Toyota VZ engine

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Toyota VZ engine
2VZ-FE engine in a 1989 Toyota Camry DX
ManufacturerToyota Motor Corporation
Configuration60° V6
Displacement2.0–3.4 L (1,992–3,378 cc)
Cylinder block materialCast iron
Cylinder head materialAluminium
ValvetrainSOHC 2 valves x cyl.
DOHC 4 valves x cyl.
Compression ratio9.0:1-9.6:1
Fuel systemEFI Multi-port fuel injection
Fuel typeGasoline
Cooling systemWater-cooled
Power output136–190 hp (101–142 kW; 138–193 PS)
Torque output159–220 lb⋅ft (216–298 N⋅m)
PredecessorToyota G engine (Straight-six)
SuccessorToyota 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. It was Toyota's first V6 engine, being made as a response to Nissan’s VG engine, one of Japan’s first mass-produced V6 engines.

The VZ family uses a 60° V-angle design, and introduced many changes for Toyota, including various EFI, ECU, and engine improvements from generation to generation. The low angle DOHC and SOHC cylinder heads excel in low-mid torque and power, making the VZ series 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. Cylinder heads are made from aluminium. 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, produced from 1987 to 1993. Bore and stroke is 78 mm × 69.5 mm (3.07 in × 2.74 in). Output is 140 PS (103 kW; 138 hp) at 6000 rpm and 174 N⋅m (128 lb⋅ft) at 4600 rpm. It uses a DOHC layout with a cast iron block and an aluminium 24 valve head.



The 2VZ-FE is a 2.5 L (2,507 cc) version, produced from 1987 to 1991. 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 as fitted to the North American Lexus ES250 is 156 hp (116 kW; 158 PS) at 5,600 rpm and 160 lb⋅ft (217 N⋅m) at 4400 rpm with redline limit of 6800 rpm. It uses a DOHC layout with a cast iron block and an aluminium 24 valve head.



The 3VZ-E is a 3.0 L (2,958 cc) version, produced from 1987 to 1995. 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. It uses an SOHC layout with a cast iron block and an aluminium 12 valve head.

Despite sharing an engine family designation with the 3VZ-FE, the 3VZ-E and 3VZ-FE only have few parts in common.



The 3VZ-FE is a 3.0 L (2,958 cc) version, produced from 1992 to 1997. It is a revised variant of the 3VZ-E, mated with aluminium DOHC 24 valve heads. It retains the same bore and stroke, and 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 series 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 (approximately ~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. This engine was available in some parts of Asia in the 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 Scepter (the Japanese version of the XV10 Camry) retained the engine until its discontinuation in December 1996. 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.



The 4VZ-FE is a 2.5 L (2,496 cc) version, produced from 1992 to 1998. It was built to replace the 2VZ-FE as Toyota's new 2.5 L V6. It uses a DOHC layout with a cast iron block and an aluminium 24 valve head.

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.



5VZ-FE Engine from a 2001 Toyota Tacoma

The 5VZ-FE is a 3.4 L (3,378 cc) version, produced from 1995 to 2004. It replaces the SOHC 3VZ-E engine. 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 aluminium 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 aluminium intake manifold. This engine also sometimes features an oil cooler (depending on application) and a wasted spark ignition system with three coils. Camshafts are belt-driven. It is a non-interference engine.


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