Toyota GR engine 
Manufacturer Toyota Motor Corporation
Production 2002–
Predecessor Toyota MZ engine
Toyota JZ engine (I6)
Toyota VZ engine
The Toyota GR engine family is an open-deck, V6 piston engine series. The GR series has a 60° die-cast aluminum block and aluminum DOHC cylinder heads. This engine series also features 4 valves per cylinder, forged steel connecting rods, one-piece cast camshafts, and a cast aluminum lower intake manifold. Some variants use multi-port fuel injection, some have D4 direct injection others have a combination of direct injection and multi-port fuel injection or D4-S.

The GR series replaces the previous MZ V6, JZ I6 and in the case of light trucks the VZ V6.

Note: Power ratings have changed due to SAE measurement changes for 2006 model year vehicles. Toyota rates engines on 87 octane, Lexus rates engines on 91 octane

Contents
1 1GR-FE
2 2GR
2.1 2GR-FE
2.2 2GR-FZE
2.3 2GR-FSE
2.4 2GR-FXE
3 3GR
3.1 3GR-FE
3.2 3GR-FSE
4 4GR-FSE
5 5GR-FE
6 See also
7 References
 

1GR-FE
 
1GR-FE 4.0 L V6 from a 2007 Toyota FJ CruiserThe 1GR-FE is the 4.0 L (3956 cc) version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a 94 mm bore and a stroke of 95 mm. Output is 236 hp (176 kW) at 5200 rpm with 266 lb·ft (361 N·m) of torque at 4000 rpm on 87 octane, and 239 hp (178 kW) at 5200 rpm with 278 lb·ft (377 N·m) at 3700 rpm on 91 octane. This engine features Toyota's VVT-i, variable valve timing system on the intake cam and a compression ratio of 10.0:1. An updated version of this engine features Dual VVT-i, increasing output to 254 hp (189 kW) and 270 lb·ft (366 N·m) on 87 octane and 285 hp (213 kW) and 289 lb·ft (392 N·m) on 91 octane. Inside, the 1GR uses a taper-squish combustion chamber design with matching pistons to improve anti-knocking and engine performance, while also improving intake and fuel efficiency. Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls. This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block. With these special thin liners it is impossible to bore the block. In the event of cylinder wall damage (scoring, deep protrusions, etc), the entire cylinder block must be replaced. For increased block rigidity, the 1GR also receives a high temperature plastic insulator/protector, which fills the empty space between the outer portion of the cylinders and block material common to open deck engines. For increased cooling efficiency, the 1GR employs water passages between the bores of the engine. There are two such passages for each bank for a total of four. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.

A bolt-on TRD supercharger kit is available on Tacoma, and FJ Cruiser

Applications (without Dual VVT-i):

2003-2009 Toyota 4Runner / Hilux Surf (GRN210/215)
2007 Toyota Land Cruiser (GRJ200)
2003-2009 Toyota Land Cruiser Prado (GRJ120/121/125)
2005 Toyota Tacoma (GRN225/245/250/265/270)
2005 Toyota Hilux (GGN10/20)
2005 Toyota Tundra (GSK30)
2007 Toyota Tundra (GSK50/51)
2005 Toyota Fortuner (GGN50/60)
2006-2009 Toyota FJ Cruiser (GSJ10/15)
Applications (with Dual VVT-i):

2010 Toyota 4Runner (GRN280)
2010 Toyota FJ Cruiser
2009-present Toyota Land Cruiser Prado (GRJ150/155)

2GR
2GR-FE
 
2GR-FE engine in the 2008 Lexus RX 350The 2GR-FE is a 3.5 L (3456 cc) version for transverse FWD mounting. Bore remains at 94 mm but stroke is reduced to 83 mm. Reported output varies depending on the vehicle application, but is approximately 266 hp (198 kW) to 275 hp (205 kW) at 6200 rpm with 245 lb·ft (332 N·m) to 257 lb·ft (348 N·m)of torque at 4700 rpm on 87 octane (R+M/2). This version features Toyota's Dual VVT-i, variable valve timing on both the intake and exhaust cams. Valves are driven by roller-follower rocker arms with low friction roller bearings, and a unique, concave cam lobe design to increase valve lift over the traditional shimless lifter type system of the 1GR-FE. This increases overall cylinder head height to accommodate the slightly taller roller rocker system. Moreover, the cylinder head is segmented into 3 parts: valve cover, camshaft sub-assembly housing, and cylinder head sub-assembly. As such, this valvetrain is used across all other GR engines with Dual VVT-i. Its service weight is 163 kg.

Applications:

2005 Toyota Avalon (GSX30)
2006 Toyota Aurion (GSV40)
2006 Toyota RAV4 (GSA33/38)
2006 Toyota Estima (GSR50/55)
2006 Toyota Previa (GSR50)
2006 Toyota Tarago (GSR50)
2007 Toyota Camry (GSV40)
2007 Toyota Sienna (GSL20/23/25)
2007 Lexus ES 350 (GSV40)
2007 Lexus RX 350 (GSU30/35)
2007 Toyota Harrier (GSU30/31/35/36)
2007 Toyota Vanguard (GSA33)
2009 Lexus RX 350 (GGL10/15/16)
2007 Toyota Kluger (GSU40/45)
2007 Toyota Blade (GRE156)
2007 Toyota Mark X Zio (GGA10)
2008 Toyota Alphard (GGH20/25)
2008 Toyota Vellfire (GGH20/25)
2008 Toyota Highlander (GSU40/45)
2009 Toyota Venza (GGV10/15)
2009 Lotus Evora (280ps & 350Nm using Lotus engine management, Sport Pack package redline increased to 7000rpm)
Toyota Corolla (E140/E150) (for Super GT use)

2GR-FZE
Eaton Roots-type Twin-Vortices supercharger

2007 TRD Aurion (TRD supercharger)
2010 Lotus Evora S (345 hp, 295 lb-ft)

2GR-FSE
 
2GR-FSE engine in the 2008 CrownThe 2GR-FSE engine used in the Lexus IS, and GS 350, incorporate Toyota's latest D4-S twin injection fuel system. This system combines direct injection with traditional port injection. Using direct injection and port injection simultaneously facilitates more precise mixing of air and fuel under low and medium load conditions for greater efficiency, while high load conditions dictate the use of direct injection alone for maximum power. The 2GR-FSE engine is rated at 315 PS (232 kW; 311 hp) at 6,400 RPM and 38.4 kg·m (377 N·m; 278 ft·lbf) at 4,800 RPM. The engine's service weight is 174 kg.

The 2GR-FSE was on the Ward's 10 Best Engines list for 2006, 2007, 2008 and 2009.[1][2][3][4]

Applications：

2006 Toyota Crown Athlete (GRS184)
2006 Lexus GS 350 (GRS191/196)
2006 Lexus GS 450h (GWS191)
2006 Lexus IS 350 & IS 350 C (GSE21)
2008 Toyota Crown Athlete (GRS204)
2008 Toyota Crown Hybrid (GWS204)
2009 Toyota Mark X (GRX133)
Supercharged

2009 Toyota Mark X Supercharged (265 KW, 355 hp)[5]

2GR-FXE
Atkinson cycle, VVT-i, uses cooled EGR system, 245 hp

2010 Lexus RX 450h (GYL10/15/16)
2010 Toyota Highlander Hybrid

3GR
3GR-FE
 
3GR-FE engine in the 2007 IS 300The 3GR-FE is a 3.0 L (2994 cc) version with Dual VVT-i, designed for RWD longitudinal mounting. Bore is 87.5 mm while stroke is shared with the 2GR at 83 mm, with a compression ratio of 10.5:1. Output is 170 kW (228 hp) at 6,400 RPM, and 300 N·m (221 ft·lbf) at 4,800 RPM.

Applications:

2003 Toyota Crown (GRS182) (China, Asia-Pacific ex.Japan)
2005 Toyota Reiz (GRX121) (China)
2005 Lexus GS 300 (GRS190) (Middle East, Asia-Pacific ex.Japan)
2007 Lexus IS 300 & IS 300 C (GSE22) (Middle East, Asia-Pacific ex.Japan)

 

 3GR-FSE
The 3GR-FSE adds D4 direct injection. The 3GR-FSE engine is rated at 256 PS (188 kW; 252 hp) at 6,200 RPM and 32 kg·m (314 N·m; 231 ft·lbf) at 3,600 RPM.

Applications:

2004 Toyota Mark X (GRX121) (Japan)
2003 Toyota Crown Royal & Athlete (GRS182/183) (Japan)
2006 Lexus GS 300 (GRS190/195) (Europe & North America)
2008 Toyota Crown Royal (GRS202/203) (Japan)

 

4GR-FSE
 
2004 Toyota 4GR-FSE engine.The 4GR-FSE is a 2.5 L (2499 cc) version. Bore is 83.1 mm while stroke is reduced to 76.9 mm. Output is 215 PS (158 kW; 212 hp) at 6,400 RPM and 26.5 kg·m (260 N·m; 192 ft·lbf) at 3,800 RPM. This version also features Dual VVT-i, variable valve timing on both the intake and exhaust cams and an improved D4-S direct injection system.

Applications:

2004 Toyota Mark X (GRX120/125) (Japan)
2006 Lexus IS 250 & IS 250 C (GSE20/25)
2003 Toyota Crown Royal & Athlete (GRS180/181)(Japan)
2008 Toyota Crown Royal & Athlete (GRS200/201) (Japan)
2009 Toyota Mark X (GRX130/135) (Japan)

5GR-FE
The 5GR-FE is a 2.5 L (2497 cc) version. Bore is 87.5 mm while stroke is 69.2 mm with a compression ratio of 10.0:1. Output is 145 kW (194 hp) at 6,200 RPM and 24.7 kg·m (242 N·m; 179 ft·lbf) at 4,400 RPM. This version does not include direct injection, but does include Dual VVT-i. The 5GR-FE engine is only built in China for vehicles for the Chinese market. Using the same bore as the 3GR-FE which is also built in China it can be built on the same production line, thus reducing production cost.

Applications:

2005 Toyota Reiz (GRX122) (China)
2005 Toyota Crown (GRS188) (China)

 

 1JZ-GTE engine Applications:
Toyota Crown (JZS170)

 2JZ-GE engine Applications:
Toyota Crown/Toyota Crown Majesta

 

Toyota JZ engine 
Manufacturer Toyota Motor Corporation
Production 1990–2005
Predecessor Toyota M engine
The Toyota JZ engine family is a series of inline-6 automobile engines. A replacement for the M-series inline-6 engines, the JZ engines were 24-valve DOHC engines. The JZ engine was offered in 2.5 and 3.0 litre versions.

Contents
1 1JZ
1.1 1JZ-GE
1.2 1JZ-GTE
2 2JZ
2.1 2JZ-GE
2.2 2JZ-GTE
3 Direct Injection FSEs
4 See also
5 References
6 External links
 

 1JZ
The 2.5 L (2492 cc) 1JZ version was produced from 1990 to 2007 (last sold in the Mark II BLIT Wagon). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in).[1] It was a 24-valve DOHC engine with two belt-driven camshafts.

 1JZ-GE
Output for the non-turbo 1JZ-GE was 200 hp JIS (147 kW) at 6000 rpm and 185 ft.lbf (250 Nm) at 4000 rpm.

Like all JZ-series engines, the early 1JZ-GE is designed for longitudinal mounting and rear-wheel-drive. All of these models also came with a 4-speed automatic transmission as standard; no manual gearbox option was offered.[1]

 1JZ-GTE
 
First Generation 1JZ-GTE in a 1991 Toyota Chaser
Third Generation 1JZ-GTE VVTi in a 1989 Toyota CressidaThe 1JZ-GTE employs twin CT12A turbochargers arranged in parallel and blowing through a side-mount or front mount air-to-air intercooler . With an 8.5:1 static compression ratio, the factory quoted power and torque outputs are 280 metric horsepower (210 kW) at 6200 rpm and 363 newton metres (268 ft·lbf) at 4800 rpm respectively. These motors are over square (86.0mm bore x 71.5mm stroke). Yamaha may have had a hand in the development or production of these motors (possibly the head design), hence the Yamaha badging on certain parts of the motor, such as the cam gear cover. In 1991, the 1JZ-GTE was slotted into the all-new Soarer GT.

The early generation 1JZ-GTEs combined the inherent smoothness of an inline 6 cylinder engine with the revving capacity of its short stroke and early power delivery of its small, ceramic wheeled turbochargers. The ceramic turbine wheels are prone to delamination in the setting of high impeller rpm and local temperature conditions, usually a result of higher boost. The first generation 1JZ's were even more prone to turbo failure due to there being a faulty one-way valve on the head, specifically on the intake cam cover causing blow-by to go into the intake manifold. Also on the exhaust side a decent amount of oil vapor flows into the turbos causing premature wear on the seals. The later 2nd Gens had this problem fixed and in Japan there was actually a recall in order to repair the 1st Gens, though that does not apply to 1JZ's imported to other countries. The fix is simple, and involves replacement of the PCV valve (2JZ); all parts are available through Toyota.

The "third Generation" of 1JZs were introduced around 1996, still as a 2.5 turbo, but with Toyota's BEAMS architecture.[2] This included a reworked head, newly developed continuously variable valve timing mechanism (VVT-i) , modified water jackets for improved cylinder cooling and newly developed shims with a titanium nitride coating for reduced cam friction [3] . The turbo setup changed from parallel twin turbo (CT12x2) to a single turbo (CT 15B). The adoption of VVT-i and the improved cylinder cooling allowed the compression ratio to be increased from 8.5:1 to 9.0:1. Even though the official power figures remained at 280 metric horsepower (210 kW) at 6200 rpm, torque was increased by 20Nm to 379 newton metres (280 ft·lbf) at 2400rpm. These improvements resulted in increased engine efficiency that reduced fuel consumption by 10%. The adoption of a much higher efficiency single turbocharger than the twins as well as different manifold and exhaust ports were responsible for most of the 50% torque increase at low engine speeds . This engine was used primarily in Toyota's X chassis cars (Chaser, Mark II, Cresta, Verossa), the Crown Athlete V (JZS170) and in the later JZZ30 Soarer, as the JZA70 Supra was long discontinued by this time.

Applications:

Toyota Chaser/Cresta/Mark II Tourer V (JZX81, JZX90, JZX100, JZX110)
Toyota Soarer (JZZ30)
Toyota Supra MK III (chassis code JZA70, Japan only)
Toyota Verossa
Toyota Crown (JZS170)

 2JZ
The 3.0 L (2997 cc) 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). Cylinder bore was 86 mm (3.39 in) and stroke was 86 mm (3.39 in). VVT-i variable valve timing was added later in 1997 for the 1998 model year.

 2JZ-GE
The 2JZ-GE is a common version. Output is 220  hp JIS (158 to 169 kW) at 5800 to 6000 rpm and 209 to 220 ft.lbf (283 to 298 Nm) of torque at 3800 to 4800 rpm.

It uses Sequential Electronic Fuel Injection, has an aluminum head and 4 valves per cylinder with some versions using VVT-i, along with a cast iron cylinder block.

Applications:

Toyota Altezza / Lexus IS 300
Toyota Aristo / Lexus GS 300
Toyota Crown/Toyota Crown Majesta
Toyota Mark II
Toyota Chaser
Toyota Cresta
Toyota Progres
Toyota Soarer / Lexus SC 300
Toyota Supra MK IV

 2JZ-GTE
 
Engine bay of Supra JZA80The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships, worldwide. Final development of the 2JZ-GTE was outsourced to German engineering firm Johann A. Krause Maschinenfabrik GmbH for refinement to meet production car homogolation requirements set forth by the former All-Japan Grand Touring Car Championship.

For all applications, two gearboxes were mated to the engine:

Toyota A341E 4-speed automatic
Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crank, and connecting rods of the 2JZ-GE and 2JZ-GTE are the same with the exception that the 2JZ-GTE has oil spray bars installed in the block to aid in cooling the pistons. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.

The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially-cited output from 230 PS (169 kW; 227 hp) to the, then, Japanese auto industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) to be later recited as 54.1 kgm (530 Nm, 391 lbft) with the introduction VVT-i in 1997. The mutually-agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement, exclusively between Japanese automakers selling to the Japanese domestic market. For North American and European markets, power was raised to 330 PS (243 kW; 325 hp) at 5600 rpm.

The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (eg.: CT20A).

Applications:

Toyota Aristo JZS147 (Japan-only)
Toyota Aristo V300 JZS161 (Japan-only)
Toyota Supra RZ/Turbo JZA80

 Direct Injection FSEs
In around 2000, Toyota introduced what are probably the least recognised members of the JZ engine family – the FSE direct injection variants. These FSE 1JZ and 2JZ engines are aimed at achieving minimal emissions and fuel consumption together with no loss of performance.

The 2.5-litre 1JZ-FSE employs the same block as the conventional 1JZ-GE; everything up top, however, is unique. The ‘D4’ FSE employs a relatively narrow angle cylinder head with swirl control valves that serve to improve combustion efficiency. This is necessary to run at extremely lean air-fuel ratios around 20 to 40:1 at certain engine load and revs. Not surprisingly, fuel consumption is reduced by around 20 percent (when tested in the Japanese 10/15 urban mode).

Interestingly, normal unleaded fuel is enough to cope with the FSE’s 11:1 compression ratio.

The direct injection version of the 1JZ generates 147 kW (197HP) and 250Nm (184ft lbs) – virtually the same as the conventional VVT-i 1JZ-GE. This highly efficient engine is fitted to the 2000 Mark II, 2001 Brevis, Progres, Verossa, Crown and Crown Estate. All are fitted with an automatic transmission.

The 3-litre 2JZ-FSE uses the same direct injection principle as the smaller 1JZ version but runs an even higher 11.3:1 compression ratio. This engine matches the conventional VVT-i 2JZ-GE with 162 kW (217HP) and 294Nm (216ft lbs). The 2JZ-FSE is fitted to certain 1999 Crown models and the 2001 Brevis and Progres. Again, all use automatic transmissions.

 

 1UZ-FE engine Applications:
1990–2002 Toyota Crown/Toyota Crown Majesta

 3UZ-FE engine Applications:
Toyota Crown Majesta

 

Toyota UZ engine

Toyota UZ Engine 
Manufacturer Toyota Motor Corporation
Production 1989–2010
Successor Toyota UR engine
The Toyota UZ engine family is a 32-valve quad-camshaft V8 piston engine series used in Toyota's luxury offerings and sport utility vehicles.[1] Three basic versions have been produced, the 1UZ-FE, 2UZ-FE, and 3UZ-FE. Production spanned 21 years, from 1989 to mid 2010, ending with the final production of the 3UZ-FE powered Lexus SC430. Toyota's current petrol V8 engine series is the UR.

Contents
1 1UZ-FE
2 2UZ-FE
3 3UZ-FE
4 Derivatives
5 References
6 See also
 

 1UZ-FE
The 4.0 L (3,968 cc/242.1 cu in) all-alloy 1UZ-FE debuted in 1989 in the first generation Lexus LS 400/Toyota Celsior and the engine was progressively released across a number of other models in the Toyota/Lexus range. The engine is oversquare by design, with a bore size of 87.5 mm (3.44 in) and stroke of 82.5 mm (3.25 in).[1] It has proved to be a strong, reliable and smooth powerplant with features such as 6-bolt main bearings and belt-driven quad-camshafts. The water pump is also driven by the cam belt. The connecting rods and crankshaft are constructed of steel. The pistons are hypereutectic.

Its resemblance to a race engine platform (6 bolt cross mains and over square configuration) was confirmed in 2007 by David Currier (in an interview with v-eight.com), vice president of TRD USA, stating that the 1UZ platform was based on CART/IRL engine design. It was planned to be used on GT500 vehicles, however its subsequent use in the Daytona Prototype use was not planned.

In its standard, original trim with 10:1 compression, power output is 191 kW (256 hp), torque of 353 N·m (260 ft·lbf).[1]

 
1UZ-FEThe engine was slightly revised in 1995 with lighter connecting rods and pistons and an increased compression ratio to 10.4:1 resulting in peak power of 195 kW (261 hp) and torque of 363 N·m (268 lb·ft).

In 1997, Toyota's VVT-i variable valve timing technology was introduced along with a further compression ratio increase to 10.5:1,[1] bumping power and torque to 216 kW (290 hp) and 407 N·m (300 ft·lbf). In the GS400 application, output was rated at 300 hp and 310 ft-lb of torque.

The 1UZ-FE was voted to the Ward's 10 Best Engines list for 1998 through 2000.[2][3][4]

Applications:[5]

1989–2000 Lexus LS 400/Toyota Celsior
1990–2002 Toyota Crown/Toyota Crown Majesta
1991–2000 Lexus SC 400/Toyota Soarer
1992–2000 Lexus GS 400/Toyota Aristo
Toyota MR2 Le Mans Car

 

 2UZ-FE
 
2UZ-FEThe 2UZ-FE was a 4.7 L (4,664 cc/284.6 cu in) version built in Tahara, Aichi, Japan and at Toyota Motor Manufacturing Alabama. Unlike its other UZ counterparts, this version uses a cast iron block to increase durability, as it was designed for low-reving, high-torque pickup and SUV applications. Its bore is 94 mm (3.7 in) and stroke is 84 mm (3.3 in).[1] Output varies by implementation, but one VVT-i variant produces 202 kW (271 hp) at 4800 rpm with 427 N·m (315 ft·lbf) of torque at 3400 rpm. JDM versions produce 173 kW (232 hp) at 4800 rpm and 422 N·m (311 ft·lbf) at 3600 rpm, while Australian models produce 170 kW (230 hp) at 4800 rpm and 410 N·m (300 ft·lbf) at 3600 rpm.[1]

Like the 1UZ-FE it has aluminum DOHC cylinder heads, MFI fuel injection, 4 valves per cylinder with bucket tappets, one-piece cast camshafts, and a cast aluminum intake manifold. For 2010, it was replaced by the 1UR-FE in all applications.

Applications:[6]

2003–2004 Lexus GX 470
1998–2005 Lexus LX 470
1998–2005 Toyota Land Cruiser
2003–2004 Toyota 4Runner
2000–2004 Toyota Tundra
2001–2004 Toyota Sequoia
Toyota Racing Development offered a bolt-on supercharger kit for the 2000-2003 Tundra and the 2003 GX 470.

Another 2UZ-FE variation adds VVT-i and electronic throttle control.

Applications:[6]

2005–2009 Lexus GX 470
2006–2007 Lexus LX 470
2005–2009 Toyota 4Runner
2006–2011 Toyota Land Cruiser
2005–2006 Toyota Tundra
2005–2009 Toyota Sequoia

 3UZ-FE
 
3UZ-FE The 3UZ-FE, is a 4.3 L (4,292 cc/261.9 cu in) version built in Japan. Bore is 91 mm (3.6 in) [1] and stroke is 82.5 mm (3.25 in). Output is 216 to 224 kW (290 to 300 hp) at 5600 rpm with 441 N·m (325 ft·lbf) of torque at 3400 rpm. It has an aluminum engine block and aluminum DOHC cylinder heads. It uses SEFI fuel injection, has 4 valves per cylinder with VVT-i. It replaced the 3S-GTE as the engine used in Toyota's 500hp (370kw) Super GT race cars up to 2009. A redesigned 5.0 L version was used in the Grand American Road Racing (Grand Am) Series. [7] In 2003, the engine was linked to a six-speed automatic in applications with improved fuel efficiency.[1]

Applications:[1]

Lexus LS 430
Lexus GS 430
Lexus SC 430/Toyota Soarer
Toyota Crown Majesta
Super GT
Toyota Supra GT500 Race Car
Lexus SC 430 GT500 Race Car

丰田皇冠系列发动机历史

丰田皇冠
生产厂 丰田
生产年代 1955–今
装配厂 丰田 City, Nagoya
级别 Full-size 豪华轿车 / Executive car (UK)
车身形式 sedan轿车 (1955–目前)
         4–门 hardtop硬顶 (1974–1999)
         2–门 hardtop coupe (1967–1983)
         Wagon旅行车 (1962–2007)
         Pick-up皮卡 (1967–1971)
平台 S-系列
相关车型 丰田 Aristo
丰田皇冠 Majesta

第一代（RS、RS20、RS30）
第一代 (RS 型-S30 型: 1955 ~ 1962)

生产年代 1955–1962
车身形式
         4–门 sedan轿车
         4–门 小旅行车
         2–门 小旅行车
发动机
      1.5L (1453cc) R (1955-1960)
      1.9L (1897cc) 3R (1961-1962)
轴距      2,530 mm (100 吋)
车长   4,285 mm (168.7 吋)
车宽   1,679 mm (66.1 吋)
车高   1,524 mm (60.0 吋)
整备质量  1,152 kg (2,540 磅)

第二代（RS40、RS41、MS41）(S40 型: 1962 ~ 1967)
生产年代 1962–1967
车身形式 4–门 sedan轿车
         4–门 小旅行车
         2–门 coupe utility
发动机 1.9 L I4 OHV 3R
       2.0 L I6 SOHC M
       2.3 L I6 SOHC 2M
变速器 3 速手动挡
       2 速自动挡
轴距 2,690 mm (106 吋)
车长 4,610 mm (181 吋)
     4,688 mm (184.6 吋) Wagon旅行车
车宽 1,695 mm (66.7 吋)
     1,470 mm (58 吋) Wagon旅行车
车高 1,460 mm (57 吋)
整备质量 1,265 kg (2,790 磅)
         1,354 kg (2,990 磅) Wagon旅行车

皇冠 八

生产年代 1964.04–1967.07
车身形式 4–门 sedan轿车
发动机 2.6L V8 OHV V
变速器 3 速自动挡
轴距 2,530 mm (100 吋)
车长 4,720 mm (186 吋)
车宽 1,845 mm (72.6 吋)
车高 1,460 mm (57 吋)
整备质量 1,375 kg (3,030 磅)

第三代（MS50、MS51、RS50）(S50 型: 1967 ~ 1971)
丰田皇冠 S50 sedan轿车
丰田皇冠 S50 coupe utility

生产年代 1967–1971
车身形式 4–门 sedan轿车
         4–门 小旅行车
         2–门 coupe
         2–门 coupe utility
发动机 1,994 cc 5R OHV I4
       1,988 cc M SOHC I6
       2,253 cc 2M SOHC I6
变速器 3-速手动挡 (可选 O/D)
       4-速手动挡
       2-速自动挡
       3-速自动挡
轴距 2,690 mm (106 吋)
车长 4,665 mm (183.7 吋) sedan轿车
     4,585 mm (180.5 吋) coupe
     4,690 mm (185 吋) Wagon旅行车
车宽 1,690 mm (67 吋)
车高 1,445 mm (56.9 吋) sedan轿车
     1,465 mm (57.7 吋) Wagon旅行车
整备质量 1,305 kg (2,880 磅) sedan轿车

第四代（MS60、MS70）(S60 & S70 型: 1971 ~ 1974)
生产年代 Feb 1971–Sept 1974
车身形式 4–门 sedan轿车
         4–门 小旅行车
         2–门 coupe
发动机 1,994 cc 5R OHV I4
       1,988 cc M SOHC I6
       2,563 cc 4M SOHC I6
变速器 3-速手动挡
       4-速手动挡
       5-速手动挡
       3-速自动挡
轴距 2,690 mm (106 吋)
车长 4,680 mm (184 吋)
车宽 1,690 mm (67 吋)
车高 1,420 mm (56 吋)
整备质量 1,290–1,360 kg (2,800–3,000 磅)

第五代（MS80、MS90、MS100）(S80 & S100 型: )

生产年代 1974.10–1979.08
车身形式 4–门 sedan轿车
         4–门 小旅行车
         2–门 coupe
发动机 2.6 L 4M I6 SOHC
       2.2 L 柴油 直4
       2.0 L M I6
变速器 4-速自动挡
       3-速自动挡
       5-速手动挡
轴距 2,690 mm (106 吋)
车长 4,765 mm (187.6 吋)
车宽 1,690 mm (67 吋)
车高 1,440 mm (57 吋)
整备质量 1,470 kg (3,200 磅)

第六代（MS110、MS112、LS110、RS110）(S110 型: 1979 ~ 1983)

生产年代 1979–1983
车身形式 4–门 sedan轿车
         4–门 hardtop
         4–门 小旅行车
         2–门 coupe
         2–门 hearse
发动机 2.0 L 5R-U I4
       2.0 L M-E I6
       2.0 L M-TEU I6 涡轮
       2.0 L M-PU I6 LPG
       2.0 L 1G-EU I6
       2.2 L L I4 柴油
       2.4 L 2L-T I4 柴油 涡轮
       2.4 L 2L-TE I4 柴油 涡轮 EFI
       2.8 L 5M-E I6
       2.8 L 5M-GE I6
变速器 4-速自动挡
       3-速自动挡
       5-速手动挡
       4-速手动挡
       3-速手动挡
轴距 2,690 mm (106 吋)
车长 4,860 mm (191 吋)
车宽 1,715 mm (67.5 吋)
车高 1,410 mm (56 吋)
整备质量 1,500 kg (3,300 磅)

第七代（MS123、MS125、GS121、YS120）(S120 型: 1983 ~ 1987)

生产年代 1983–1987
车身形式 4–门 sedan轿车
         4–门 hardtop
         4–门 小旅行车
发动机 2.8L 5M-EU & 5M-GEU
轴距 2,720 mm (107 吋)
车长 4,860 mm (191 吋)
车宽 1,720 mm (68 吋)
车高 1,420 mm (56 吋)
整备质量 1,495 kg (3,300 磅)