2018 5 HP Increase
#16
Rookie
Thread Starter
#17
Rookie
Thread Starter
Man that is an insane difference. A full second slower? Lort.
#18
Lexus Champion
That 5.0 second 0-60 and 13.6 in the quarter was a C&D estimate. When they did an actual instrumented test, they got 5.6 to 60 and 14 in the quarter.
Road and Track was able to get 5.4 in a RWD 350. The fastest I have found to 60 was Motor Trend, who got 5.3 with an AWD model.
Good summary here:
https://www.0-60specs.com/lexus-is-350-0-60-times/
Road and Track was able to get 5.4 in a RWD 350. The fastest I have found to 60 was Motor Trend, who got 5.3 with an AWD model.
Good summary here:
https://www.0-60specs.com/lexus-is-350-0-60-times/
#19
IIRK, Car and Driver logged a 0-60 time of 5.6 secs with the 2014 IS350 RWD model.
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2XLXTN (06-26-18)
#20
I think the big reason for the 3IS slowdown was the weight. 3IS is a porker.
As far as the 0-60, I'll try to dig it up (i already closed the page--had a thousand review pages open) but yes I believe it was C&D as you mentioned. R&T got close to it though.
As far as the 0-60, I'll try to dig it up (i already closed the page--had a thousand review pages open) but yes I believe it was C&D as you mentioned. R&T got close to it though.
#21
That 5.0 second 0-60 and 13.6 in the quarter was a C&D estimate. When they did an actual instrumented test, they got 5.6 to 60 and 14 in the quarter.
Road and Track was able to get 5.4 in a RWD 350. The fastest I have found to 60 was Motor Trend, who got 5.3 with an AWD model.
Good summary here:
https://www.0-60specs.com/lexus-is-350-0-60-times/
Road and Track was able to get 5.4 in a RWD 350. The fastest I have found to 60 was Motor Trend, who got 5.3 with an AWD model.
Good summary here:
https://www.0-60specs.com/lexus-is-350-0-60-times/
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2XLXTN (06-26-18)
#23
Lexus Champion
PERFORMANCE (C/D EST):
Zero to 60 mph: 5.0-7.6 sec
Standing ¼-mile: 13.6-15.7 sec
Top speed: 131-143 mph
Zero to 60 mph: 5.0-7.6 sec
Standing ¼-mile: 13.6-15.7 sec
Top speed: 131-143 mph
#24
drives cars
I assume this is the Car and Driver article you are referring to. It was their "First Drive Review". You'll note it is an estimate only.
https://www.caranddriver.com/reviews...t-drive-review
https://www.caranddriver.com/reviews...t-drive-review
https://www.caranddriver.com/feature...s-is350-page-8
#25
I too was interested in knowing how the 2GR-FKS achieved the additional 5hp over 2GR-FSE, as well as any other significant upgrades if any, and located this discussion.
I was able to locate some additional information regarding the evolution of the 2GR-FSE to 2GR-FKS;
Interesting fact I was not aware of: A supercharged 2GR-FSE 3.5-liter V-6 that makes 416 horsepower and either 317 or 332 lb-ft of torque is used in the Lotus Evora GT, Evora S and Exige S
The 2GR-FKS still uses the 2GR-FSE engine D4-S twin injection system setup (dual port and direct injection).
The 2GR-FKS is tuned for use of premium fuel, and high-end power (higher RPM's)
The 2GR-FKS has the ability to alternate between Otto and Atkinson cycles for better fuel economy, which appears to be the major upgrade in the transition from FSE to FKS.
(Otto cycle, some of the force during the power stroke goes to pushing the piston down, but more force is produced than needed. That extra force is essentially wasted energy. Atkinson cycle adjustment reduces that wasted energy and by doing so makes the engine more efficient.in the Atkinson, the intake valve closes later, reducing compression).
This is achieved by using the VVT-iW on the intake camshafts (the W denotes " Intelligent Wide" Variable Valve Timing). The wider or expanded valve opening angles increase fuel-efficiency at low engine loads. The engine still uses a variable exhaust valve timing (VVT-i). The engine was also equipped with the coil-on-plug ignition system DIS, ETCS-I, and ACIS
Another significant upgrade noted was self-cleaning fuel injectors that solve the carbon buildup issue that ails many direct-injection engines. The 10-minute cleaning cycle occurs during longer idling periods, such as in a drive-thru line or at a stop light.
Other upgrades include a new reduced-friction oil sump and an exhaust manifold integrated into the cylinder head. This eliminated the exhaust manifold on the engine. The design benefits from lighter weight, the ability to use engine coolant to cool exhaust gasses / EGR circuit is cooled. and a structure that can make the addition of a turbocharger easier. By cooling the exhaust, don’t have to pump any raw fuel into the catalyst to keep the catalyst cool, because it's not heating the catalyst up as much. A side benefit of the design: the catalytic converter is closer to the head, making theft less likely.
Located ddditional 2GR-FKS vs 2GR-FSE discussion here;
https://www.clublexus.com/forums/is-...xus-is350.html
I was able to locate some additional information regarding the evolution of the 2GR-FSE to 2GR-FKS;
Interesting fact I was not aware of: A supercharged 2GR-FSE 3.5-liter V-6 that makes 416 horsepower and either 317 or 332 lb-ft of torque is used in the Lotus Evora GT, Evora S and Exige S
The 2GR-FKS still uses the 2GR-FSE engine D4-S twin injection system setup (dual port and direct injection).
The 2GR-FKS is tuned for use of premium fuel, and high-end power (higher RPM's)
The 2GR-FKS has the ability to alternate between Otto and Atkinson cycles for better fuel economy, which appears to be the major upgrade in the transition from FSE to FKS.
(Otto cycle, some of the force during the power stroke goes to pushing the piston down, but more force is produced than needed. That extra force is essentially wasted energy. Atkinson cycle adjustment reduces that wasted energy and by doing so makes the engine more efficient.in the Atkinson, the intake valve closes later, reducing compression).
This is achieved by using the VVT-iW on the intake camshafts (the W denotes " Intelligent Wide" Variable Valve Timing). The wider or expanded valve opening angles increase fuel-efficiency at low engine loads. The engine still uses a variable exhaust valve timing (VVT-i). The engine was also equipped with the coil-on-plug ignition system DIS, ETCS-I, and ACIS
Another significant upgrade noted was self-cleaning fuel injectors that solve the carbon buildup issue that ails many direct-injection engines. The 10-minute cleaning cycle occurs during longer idling periods, such as in a drive-thru line or at a stop light.
Other upgrades include a new reduced-friction oil sump and an exhaust manifold integrated into the cylinder head. This eliminated the exhaust manifold on the engine. The design benefits from lighter weight, the ability to use engine coolant to cool exhaust gasses / EGR circuit is cooled. and a structure that can make the addition of a turbocharger easier. By cooling the exhaust, don’t have to pump any raw fuel into the catalyst to keep the catalyst cool, because it's not heating the catalyst up as much. A side benefit of the design: the catalytic converter is closer to the head, making theft less likely.
Located ddditional 2GR-FKS vs 2GR-FSE discussion here;
https://www.clublexus.com/forums/is-...xus-is350.html
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Bechtold (09-01-23)
#26
Intermediate
The FKS motor has an integrated exhaust manifold as well, not sure how that effects the powerband.
I would like to see some engine dynos, but I presume in order to get the extra 5hp, the entire powerband was raised at the cost of low end power, which checks out since the newest IS350s are the slowest ones ever.
What's interesting is that despite the increase in top end power and gearing, the 3IS is still slower than the 2IS in every metric. They used to think it had a better top end but it doesn't unfortunately.
I would like to see some engine dynos, but I presume in order to get the extra 5hp, the entire powerband was raised at the cost of low end power, which checks out since the newest IS350s are the slowest ones ever.
What's interesting is that despite the increase in top end power and gearing, the 3IS is still slower than the 2IS in every metric. They used to think it had a better top end but it doesn't unfortunately.
#27
It may also be that the changes to the FKS do more to "free" lost potential and energy than make power. For example, an expert who knew the design team for the 86 once told me that the 86 refresh (before the gen 2) that included a new intake manifold on paper only made 5 hp, but it "freed" more like 20 horsepower in lost potential.
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arentz07 (09-03-23)
#28
It may also be that the changes to the FKS do more to "free" lost potential and energy than make power. For example, an expert who knew the design team for the 86 once told me that the 86 refresh (before the gen 2) that included a new intake manifold on paper only made 5 hp, but it "freed" more like 20 horsepower in lost potential.
Engine Intake Manifold Part Number: 17190-31320 (Lexus IS 350 LUXURY 2017, 2018, 2019, 2020, 2021, 2022, 2023 / Lexus IS 350 LUXURY F Sport 2018, 2019, 2020, 2023)
Engine Intake Manifold Part Number: 17190-31100 (Lexus IS 350 2006, 2007, 2008, 2009, 2010, 2011, 2012)
Engine Intake Manifold Part Number: 17190-31170 (Lexus IS 350 2012, 2013 & IS 350 LUXURY 2014, 2015, 2016)
** Engine Intake Manifold Part 17111-70140 (2018 - 2020 Lexus LS500 twin turbo)
Engine Intake Manifold Part Number: 17190-31100 (Lexus IS 350 2006, 2007, 2008, 2009, 2010, 2011, 2012)
Engine Intake Manifold Part Number: 17190-31320 (Lexus IS 350 LUXURY 2017, 2018, 2019, 2020, 2021, 2022, 2023 / Lexus IS 350 LUXURY F Sport 2018, 2019, 2020, 2023)
Last edited by ELexis; 09-02-23 at 02:30 PM.
#29
Some additional 2GR-FKS V6 information (Perhaps a tune to keep engine running in "Otto-cycle" longer at a given RPM etc. may increase power, but may sacrifice fuel-efficiency for performance
Displacement 3,456 cc (3.5L)
Fuel Injection Direct & Port
Head/Block/Pistons/Timing Chain cover/Upper Oil pan - Aluminum
Head Covers - Resin
Crank/ Rods/Cams/Piston sleeves/Oil pan lower - Steel
Valvetrain DOHC, 24 valve
Bore x Stroke 94mm x 83mm
Compression Ratio 11.8 : 1
Horsepower 278-318 HP
Torque (lb-ft) 265-280 TQ
Some common 2GR-FKS engine problems include:
-High Pressure Fuel Pump issues (2/23/18 - Toyota TSB T-SB-0016-18 "chirping Noise From High-Pressure Fuel pump)
https://static.nhtsa.gov/odi/tsbs/20...30004-9999.pdf
-Potential oil leak is the cam sensor bolt hole. As with the HPFP chirping Toyota issued TSB T-SB-0073-18 addressing the cam sensor bolt oil leak;
-Engine failures appear most common with the Toyota Tacoma. Primary conclusion is that the 2GR-FKS doesn’t have great oiling on steep slopes.
.
Displacement 3,456 cc (3.5L)
Fuel Injection Direct & Port
Head/Block/Pistons/Timing Chain cover/Upper Oil pan - Aluminum
Head Covers - Resin
Crank/ Rods/Cams/Piston sleeves/Oil pan lower - Steel
Valvetrain DOHC, 24 valve
Bore x Stroke 94mm x 83mm
Compression Ratio 11.8 : 1
Horsepower 278-318 HP
Torque (lb-ft) 265-280 TQ
Some common 2GR-FKS engine problems include:
-High Pressure Fuel Pump issues (2/23/18 - Toyota TSB T-SB-0016-18 "chirping Noise From High-Pressure Fuel pump)
https://static.nhtsa.gov/odi/tsbs/20...30004-9999.pdf
-Potential oil leak is the cam sensor bolt hole. As with the HPFP chirping Toyota issued TSB T-SB-0073-18 addressing the cam sensor bolt oil leak;
-Engine failures appear most common with the Toyota Tacoma. Primary conclusion is that the 2GR-FKS doesn’t have great oiling on steep slopes.
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