Who has the highest hp 2gr-fks?

Among all the 3rd gen engine builds, who has the highest HP? Wiseco makes lower compression pistons for the the fks so surely someone out there is modifying these right?

Feel free to post other vehicles e.g. Camry, Lexus models, etc as long as they have an FKS engine.

 

I’m not aware of any 2GR-FKS above our old 2022 Maggy development mule.



https://www.tacomaworld.com/threads...-diy-dyno-video.693562/page-148#post-28433861

This was achieved with a completely stock engine fitted with a Magnuson running and 84mm pulley and a URD Spec-U exhaust.

 

Don’t know about other forums or platforms with this engine, but I am pretty vigilant here and have never seen anyone do anything with their FKS besides a Magnuson.

 

There are procharger kits too.

There also has to be someone out there with a custom turbo build who told their Wife it was an alternator, pushing just shy of 400hp to the wheels...

 

There are also just a few with the OV Tune twin turbo kit that turned out to be a disaster. But there were at least a couple guys who got theirs running with custom tuning.

 

These are all really small numbers from what I was hoping was out there. There are countless examples of the 2GR-FE make 800+ to the wheels. They are basically the same motor, but I "thought" the fks had a slightly stronger bottom end along with the DI.

 

Why are you hoping to see such high HP numbers? Unless you're planning some extreme build what does it matter?

 

Getting anywhere near that power figure on the FKS will require an aftermarket EFI system. Couple of problems.. There are only a few systems on the market capable of controlling a DI/PI motor. NONE of them are cheap - think MoTeC M142 at the tune of about $5000 for the box and off the shelf firmware package.

Since probably 95+% of the 2GR-FKS engines are fitted with Automatic transmissions, you need a transmission controller. I had been in contact with https://hgmelectronics.com/ for a modified version of their AB60E/F trans controller to control the AC60E/F in the 3G Tacoma but they hadn't made that available at that time. So I would have been forced to run another MoTeC box w/ very costly custom firmware to control the transmission. (figure another $8-10K for trans control).

Then you have to rewire the interior w/ a custom dash/gauge cluster as the OE gauges will no longer work without the OEM ECU driving things. (More $). Or you can opt to spend that money and a little more to have custom firmware written for the M142 box controlling the engine to broadcast and adapt to the OE Toyota Can-Bus, and have the MoTeC drive the OE gauges and communicate with the other modules in the vehicle. Otherwise, virtually any module relying on the Can-Bus for information will no longer function properly.

Then you come down to the fact most places have at least OBD-2 Inspections of some sort. Not going to get by those with an aftermarket EFI system in place.

I just don't see this being the norm with the engine being used in it's native platform. If you want to swap this into something else, that opens the doors a bit but you're still going to have to run an aftermarket EFI system capable of DI/PI if you want to retain dual injection.

 

Holy mother of- is that 6900 rpm? Fucking love wringing out engines until they scream at redline. Hearing this thing at 7k would be a dream lmao.