|Toyota VZ engine
||Toyota Motor Corporation
||Toyota G engine
||Toyota MZ engine
||DOHC 60° 24-valve V6
||2.5 L (2507 cc)
3.0 L (2958 cc)
3.4 L (3378 cc)
||Chrysler LH V6
GM 54° V6
Mazda K engine
Nissan VQ engine
Nissan VE engine
Suzuki H engine
The Toyota VZ engine family is a V6 piston engine series. The family introduced many changes for Toyota, including various EFI, TCCU, and engine improvements from generation to generation.
In general, the VZ family produce large amounts of low-midrange power and torque and are well-suited for various uses in cars, trucks, and SUVs. The blocks are all strongly made cast iron with large main bearing cradles and 4 bolt main bearing caps. Forged steel crankshafts are standard on all. Piston and ring construction are typical parts, with rods varying between large and very large for stock V6 production engines.
The low angle DOHC cylinder heads were designed and mostly built by Yamaha Motor Company or by Toyota under license, and produce a large amount of low-mid torque and power without high rpm valve float.
The 2VZ-FE is a 2.5 L (2507 cc) version. Bore is 87.5 mm (3.4 in) and stroke is 69.5 mm (2.7 in). Output is 158 hp (118 kW) at 5800 rpm and 152 ft·lbf (206 N·m) at 4600 rpm.
- 1988–1991 Toyota Camry
- 1988–1991 Lexus ES 250
The 3VZ-E is a 3.0 L (2958 cc) version. Bore remains at 87.5 mm (3.4 in) but stroke is pushed to 82.0 mm (3.2 in). Output is 150 hp (112 kW) at 4800 rpm with 180 ft·lbf (244 N·m) of torque at 3600 rpm.
The 3VZ-FE came to life when Toyota recognized that it needed a larger V6 engine to suit the then-upcoming 3rd generation Camry platform. Its basic design incorporates an updated version of the last revision of the 3VZ-E's block, mated with the Yamaha designed and built DOHC (24 valve) FE V6 heads, and Toyota's most advanced OBD-I control system. The upper aluminum intake manifold has is a split chamber intake manifold with Toyota's ACIS varriable intake system feeding three sets of runners for both heads.
Parts-wise, the 3VZ-FE shares very little with previous engines, including the 3VZ-E, and 2VZ-FE. The few parts shared with the 3VZ-E that are interchangeable are the main bearings; little else is the same. In a surprising twist, no electronics from other Toyota (Denso) parts are swappable.
It is a smooth running engine that was used as the 3.0 L V6 engine on the Camry platform between 1992 and 1997.5 depending on the market: North America saw the engine only in 1992 and 1993, while Australia and New Zealand had it from 1992 through 1996, and the engine was available in some parts of Asia, and in the JDM Toyota Windom through 1997.5.
The 1992-1993 engine has 185 hp (138 kW) at 5800 rpm and 189 ft·lbf (256 N·m) at 4600 rpm. 1994+ have 200 hp (149 kW) at 5800 rpm and 204 ft·lbf (277 N·m) at 4600 rpm. There is no mechanical difference in the engine. In an embarrassing move, Toyota inadvertently created an engine competing with the more performance oriented 7M-GE and 1JZ-GE installed in sportier, more luxurious cars of the time. Because of this, both stock ignition timing, and fuel tuning were set more conservatively than normal capping power output.
The power spread of the 3VZ-FE is wide, having 100% torque at just 2500 rpm - 4600 rpm, with power trailing off by 6000 rpm. Stock redline is 6850 rpm, and the ECU's fuel/ignition cut is over 7000 rpm. The valvetrain was designed for no float over the stock programmed operational range.
Though harder to find in good used condition in North America (unless imported), the 3VZ-FE is a fairly common V6 in most parts of the world, after having a good lifespan in popular models. They are cheap, simple, have few problems, and have become a semi-popular subject for engine swaps.
The 3VZ-FE also started Toyota's trend of severely overbuilding their production V6 engines. Having a larger forged steel crankshaft, and large cast rods, they are capable of more than doubling stock power output easily. With a few nitrous, and turbocharged examples matching, or exceeding 450 hp (336 kW) on both the stock engine, and stock engine management with a piggyback/interceptor controlling fuel/ignition.
The 4VZ-FE is a 2.5 L engine, designed to replace the 2VZ-FE as Toyota's worldwide 2.5 L V6.
The 5VZ-FE is a 3.4 L (3378 cc) engine. Bore is up to 93.5 mm (3.7 in) and stroke is 82.0 mm (3.2 in). Output is 190 hp (142 kW) at 4800 rpm with 220 ft·lbff (298 Nm) of torque at 3600 rpm. It has a cast iron engine block and aluminum DOHC cylinder heads. It uses MFI fuel injection, has 4 valves per cylinder with bucket tappets and features large cast connecting rods, a one-piece cast camshaft, and a cast aluminum intake manifold.
The 5VZ-FE also continued the 3VZ-FE's trend of being far overbuilt for its intended application. A handful of built versions exceed 900 hp (670 kW), and some stock engines can produce 450 hp (336 kW) or more. This has become a popular engine to consider when doing engine swaps with the avalibility of the 3.4 L TRD supercharger and custom turbocharger setups.
- Toyota Tacoma
- Toyota Tundra
- Toyota T-100
- Toyota 4Runner