The Toyota VZ engine family is a series of V6gasolinepiston engines ranging from 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.
1VZ-FE
The 1VZ-FE is a version. Bore and stroke is. Output is at 6000 rpm and at 4600 rpm. Applications: Japan
The 2VZ-FE is a version. Bore and stroke is and the compression ratio is 9.0:1. Output is at 5800 rpm and at 4600 rpm with redline limit of 6800 rpm. Applications:
The 3VZ-E is a SOHC V6. Bore remains at but stroke is pushed to. At introduction output was specified as then later bumped to at 4800 rpm with of torque at 3400 rpm. Despite sharing an engine family designation the 3VZ-E and 3VZ-FE have few parts in common. Applications:
The basic design is a revised 3VZ-E iron-block engine, mated with aluminum DOHC 24 valve heads. It has a forged steelcrankshaft 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 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 at 5800 rpm and 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. Applications:
The 4VZ-FE is a version. Bore is and stroke is ever so slightly lower from the 2VZ-FE at. Output is 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 V6. Engine was only sold with Japanese market vehicles. Applications: Japan
1992-1996 Toyota Camry Prominent
1993-1996 Toyota Windom VCV11
5VZ-FE
The 5VZ-FE is a engine which replaced the 3VZ-E. Bore is up to and stroke is while the compression ratio stays the same as the 3VZ-FE at 9.6:1. Output is for Tacoma and for 4Runner at 4800 rpm with of torque for Tacoma and 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 and a cast aluminumintake manifold. This engine also features an oil cooler and a wasted sparkignition system with three coils. Camshafts are belt-driven. The 5VZ-FE is a non-interference engine. Applications:
