The 1GR-FE bracket has several benefits, the largest being that it can accept a variety readily available thermostatic sandwich take off adapters to plumb oil out to a proper oil to air heat exchanger. There are also a multitude of appropriate oil to coolant "donut" style heat exchangers to take the place of the stock unit (it's a warmer, too, so quite important) and mount in parallel with the thermo take off plate. Last, the 1GR FE bracket contains the next size up in oil filters, and can even accept the large V8 filters (more on that in a later post).

So, let's just bolt it on and get going. Not so fast! Toyota spends ample time and resources ensuring that many parts are proprietary to their particular application. So while the 1GR FE bracket is close, it's not going to bolt up properly to the 2GR FKS. After ordering a couple brackets along with their gaskets, a simple adapter bracket has been brought forth from the effort. There are a couple more small issues to solve, but they don't appear insurmountable.

I'll update with more info as this project continues... but here are a some pics to tide over those that are interested. I can produce more of these if there is interest?


1GR FE vs 2GR FKS

Adapter bolted up to the 1GR FE bracket.

 

Which filter do you want? UR Series V8, 1GR, or 2GR FKS? They all cost the same from Toyota.

 

Subbed for interest.

 

Hell yes

 

Why an additional oil cooler is a good idea for boosted vehicles.... cool pistons are strong pistons.

 

The factory Lexus oil cooler sandwich adapter might work here, needs a little machining to fit up. It also uses a thermostat that contains a pressure bypass valve, seems to be very popular with many OEM and aftermarket Japanese brands.

 

Here is the complete filter bracket with both the factory thermostatic take off plate and V8 oil to coolant heat exchanger. Additionally, the deeper filter cap that will allow the V8 filter.

 

The larger cap will not allow the 2GR to use the larger filter, as it is too shallow. The 1GR filter bracket is required, that is the reason for the adaptor.

More filter media is rarely a bad thing. It can capture and hold far more debris, as well as reduce the amount of oil that bypasses the filter through the bypass valve. Folks might be surprised how often the bypass valve is open.

 

What problem are we trying to solve here?

 

Primarily keeping the engine oil cool under boost. I doubt the supercharger runs off the engine oil (turbos usually do) but more preasure in cylinder leads to higher engine temps and oil.

We used to run AT radiators in MT cars and use the bottom row of fins normally reserved for the transmission for additional turbo oil cooling.

 

Unless your oil temp is over 500 degrees I don’t see any benefit.

 

Lol, I'll take it, you guys are a hoot!

The problem is 6+ lbs of boost on 11.8:1 pistons.

 

Any eta on if/when you'll have more oil filter caps?

 

Hang on. Are you meaning to tell me the 2GR-FKS engine has an 11.8:1 compression ratio?

 

Caps are available now, check my web page.

Yes, the 2GR FKS has 11.8:1 pistons.

 

There are two types of compression ratios static and dynamic the VVT can adjust cam timing up to 80 degrees on the intake and 50 degrees on the exhaust so the CR is adjustable and controlled by the engine management system at all times.

 

Sure, but why do the work driving the supercharger only to close the intake valve before the cylinder is properly filled? The static ratio should ideally be lower... or running on miller cycle.

 

The ratio of the cylinder volume at intake valve closes over the volume above the piston at TDC represents the dynamic compression ratio. The DCR is what the air fuel mixture actually “sees” and is what “counts”, not the static CR.