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|Toyota VZ engine|
2VZ-FE engine in a 1989 Toyota Camry DX
|Manufacturer||Toyota Motor Corporation|
|Configuration||Naturally aspirated 60° V6|
|Displacement||2.0–3.4 L (1,992–3,378 cc)|
|Block material||Cast iron|
|Power output||136–190 hp (101–142 kW; 138–193 PS)|
|Torque output||159–298 lb⋅ft (216–404 N⋅m)|
|Predecessor||Toyota G engine (I6)|
|Successor||Toyota MZ engine|
Toyota GR engine
The Toyota VZ engine family is a series of V6 gasoline piston engines ranging from 2.0 to 3.4 L (1,992 to 3,378 cc) in displacement and both SOHC and DOHC configurations. The family introduced many changes for Toyota, including various EFI, ECU, and engine improvements from generation to generation. The VZ was Toyota's response to the Nissan VG engine. The low angle DOHC cylinder heads excel in low-mid torque and power, making the VZ well-suited for various uses in cars, trucks, and SUVs. The blocks are all strongly made using cast iron with large interconnected main bearing cradles and two bolt main bearing caps. Forged steel crankshafts, and cast iron main bearing support girdles became standard with the 3VZ-FE. Piston and ring construction are typical parts, with rods varying between large and very large for stock V6 production engines.
The 1VZ-FE is a 2.0 L (1,992 cc) version. Bore and stroke is 78 mm × 69.5 mm (3.07 in × 2.74 in). Output is 136 hp (101 kW; 138 PS) at 6000 rpm and 173 N⋅m (128 lb⋅ft) at 4600 rpm.
The 2VZ-FE is a 2.5 L (2,507 cc) version. Bore and stroke is 87.5 mm × 69.5 mm (3.44 in × 2.74 in) and the compression ratio is 9.0:1. Output is 159 bhp (119 kW; 161 PS) at 5800 rpm and 159 lb⋅ft (216 N⋅m) at 4600 rpm with redline limit of 6800 rpm.
The 3VZ-E is a 3.0 L (2,958 cc) SOHC V6. Bore remains at 87.5 mm (3.44 in) but stroke is pushed to 82 mm (3.23 in). At introduction output was specified as 145 hp (108 kW; 147 PS) then later bumped to 150 hp (112 kW; 152 PS) at 4800 rpm with 244 N⋅m (180 lb⋅ft) of torque at 3400 rpm. Despite sharing an engine family designation the 3VZ-E and 3VZ-FE have few parts in common.
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The basic design is a revised 3VZ-E iron-block engine, mated with aluminum DOHC 24 valve heads. It has a forged steel crankshaft and cast connecting rods. The upper intake plenum is of the split-chamber design with Toyota's ACIS variable-intake system feeding three sets of runners for both heads.
Because the VZ was originally for pickup truck and SUV use, the 3VZ-FE happens to be a physically tall motor. To make the engine fit in FWD engine bays, Toyota tilted the motor towards the firewall. This "tilt" is so severe (~15 degrees) that reaching the rear bank of cylinders is nearly impossible without first removing the intake plenum.
Parts-wise, the 3VZ-FE shares very little with the rest of the VZ engine family. The main bearings are shared with the 3VZ-E, but little else. Cams can also be interchanged between the 5VZ-FE and 3VZ-FE heads.
The 3VZ-FE was used on the Camry platform from 1992 to May 1997 depending on the market: North America saw the engine only in 1992 and 1993, while Australia and New Zealand had it from 1992 to 1996. The engine was available in some parts of Asia in the Toyota Windom until May 1997. Following 1994, the 1MZ-FE engines replaced the 3VZ-FE in most applications. However the 3VZ-FE continued to be used in Australia until 1996, especially in the Camry. The power spread of the 3VZ-FE is wide, having close to maximum torque between 2500–4600 rpm, with power trailing off by 6000 rpm. The stock redline is 6600 rpm, and the ECU's fuel/ignition cut-off is 7200 rpm.
The 1992–1993 engine is rated at 185 hp (138 kW; 188 PS) at 5800 rpm and 189 lb⋅ft (256 N⋅m) at 4600 rpm. Compression ratio is 9.6:1. The 3VZ-FE is fairly common in most parts of the world, having a long lifespan in popular models.
- 1993–1996 Toyota Scepter, Japan
- 1992–1993 Toyota Camry, USA
- 1992–1996 Toyota Camry, Australia, Europe
- 1992–1996 Toyota Windom
- 1992–1993 Lexus ES300, USA
- 1993 Toyota Hilux
The 4VZ-FE is a 2.5 L (2,496 cc) version. Bore is 87.5 mm (3.44 in) and stroke is slightly shorter than that of the 2VZ-FE at 69.2 mm (2.72 in). Output is 173 hp (129 kW; 175 PS) at 6000 rpm. Compression ratio of this engine was raised from 9.0:1 to 9.6:1. In production from 1992 until 1996, it was built to replace the 2VZ-FE as Toyota's 2.5 L (2,496 cc) V6. Engine was only sold with Japanese market vehicles.
The 5VZ-FE is a 3.4 L (3,378 cc) engine which replaced the 3VZ-E. Bore is up to 93.5 mm (3.68 in) and stroke is 82 mm (3.23 in) while the compression ratio stays the same as the 3VZ-FE at 9.6:1. Output is 190 hp (142 kW; 193 PS) for Tacoma and 183 hp (136 kW; 186 PS) for 4Runner at 4800 rpm with 220 lb⋅ft (298 N⋅m) of torque for Tacoma and 217 lb⋅ft (294 N⋅m) for 4Runner at 3600 rpm. It has a cast iron engine block, and aluminum DOHC cylinder heads. The 5VZ-FE uses sequential multi-port fuel injection, has four valves per cylinder with shim-over-bucket tappets and features large cast connecting rods, one-piece cast camshafts, a cast crank (unlike the 3VZ-FE, which was forged) and a cast aluminum intake manifold. This engine also features an oil cooler integrated in the radiator and a wasted spark ignition system with three coils.
Camshafts are belt-driven. The 5VZ-FE is a non-interference engine.
- 1995–2004 Toyota Tacoma
- 2000–2004 Toyota Tundra
- 1995–1998 Toyota T-100
- 1996–2002 Toyota 4Runner
- 1993–2004 Toyota Land Cruiser Prado
- Toyota Granvia
- 2000-2002, 2004 GAZ-3111
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