I have to admit that I'm envious of your skill in being able to engineer these parts, manufacture them, market and sell them, install them on your own cars, then go racing with them. You're living the dream dude.
I got a 2gr swapped with your headers, intake, and a custom exhaust. I'm looking to go 400whp. What's next step? The intake manifold and cams, lift kit?
I think your work with the 2GR and 2AR may make more people reconsider the K swaps. Especially the 2AR. Thank you for all the hard work and R&D that you do!!
I would have considered this, but my counter concern would be the additional weight and overall volume of this vs a K swap, also the aftermarket for K series is pretty much unbeatable.
@@pswmetalmonkey but with the 2AR build he had on his channel that engine is a 4 cylinder that is a 2.5. It’s basically the identical footprint of the K24 and maybe a tiny bit taller than the K20. And he took the hybrid form of that engine and was able to get 277 whp out of it with stock internals, only making his own intake manifold and running an intake cam on both the intake cam and exhaust cam since it fits into both positions. That’s pretty impressive to me that a 2.5 4cyclinder that is in nearly every midsize and large Toyota hybrid. So they’re literally everywhere in that form and then you still have the normal variant that’s in the TC, Camry, RAV4, Highlander, etc. The 2GR is a great V6 but personally I want to keep my car 4 cylinder which is why I love the idea of a 2AR swap.
With my 2GR I'm making around 510wkw (almost 683whp) on a hub dyno with rods and pistons and I hear of people making close to that on unopened blocks. The 2GR is a beast of a motor, sounds good and makes plenty of torque. Love to see more development on the 2AR platform
Thanks for watching the video. The 2GR-FE is a pretty impressive motor but Toyota never really put it in anything that was noteworthy so i'm not surprised that you have not heard of it.
this is crazy lol, I saw a J series V6 making 370+ whp NA a bit back and now a 2GR making 400! Amazing work you've done there I'm so glad gears and gasoline shone that light on you!
I’m sure that everything you’ve learned about the 2AR not only transfers over to the 2GR, but the 2ZR as well. It makes sense for a corporation to do things that way. It’s wild seeing 400whp na out of that v6 though 😊
Awesome work, really looking forward to see how far the 2gr can be pushed. I did a Mitsubishi 6g74 3.5l all motor build for testing and ended up making 337hp at the wheels before I tried to rev it to 8500+ rpm and broke a rod 😅
@@JulianVR4 nice, 3000gt is a awesome car. I’m building another quad cam 6g74 soon and will be going with the bc rods because the rods and pistons that come in the 6g74 don’t really like boost at all
oh thats cool. Built an all-motor dohc 6g72 for a 3000gt that revs all the way to 9k. fully built heads and 13:1 CR ross pistons and Bc rods, aluminum flywheel and billet oil pump gears myself. makes about 300whp on the 3.0l bored .040over. uses a holley hi-ram and adapter off a 6g75 as well to get more top end out of it.
@@az_3kgt714 I’ve watched all your build now and love it, sounds like a absolute beast. Your build persuaded me go with the dohc heads with my turbo build. After going over the motor that failed it seems as if the stock cast piston was the issue and it took out the head and rod :/ The stock forged crank and stock forged rods should be fine for over 400hp as long as you have a aftermarket set of pistons
I Wholly Love the look of the Cast Headers on my 2GR--the Blueish Hue is terrific as well. Please know, more people appreciate your Engineering Prowess & willingness to share than you might believe. I learn something with every video. Thank You!!
The thin oxide layer that first builds on stainless steel when you heat cycle it really does look great. Eventually it will go to the meh dark purple color but for now it looks great!
Thankfully Bosch makes these really high flow injectors that have really good atomization characteristics so i can get away with a standard position on the injectors for a while still. Just one less thing to solve right now but eventually as the flow requirements get bigger i will have to cross that bridge. That's why i made sure to leave a provision for it in the design.
Marc, I am so happy that you are doing all that research and making the parts available. I am putting a 2gr into a car that has even less room than the MR2 so I think I will go for the cast manifolds as I get near the finish. I am hoping to get over 300awhp Na. I just need to figure out the best way to do that as there is no room for turbos.
Also in regards to the exhaust manifolds, I think your cast manifolds are brilliant and I intend on using them as a base for a turbo system for my 2gr! Please keep doing what you think is best. You know more that 99% of the internet
Have the 2GR-FSE in my 2015 Lexus GS350. Basically bought the car because of the drivetrain. They are stout engines. Can’t say enough about them. Lots of Audi/BMW car enthusiasts roll their eyes but man, what an engine. Smiles per gallon in my Lex. Keep up the good work.
im so happy to see you doing all this R/D on this engine, im looking to make one of these engine rear wheel drive in Australian delivered Toyota corona from 83, i cant wait to see what you come up with
Stand-off injectors are probably a ways out yet, The atomization and combustion is still very clean. Note that on the dyno pull there is no exhaust smoke or haze.
@dan noyes ive done it on a 1nzfxe. Zero power difference having it at the port or right outside the trumpet. I think the main benefit is better air fuel mix for short stroke motors that dont mix well in the combustion chamber.
HELL YEAH ! JUST FOUND YOUR CHANNEL. FIRST CAR THAT GOT ME INTO ANYTHING BESIDES DOMESTICS WAS MY NEIGHBORS TOYOTA MR2 1ST GEN HE LET ME DRIVE WHEN I WAS 14. HE ALSO HAD A 2ND GEN RX7 CONVERTIBLE BUT NWVER GOT TO DRIVE IT. ALWAYS DREAMED OF THIS GEN MR2. OF COURSE NOW THAT I CAN AFFORD THEM THEYRE STUPID HARD TO FIND AND/OR TOO EXPENSIVE.
This guy is a great asset to our MR2 community engineering in action ! Im to old and to poor to accomplish this on my 4th and last MR2 however i will eventually sell my rust free old man owned 92T and the next younger owner can put a V6 in my 3SGTE powered MR2 im making a conservative 300 HP on my Gen 2 . I spent about 10.5 k having my engine built in parts alone . I was unaware at the time of all the swaps i could have done for the same or less money but live and learn .
Great info! I don't know why so many people find the cast exhaust manifolds to be objectionable. In addition to all the benefits you listed, cast manifolds also hold in heat more effectively than headers.
Love your channel and as I said in the past I will consider this swap vs. a kswap when the time comes and I pop my stock saturn s-series engine. Wow. I am blown away with your ability.
Ah, Frankenstein. From an old MR2 enthusiast (pre-MR2OC days), I must salute you. I hope you realize what you just did. A Porsche GT3 - the absolute benchmark when it comes to naturally aspirated purity - puts out 502bhp from 4.0L. That's 125.5hp/Liter. At ~380whp, you're in the 450bhp range, which puts you around 128hp/Liter. You just outdid Porsche with a moderate makeover and some OEM parts. I've been through two SW20's before life got in the way. It's tempting to return to the fold, given this news.
Right, this fact is not lost on me. Of course my constraints aren't as hard as Porsche's since they are making a production car but it still feels like a pretty good achievement. Plus this latest run has taught me a few things and i feel that 440whp is very achievable.
@@FrankensteinMotorworks A 440whp run naturally aspirated would be absolutely bonkers. What's the primary obstacle that's in the way of another 40whp? At this power level that's a large jump.
@@guntrain212 The big thing is that right now i'm holding back the vvt-i system a bit because the pistons don't have enough valve reliefs but i've got deeper cut pistons on the way and having more intake vvt-i angle will help. Also there's a bank imbalance on this motor, not just mine but all the 2GRs and i think i know how to fix it and finally, the cams to make 405whp are actually a bit small, there's more room to grow and i have done zero head work at this point.
@@FrankensteinMotorworks "i have done zero head work at this point." Oh wow. Well, I think all of us are waiting to see what's possible with attention paid to these areas. Keep up the good work.
The 3VZ was a hell of a motor back in the day, before the 2GR came around it really had the best exhaust note and it had better than turbo power with a much nicer torque curve. I bet it was a good time :)
Hell yea. This is dope. Pretty much cookie cutter same for same. For the fwd vq guys. E85 drop in cams that intake boom 400hp. Mine is gonna get spicy in my spec v. Imma do rods and pistons so I can go from like a 272 cam to the 310 duration cams. Sadly gotta machine the head alot for the lift and stuff. But props man you're doing cool shit forsure. Also I'm doing the same for my z. Doing a x to y single exhaust. And if you swap to the carbon lid it's not a holley part but it sits a couple inches lower. But it's a swap part for holley Hiram
I've been watching (appreciating) from a distance ever since G&G acquainted their audience with you. Pretty cool to have this information out there and see different things come to fruition. For some pseudo-negativity, I thought about doing this same swap myself some years back and was openly ridiculed... I suppose I now have the privilege of hindsight. C'est la vie.
Thanks for sticking around and watching more of the videos. That general feeling in the industry of people not wanting to do something different really makes it tricky to release new parts but thankfully that has gotten a bit easier for me over the years.
Unfortunately the 2GR-FSE is a rather different motor despite the name sounding really close to the 2GR-FE. A lot of the concepts would apply but the actual parts would be different.
Marc, I’m picking up a 2GR swapped MR2 that relies on some of your components. It is obvious from your video that you care a lot about this tech, and I’m really eager to see it in action.
Really love this naturally aspirated stuff, I built my VQ a couple of years ago but the restrictions now lay in the intake manifold. So I'm also looking at something like what you've done here (CNC innovations in Malaysia have made similar stuff but I don't know if they've done any research like yourself). 👍
Yes, this is Evey. I did not list it as an Evey video since that's really a 2AR build but the chassis moved along quite a bit so that project is moving forward.
It would be great to see a video/series of you building a 2GR motor to this spec. I need to rebuild mine due to a VVTI issue and to want to make the most of having it apart by fitting the higher compression ratio pistons and a set of your cams. A reference guide like your 2GR swap series would be so helpful.
Ah finally a new 2GR video! Very nice results on gas as well i have to say and no doubt, there are still many hp hanging around to be found. As you mentioned, aftermarket pistons, rods, optimised cams and and and. I bet there is a looooong list in your head what could be refined or tuned. :D I am just a layman but i would guess that with a "supposed to be" intake position with proper airflow at the dyno, some more hp would have already shown up, right? 🤔But nevertheless, great results so far. Hopefully we see some drag racing. :)
Yeah, at this point i think i know what i need to know to hit about 440whp naturally aspirated. No doubt there's a lot more power beyond that, it's just going to take more work to get there.
Thats a NASTY 2GR, love it. Would love to hear it with a Bullet style muffler like has become popular in the modern muscle scene but i doubt noises was you point of the build. Beautiful work regardless. So cool to see American grown tuner bumping chests with what hasn't been seen since Cosworth originally did work on this engine for some small set of Lotus race cars.
The muffler i have on there really was a last minute thing. I wasn't going to bother because this was just for the dyno but it quickly got to the point where it was too loud and i needed to put *something* on there just to quiet it down a bit. It could definitely sound better with a bit more of a focused effort to make it sound good.
@@FrankensteinMotorworks Its amazing i meant no insult. And i wouldn't know what for sure would be best anyways. This 2GR isn't just good its really really good, even as it was here its intoxicating to hear in ways i rarely see outside of like old racing documentaries
This motor in the 2012 rav4 V6 is a beast! I took a charger scat pack from a dig with 3 passengers and I put a car on him from 0 to 70mph! He pulled next to me and shook his head. I think the rav4 v6 is underrated from factory. I beat a bmw 440i, 535 series, Infiniti q50s, G37s and a Range Rover sport. The suv is a beast from a roll and a dig. My only lost was to a Tesla from 30 mph to 70. I will keep this sleeper till the wheel fall off!
yeah it would be interesting to actually test the stock rav4 configuration. The big limitation in the stock 2GR applications is the exhaust and the AWD rav4 actually has a completely different exhaust configuration that likely lets it breathe much better. Also the sienna eventually got the same. Toyota rates them to the same power but i suspect that's not actually true.
@@FrankensteinMotorworks wonder what would happen if someone combined these parts (minus the high ram) with a supercharged evora… the rods probably wouldn’t be happy
@@isaactrockman4417 Honestly the stock rods and pistons put up to about 650whp or so with a turbo so they probably would be fine as long as you kept it under 7800RPM. It would make for a really tall setup but if you raised the pressure above the velocity stack you'd get a lot more power. I would not be surprised to see it easily making 600-700whp with even just a big pulley on the supercharger.
More proof that old men claiming that hot rodding is dead need to pop one of their PRN anxiety meds and relax a bit; one of my biggest interests here in particular, is the 2GR not simply being a cheap and very common engine but now you have a small motor you can shove WAY behind shock towers pumping 400whp for a RWD application. Already we're seeing this with modern GM V6es as well, we have some guys building muscle cars into cruisers with the current LV3 that have nearly 300whp but still get 30+ MPG AND have manual transmission options.
This is truly remarkable indeed! 303.1ft lb at the wheels! If you take a very conservative 12% transmission loss on those wheel figures you are at 339.5ft lb at the flywheel.... that is 98.2ft lb per litre. That is insane, that's beyond anything I've ever seen anywhere ever. And your making that on a stock engine toyota engine with bolt ons. Lotus need to see what you're doing for their next generation of their Emira, they are only making 320ft lb flywheel with a supercharger.
You could make an exhaust header with 625 inconel. I guarantee you that won't crack from an N/A motor. 321 stainless would probably work too. But i don't have a problem with your cast manifold. Flow is flow.
I wish I had a GR in my tC, but with just a 2AR, I was curious how you did your tuning on stock ecus. I was hoping to replicate your Dual FXE build myself.
I actually developed my own tools to do the ECU tuning, my background before doing Frankenstein Motorworks is that i used to write software for a living.
Great video! Maybe I missed it, what are the cam specs and valvetrain components used? When you say 90mm throttle body, do you mean the actual throttle blade itself measures 90mm?
You remind me of Matt Happel, lots of knowledge trying to push your community forward. Y’all should connect, he can maybe get you in touch with Elgin to create your camshaft
I'm doing my best to get the info out there, in fact i feel that the 2GR has been held back by some of the vendors out there causing a bunch of bad results making the engine look like it is already maxed out.
Always a pleasure looking at your videos. Currently working on a 3ZR swap in a AE100 corolla. I have seen the Lotus guys in Italy make 200hp with the stock 3ZR Engines. Have you ever worked on the ZR Engines? I worked on 4AGE and ZZ Engines now I am working on 1NZ and ZR Engines.
This cam with 244@1mm shifted the curves to the right 1500 rpm or so versus the stock or a 218@1mm cam. You made a similar torque but at almost 1500 more rpm.
It actually picked up about 15lb*ft on pump gas, that may not sound like much but for an NA engine already making really good volumetric efficiency it's pretty hard to gain 5% more peak torque like that. But yes, the torque being available at a much higher RPM is how this thing is making fantastic power.
That's sweet, the higher airspeeds at the higher rpm resulted in more air cramming in there. There are some other mfg DOHC's that are cammed too small dying down before 6200 rpm, i see to get them to around 8000 rpm will be 236-244 or so @.05" or 1mm lift, of course with the appropriate runner length intake. @@FrankensteinMotorworks
@@dennisrobinson8008 The big thing that's working here is that Toyota appears to have sized the cross section on the runners for this power band, usually there's not enough diameter there until you've spent a bunch of time porting the head. That combined with appropriate duration cams and the rest of the intake runners designed for the appropriate RPM and magic happens. VVT-I also can't be ignored here. It allows the motor to chase the return pressure pulse as well as allowing the motor to idle properly given very large camshafts.
I have gotten many blocks over the years and they are all the same so i don't really keep track of them but i think this one is from a 2009 avalon? it's something like that. Note that the 2GR-FSE is a completely different motor to the 2GR-FE. The 2GR-FE is the motor being used here.
The tach signal into the dyno was not perfect at lower RPM. By the end of the day i realized if i increased the dwell time on the coils it would give a crisper signal but that's just an artifact and not an actual problem since the peak numbers are well above the noise there.
Yup, i swapped in pistons from the 2GR-FXE hybrid version of the motor, some cams, valve springs, intake and exhaust and that's the whole thing. Toyota has been hiding monsters in those minivans
Think i posted a comment about muffler and have come back from watching all these fancy sounding 2GR videos, honestly only thing i'd change about this is just make it look nicer, its much purer engine sound even if it doesn't do "F1" style noises with this setup, compared to the ones that sort of act like a elongated x-pipe essentially. No shame in functionality
The exhaust on this build was somewhat thrown together and could sound a lot better. Also the tune down low i think is suffering from blow through (intake charged air going straight through to the exhaust). A lot of that should be able to be tuned out. A V2 of this build is coming and should address some of this.
Have you thought about engineering parts for the Honda j series? Becoming super popular, sand rails swaps, boats, and planes. Very few actually engineered performance products.
This video just popped up in my feed and I haven’t been following the build until now. You have probably covered this. To solve the bank to bank imbalance could you switch to a solid lifter and use valve shims adjust the clearance but set your goal 0.002 loose on one bank to slightly change airflow? Just thinking out load. May also require a clip like the Subaru FB engine need for high rpm use.
Reducing the flow on the bank that has more flow would balance it out but i'm working on a solution that increases the flow on the lower flow bank instead that way i can add a bit more power.
I have to admit that I'm envious of your skill in being able to engineer these parts, manufacture them, market and sell them, install them on your own cars, then go racing with them. You're living the dream dude.
This really does feel like a bit of a dream, I'm really thankful i can do something i enjoy so much.
With some time, effort, and a whole lotta math, ANYTHING is possible bro ✌🏻
But in the meantime you can buy the parts off this amazing chap while you learn.
I got a 2gr swapped with your headers, intake, and a custom exhaust. I'm looking to go 400whp. What's next step? The intake manifold and cams, lift kit?
I think your work with the 2GR and 2AR may make more people reconsider the K swaps. Especially the 2AR. Thank you for all the hard work and R&D that you do!!
Honestly that's kinda the goal. I want to highlight how good these motors are so that more people use them.
I would have considered this, but my counter concern would be the additional weight and overall volume of this vs a K swap, also the aftermarket for K series is pretty much unbeatable.
@@pswmetalmonkey but with the 2AR build he had on his channel that engine is a 4 cylinder that is a 2.5. It’s basically the identical footprint of the K24 and maybe a tiny bit taller than the K20. And he took the hybrid form of that engine and was able to get 277 whp out of it with stock internals, only making his own intake manifold and running an intake cam on both the intake cam and exhaust cam since it fits into both positions. That’s pretty impressive to me that a 2.5 4cyclinder that is in nearly every midsize and large Toyota hybrid. So they’re literally everywhere in that form and then you still have the normal variant that’s in the TC, Camry, RAV4, Highlander, etc.
The 2GR is a great V6 but personally I want to keep my car 4 cylinder which is why I love the idea of a 2AR swap.
With my 2GR I'm making around 510wkw (almost 683whp) on a hub dyno with rods and pistons and I hear of people making close to that on unopened blocks. The 2GR is a beast of a motor, sounds good and makes plenty of torque. Love to see more development on the 2AR platform
True, if i ever swap my mr2 its going to be a 2gr !
387hp NA to the wheel in that little car sounds like a riot!
The 2GR community is very lucky to have you. This is a fantastic achievement 💪
I know nothing about the 2GR-FE… in fact I have never heard about it… but I can tell that the 2GR-FE community is lucky to have you
Thanks for watching the video. The 2GR-FE is a pretty impressive motor but Toyota never really put it in anything that was noteworthy so i'm not surprised that you have not heard of it.
💯
@@FrankensteinMotorworks How can i speak to you ?
this is crazy lol, I saw a J series V6 making 370+ whp NA a bit back and now a 2GR making 400! Amazing work you've done there I'm so glad gears and gasoline shone that light on you!
This is super exciting ! Glad to see the 2GR getting the love it deserves !
The 2GR-FE is an amazing motor, it absolutely has more in it yet.
@@FrankensteinMotorworks what about the FSE😢
@@mez6256 Oh yes i'm eager to see if we can get 'hopefully' 350WHP out of the 2GR-FSE with stock block no no Fi?
This is awesome. Thanks for all of the effort into making the 2gr in an mr2 a thing.
There's some pretty exciting 2AR things on the horizon also :)
I’m sure that everything you’ve learned about the 2AR not only transfers over to the 2GR, but the 2ZR as well.
It makes sense for a corporation to do things that way.
It’s wild seeing 400whp na out of that v6 though 😊
if i have my way with core engines, i will be trying my hand at a double Atkinson 2ZR.
@@001dman something along those lines are in the playbook for my Scion. But I have a lot more stuff to swap to bring it to life.
Cool stuff - looking forward to the new parts, Marc! Thanks for continuing to develop things
I'm just having fun over here, I'm glad the community supports the parts i make :)
@@FrankensteinMotorworks if you make headers for a Camry with the 2GR…I’d purchase. Interested in what else you develop to make more power all motor.
Awesome work, really looking forward to see how far the 2gr can be pushed.
I did a Mitsubishi 6g74 3.5l all motor build for testing and ended up making 337hp at the wheels before I tried to rev it to 8500+ rpm and broke a rod 😅
I put a 74 in my 3000gt vr4. I got scared of those stock rods and did some BC rods lol
@@JulianVR4 nice, 3000gt is a awesome car. I’m building another quad cam 6g74 soon and will be going with the bc rods because the rods and pistons that come in the 6g74 don’t really like boost at all
Respect for finding out.
Great numbers
oh thats cool. Built an all-motor dohc 6g72 for a 3000gt that revs all the way to 9k. fully built heads and 13:1 CR ross pistons and Bc rods, aluminum flywheel and billet oil pump gears myself. makes about 300whp on the 3.0l bored .040over. uses a holley hi-ram and adapter off a 6g75 as well to get more top end out of it.
@@az_3kgt714 I’ve watched all your build now and love it, sounds like a absolute beast. Your build persuaded me go with the dohc heads with my turbo build.
After going over the motor that failed it seems as if the stock cast piston was the issue and it took out the head and rod :/
The stock forged crank and stock forged rods should be fine for over 400hp as long as you have a aftermarket set of pistons
Damn, you were not lying 5 days ago when you said new content was coming soon, what a legend ! Love it !
Yeah, this dyno was yesterday (4/28)
I Wholly Love the look of the Cast Headers on my 2GR--the Blueish Hue is terrific as well. Please know, more people appreciate your Engineering Prowess & willingness to share than you might believe. I learn something with every video. Thank You!!
The thin oxide layer that first builds on stainless steel when you heat cycle it really does look great. Eventually it will go to the meh dark purple color but for now it looks great!
Yes, finally more 2GR goodness!
Sorry for the long wait, i've been working hard on this to get it finished up.
Outstanding,
Saw your series on putting a 2GR in a gen 2 MR2 and now I'm looking for a MR2 to start slowly working on.
Keep up the excellent work!
That's great to hear, there are still plenty of good swap candidates out there, snap one up and do it!
That is some serious power. Love that powerband! Well done Marc! As if I didn't need more reason to swap in a 2GR XD
A shorter/higher injector placement will help with letting the fuel cool the charge. Badass work
Thankfully Bosch makes these really high flow injectors that have really good atomization characteristics so i can get away with a standard position on the injectors for a while still. Just one less thing to solve right now but eventually as the flow requirements get bigger i will have to cross that bridge. That's why i made sure to leave a provision for it in the design.
Marc, I am so happy that you are doing all that research and making the parts available. I am putting a 2gr into a car that has even less room than the MR2 so I think I will go for the cast manifolds as I get near the finish. I am hoping to get over 300awhp Na. I just need to figure out the best way to do that as there is no room for turbos.
Yeah, short of going to log manifolds you really won't find a more compact exhaust manifold than these things. Hopefully it helps with the swap.
I am so excited about this dude, definitely going down this route. Love your development style ❤
Also in regards to the exhaust manifolds, I think your cast manifolds are brilliant and I intend on using them as a base for a turbo system for my 2gr! Please keep doing what you think is best. You know more that 99% of the internet
They certainly work well with a turbo build, that's a big part of why i used a v-band coupler on them
That's not what the internet said
Have the 2GR-FSE in my 2015 Lexus GS350. Basically bought the car because of the drivetrain. They are stout engines. Can’t say enough about them. Lots of Audi/BMW car enthusiasts roll their eyes but man, what an engine. Smiles per gallon in my Lex. Keep up the good work.
Toyota's engine game really is on point and they don't get enough credit for it because they don't have properly sporty cars to put them in.
im so happy to see you doing all this R/D on this engine, im looking to make one of these engine rear wheel drive in Australian delivered Toyota corona from 83, i cant wait to see what you come up with
Dude that is crazy. Nice NA power figure from a 3.5 v6. Love your work
Thanks for watching the videos, i appreciate it. I can't wait to make even more power from this motor.
Amazing work and results. Thank you for your R&D and time.
Really interested to see how you approach stand-off injectors, the resultant cooling effect, and horsepower gains.
Well Done. Thank you.
Stand-off injectors are probably a ways out yet, The atomization and combustion is still very clean. Note that on the dyno pull there is no exhaust smoke or haze.
@@FrankensteinMotorworks I am curious to see the inlet air temp drop that the stand off injection will provide. You should see a bump in HP.
@dan noyes ive done it on a 1nzfxe. Zero power difference having it at the port or right outside the trumpet. I think the main benefit is better air fuel mix for short stroke motors that dont mix well in the combustion chamber.
I've been so looking forward to this, what a build and great to see the R&D that goes into your work. Cracking results Marc and more to come!?!
Absolutely there is more to come. I'm 100% sure i have not found the limit of the 2GR yet.
HELL YEAH ! JUST FOUND YOUR CHANNEL. FIRST CAR THAT GOT ME INTO ANYTHING BESIDES DOMESTICS WAS MY NEIGHBORS TOYOTA MR2 1ST GEN HE LET ME DRIVE WHEN I WAS 14. HE ALSO HAD A 2ND GEN RX7 CONVERTIBLE BUT NWVER GOT TO DRIVE IT. ALWAYS DREAMED OF THIS GEN MR2. OF COURSE NOW THAT I CAN AFFORD THEM THEYRE STUPID HARD TO FIND AND/OR TOO EXPENSIVE.
Amazing work mate! Brilliant results, so happy to see you working on 2gr stuff considering that's the path I'm taking with my car!
Do it, you won't regret it, it's a hell of a drivetrain.
@@FrankensteinMotorworks when you start seeing swap parts bought and being sent to Tasmania youll know I've started!
Exactly the outcome I was hoping for! Also I don't know how people can hate on the cast headers. They might not look as cool but they are 500% better.
Part of the appeal would be a more stealth look. Specially if you could get a stock-ish looking heat shield and stuff. Money.
It's different so it must be bad.
This guy is a great asset to our MR2 community engineering in action ! Im to old and to poor to accomplish this on my 4th and last MR2 however i will eventually sell my rust free old man owned 92T and the next younger owner can put a V6 in my 3SGTE powered MR2 im making a conservative 300 HP on my Gen 2 . I spent about 10.5 k having my engine built in parts alone . I was unaware at the time of all the swaps i could have done for the same or less money but live and learn .
Great info! I don't know why so many people find the cast exhaust manifolds to be objectionable. In addition to all the benefits you listed, cast manifolds also hold in heat more effectively than headers.
Would be a fun engine in say an is300. Really cool stuff!
That was my white mk1 in the background of the dyno run. I'm excited to get it back from TCS soon!
Sharp looking car :)
Love your channel and as I said in the past I will consider this swap vs. a kswap when the time comes and I pop my stock saturn s-series engine. Wow. I am blown away with your ability.
Ah, Frankenstein. From an old MR2 enthusiast (pre-MR2OC days), I must salute you.
I hope you realize what you just did. A Porsche GT3 - the absolute benchmark when it comes to naturally aspirated purity - puts out 502bhp from 4.0L. That's 125.5hp/Liter.
At ~380whp, you're in the 450bhp range, which puts you around 128hp/Liter.
You just outdid Porsche with a moderate makeover and some OEM parts.
I've been through two SW20's before life got in the way. It's tempting to return to the fold, given this news.
Right, this fact is not lost on me. Of course my constraints aren't as hard as Porsche's since they are making a production car but it still feels like a pretty good achievement. Plus this latest run has taught me a few things and i feel that 440whp is very achievable.
@@FrankensteinMotorworks A 440whp run naturally aspirated would be absolutely bonkers. What's the primary obstacle that's in the way of another 40whp? At this power level that's a large jump.
@@guntrain212 The big thing is that right now i'm holding back the vvt-i system a bit because the pistons don't have enough valve reliefs but i've got deeper cut pistons on the way and having more intake vvt-i angle will help. Also there's a bank imbalance on this motor, not just mine but all the 2GRs and i think i know how to fix it and finally, the cams to make 405whp are actually a bit small, there's more room to grow and i have done zero head work at this point.
@@FrankensteinMotorworks "i have done zero head work at this point." Oh wow. Well, I think all of us are waiting to see what's possible with attention paid to these areas. Keep up the good work.
If only you started building Tacomas
Unfortunately not Tacomas but there's actually a bit of truck content coming later this year.
@@FrankensteinMotorworksI will pull a loan for a 400hp 1GR.
When I finally get out of grad school and start on my dream Lancia Stratos replica with 2GR I am going to buy so much of your stuff.
from a guy who had a red hardtop 3vz v6 this is amazing ...405whp n/a , you the man ..
The 3VZ was a hell of a motor back in the day, before the 2GR came around it really had the best exhaust note and it had better than turbo power with a much nicer torque curve. I bet it was a good time :)
@@FrankensteinMotorworks it was fun with the s54 trans short ratios ... im sure the modded 3.5s can pull the turbo trans well lol
Hell yea. This is dope. Pretty much cookie cutter same for same. For the fwd vq guys. E85 drop in cams that intake boom 400hp. Mine is gonna get spicy in my spec v. Imma do rods and pistons so I can go from like a 272 cam to the 310 duration cams. Sadly gotta machine the head alot for the lift and stuff. But props man you're doing cool shit forsure.
Also I'm doing the same for my z. Doing a x to y single exhaust.
And if you swap to the carbon lid it's not a holley part but it sits a couple inches lower. But it's a swap part for holley Hiram
I've been watching (appreciating) from a distance ever since G&G acquainted their audience with you. Pretty cool to have this information out there and see different things come to fruition.
For some pseudo-negativity, I thought about doing this same swap myself some years back and was openly ridiculed... I suppose I now have the privilege of hindsight. C'est la vie.
Thanks for sticking around and watching more of the videos.
That general feeling in the industry of people not wanting to do something different really makes it tricky to release new parts but thankfully that has gotten a bit easier for me over the years.
Wow. Amazing results. Nice work!
1000% agree with you and the cast manifolds! ❤ They also look amazing!
Really appreciate your dedication to the mr2 platforms! I really want to get a 2gr mr2, when my 3s engine fails.
mines a 2GR-FSE id be honoured to purchase your products love what you do man
Unfortunately the 2GR-FSE is a rather different motor despite the name sounding really close to the 2GR-FE. A lot of the concepts would apply but the actual parts would be different.
@@FrankensteinMotorworks crying but very cool
Marc, I’m picking up a 2GR swapped MR2 that relies on some of your components. It is obvious from your video that you care a lot about this tech, and I’m really eager to see it in action.
Awesome, congrats on picking up an MR2 with a 2GR :) Enjoy it and if you ever feel like it needs more pep certainly feel free to reach out.
Thank you! Thank you for what you bring to the community!
This is an excellent result Marc! Nice going.
Really love this naturally aspirated stuff, I built my VQ a couple of years ago but the restrictions now lay in the intake manifold.
So I'm also looking at something like what you've done here (CNC innovations in Malaysia have made similar stuff but I don't know if they've done any research like yourself).
👍
I've seen the same thing on a j series zzw30, the holley. I want one for my vq35 s13
Impressive engineering. I agree that you are living the dream.
Holy moly! Wish I could get my LFX project up to this N/A power level :) Good job!
What a wild surprise! 400WHP NA? Also, is this not the Evey chassis?
Yes, this is Evey. I did not list it as an Evey video since that's really a 2AR build but the chassis moved along quite a bit so that project is moving forward.
It would be great to see a video/series of you building a 2GR motor to this spec. I need to rebuild mine due to a VVTI issue and to want to make the most of having it apart by fitting the higher compression ratio pistons and a set of your cams. A reference guide like your 2GR swap series would be so helpful.
Can’t wait to buy a crate 2gr from you for my highlander 😂
Ah finally a new 2GR video! Very nice results on gas as well i have to say and no doubt, there are still many hp hanging around to be found. As you mentioned, aftermarket pistons, rods, optimised cams and and and. I bet there is a looooong list in your head what could be refined or tuned. :D
I am just a layman but i would guess that with a "supposed to be" intake position with proper airflow at the dyno, some more hp would have already shown up, right? 🤔But nevertheless, great results so far.
Hopefully we see some drag racing. :)
Yeah, at this point i think i know what i need to know to hit about 440whp naturally aspirated. No doubt there's a lot more power beyond that, it's just going to take more work to get there.
Thats a NASTY 2GR, love it. Would love to hear it with a Bullet style muffler like has become popular in the modern muscle scene but i doubt noises was you point of the build. Beautiful work regardless.
So cool to see American grown tuner bumping chests with what hasn't been seen since Cosworth originally did work on this engine for some small set of Lotus race cars.
The muffler i have on there really was a last minute thing. I wasn't going to bother because this was just for the dyno but it quickly got to the point where it was too loud and i needed to put *something* on there just to quiet it down a bit. It could definitely sound better with a bit more of a focused effort to make it sound good.
@@FrankensteinMotorworks Its amazing i meant no insult. And i wouldn't know what for sure would be best anyways.
This 2GR isn't just good its really really good, even as it was here its intoxicating to hear in ways i rarely see outside of like old racing documentaries
this is really cool, man. impressive hp/liter numbers
Brother this is sick. Running your ecu/intake tube on my 2gr e140 and this makes me dream 🧐
This motor in the 2012 rav4 V6 is a beast! I took a charger scat pack from a dig with 3 passengers and I put a car on him from 0 to 70mph! He pulled next to me and shook his head. I think the rav4 v6 is underrated from factory. I beat a bmw 440i, 535 series, Infiniti q50s, G37s and a Range Rover sport. The suv is a beast from a roll and a dig. My only lost was to a Tesla from 30 mph to 70. I will keep this sleeper till the wheel fall off!
yeah it would be interesting to actually test the stock rav4 configuration. The big limitation in the stock 2GR applications is the exhaust and the AWD rav4 actually has a completely different exhaust configuration that likely lets it breathe much better. Also the sienna eventually got the same. Toyota rates them to the same power but i suspect that's not actually true.
im glad i found this channel, i want to 2gr swap my ae100 corolla wagon
🥳 Awesome job man! 👏🏽
These kind of numbers makes an early NA Lotus Evora much more appealing...
Heck, this makes more power than even the biggest supercharged lotus version of this motor.
@@FrankensteinMotorworks wonder what would happen if someone combined these parts (minus the high ram) with a supercharged evora… the rods probably wouldn’t be happy
@@isaactrockman4417 Honestly the stock rods and pistons put up to about 650whp or so with a turbo so they probably would be fine as long as you kept it under 7800RPM. It would make for a really tall setup but if you raised the pressure above the velocity stack you'd get a lot more power. I would not be surprised to see it easily making 600-700whp with even just a big pulley on the supercharger.
More proof that old men claiming that hot rodding is dead need to pop one of their PRN anxiety meds and relax a bit; one of my biggest interests here in particular, is the 2GR not simply being a cheap and very common engine but now you have a small motor you can shove WAY behind shock towers pumping 400whp for a RWD application.
Already we're seeing this with modern GM V6es as well, we have some guys building muscle cars into cruisers with the current LV3 that have nearly 300whp but still get 30+ MPG AND have manual transmission options.
Very solid job. Congratulations
One of the *BEST* sounding 2GRs
I love the way the 2GR sounds!
Yeah, that sweet sweet vvt-i overlap sound, you can get the sound of a motor that would normally not even idle from this thing, it's great!
Cant wait to start ordering all the Frankenstein 2GR parts. Poor mr2 has been on jacks for too long.
"its not just length that matters" best quote
LOVE seeing this development! This is what car culture is all about
FAST AS F**K BOIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
who let you in?
hi buddy!
@@001dman surprised they let you in with the height limit….
How you doing bud!?
@@OhOmah at least the Toyota motors run. The Hondas.. eh
Im doing good, how bout you?
I have 1994 turbo 2gr swap mr2. Will this work on a turbo setup? I'm using a 67mm single turbo.
This is truly remarkable indeed! 303.1ft lb at the wheels! If you take a very conservative 12% transmission loss on those wheel figures you are at 339.5ft lb at the flywheel.... that is 98.2ft lb per litre. That is insane, that's beyond anything I've ever seen anywhere ever. And your making that on a stock engine toyota engine with bolt ons. Lotus need to see what you're doing for their next generation of their Emira, they are only making 320ft lb flywheel with a supercharger.
Yes, Toyota really set this motor up for success. It took surprisingly little work and the extra torque was a really nice surprise.
You could make an exhaust header with 625 inconel. I guarantee you that won't crack from an N/A motor. 321 stainless would probably work too. But i don't have a problem with your cast manifold. Flow is flow.
I wish I had a GR in my tC, but with just a 2AR, I was curious how you did your tuning on stock ecus. I was hoping to replicate your Dual FXE build myself.
I actually developed my own tools to do the ECU tuning, my background before doing Frankenstein Motorworks is that i used to write software for a living.
@@FrankensteinMotorworks 🤯
@@FrankensteinMotorworkssweet
Great video! Maybe I missed it, what are the cam specs and valvetrain components used? When you say 90mm throttle body, do you mean the actual throttle blade itself measures 90mm?
The cams are the 263-C cams, the specs are on the page: frankensteinmotorworks.squarespace.com/shop/2gr-fe-camshafts
You remind me of Matt Happel, lots of knowledge trying to push your community forward. Y’all should connect, he can maybe get you in touch with Elgin to create your camshaft
I'm doing my best to get the info out there, in fact i feel that the 2GR has been held back by some of the vendors out there causing a bunch of bad results making the engine look like it is already maxed out.
that machined aluminum is beautiful
Always a pleasure looking at your videos. Currently working on a 3ZR swap in a AE100 corolla. I have seen the Lotus guys in Italy make 200hp with the stock 3ZR Engines. Have you ever worked on the ZR Engines? I worked on 4AGE and ZZ Engines now I am working on 1NZ and ZR Engines.
This cam with 244@1mm shifted the curves to the right 1500 rpm or so versus the stock or a 218@1mm cam. You made a similar torque but at almost 1500 more rpm.
It actually picked up about 15lb*ft on pump gas, that may not sound like much but for an NA engine already making really good volumetric efficiency it's pretty hard to gain 5% more peak torque like that. But yes, the torque being available at a much higher RPM is how this thing is making fantastic power.
That's sweet, the higher airspeeds at the higher rpm resulted in more air cramming in there. There are some other mfg DOHC's that are cammed too small dying down before 6200 rpm, i see to get them to around 8000 rpm will be 236-244 or so @.05" or 1mm lift, of course with the appropriate runner length intake. @@FrankensteinMotorworks
@@dennisrobinson8008 The big thing that's working here is that Toyota appears to have sized the cross section on the runners for this power band, usually there's not enough diameter there until you've spent a bunch of time porting the head. That combined with appropriate duration cams and the rest of the intake runners designed for the appropriate RPM and magic happens. VVT-I also can't be ignored here. It allows the motor to chase the return pressure pulse as well as allowing the motor to idle properly given very large camshafts.
Fasinating!!👍🏼
Fabricate a top/side air scoop off the left back upper body panel kinda like a rear snorkel but for intake that would look dope and functional
I just bought an MR-S and thought about the 2zz, but the 2gr looks so ... aaah i want it!!!
I do sell parts to put the 2GR in the Spyder but i will say that even the 300whp "base" level for a 2GR is a lot of power for a spyder.
Great work and video! I am guessing it is adaptable for the 2GR-FE equipped Camry, too?
It's the same motor so the mods should work. Not sure what the transmission will think of the extra 180whp or so.
Great video no bs and clear cut. Its nice to see something different!
Perfect swap for an N/A IS300 build.
What version of the 2GR is used here and from what model and model year?
I have gotten many blocks over the years and they are all the same so i don't really keep track of them but i think this one is from a 2009 avalon? it's something like that. Note that the 2GR-FSE is a completely different motor to the 2GR-FE. The 2GR-FE is the motor being used here.
incredible stuff mark.
Thanks for watching! I really appreciate it :)
Regarding the loopy lines in the Dyno charts. Clutch or tire slip perhaps?
The tach signal into the dyno was not perfect at lower RPM. By the end of the day i realized if i increased the dwell time on the coils it would give a crisper signal but that's just an artifact and not an actual problem since the peak numbers are well above the noise there.
Nice work Marc
Thanks :) I'm pretty stoked about these results.
Love this!
I'd love to see this car at the dragstrip!
Yes, i want to do this also. stay tuned :)
This is whats in my wife's mini van?! 🤯🎉❤ Amazing!
Yup, i swapped in pistons from the 2GR-FXE hybrid version of the motor, some cams, valve springs, intake and exhaust and that's the whole thing. Toyota has been hiding monsters in those minivans
@@FrankensteinMotorworks So amazing! Great products too! We will be done with payments in October! Time to void my warranty 😂🎉❤🤫
You start making parts for the 1GR-FE and the people(Tacoma) will come.
Think i posted a comment about muffler and have come back from watching all these fancy sounding 2GR videos, honestly only thing i'd change about this is just make it look nicer, its much purer engine sound even if it doesn't do "F1" style noises with this setup, compared to the ones that sort of act like a elongated x-pipe essentially. No shame in functionality
The exhaust on this build was somewhat thrown together and could sound a lot better. Also the tune down low i think is suffering from blow through (intake charged air going straight through to the exhaust). A lot of that should be able to be tuned out. A V2 of this build is coming and should address some of this.
I wish you applied this kind of engineering to the NA 2JZGE in the IS300.
Have you thought about engineering parts for the Honda j series? Becoming super popular, sand rails swaps, boats, and planes. Very few actually engineered performance products.
Just the title of this video is why i subscribed
Thanks for watching! welcome to the channel.
Mein Gott. This is some great stuff.
FREAKN AWESOME POWER TO WEIGHT RATIO !!
Maybe look into cryogenic treatment of the rods & all other parts too!
Sounds like the 1gr. I guess I'm not surprised, but thats a plus for me
This video just popped up in my feed and I haven’t been following the build until now. You have probably covered this.
To solve the bank to bank imbalance could you switch to a solid lifter and use valve shims adjust the clearance but set your goal 0.002 loose on one bank to slightly change airflow? Just thinking out load. May also require a clip like the Subaru FB engine need for high rpm use.
Reducing the flow on the bank that has more flow would balance it out but i'm working on a solution that increases the flow on the lower flow bank instead that way i can add a bit more power.