Toyota 5VZ-FE engine

Characteristics of the 5VZ-FE engine

The 5VZ engine was produced at the Toyota Motor Manufacturing Alabama plant from 1995 through 2004. This six-cylinder V-twin engine has a cast iron cylinder block with four valves per cylinder.

Engine specifications include a displacement of 3,378 cubic centimeters, a cylinder bore of 93.5 mm and a piston stroke of 82 mm. The compression ratio is 9.6.

The power output of the engine is 190 horsepower at 4800 rpm and the peak torque reaches 298 Nm at 3600 rpm.

It is recommended to use 95 octane fuel to run this engine.

Fuel consumption for the 4Runner is 20.0 liters per 100 km in the city, 11.0 liters per 100 km on the highway and 14.0 liters per 100 km in the mixed cycle.

Oil consumption can reach up to 1000 grams per 1000 km. For the 5VZ engine it is recommended to use oils with viscosity 0W-30, 5W-30, 5W-40 and 10W-30, and the volume of oil in the engine is 5.3 liters. It is recommended to change the oil every 7000-10000 km.

The operating temperature of the engine is approximately 90 degrees Celsius.

The resource of the 5VZ engine on the factory data is not specified, but in practice it can be estimated at more than 300 thousand kilometers. The tuning potential of this engine can reach 400 horsepower without loss of resource. The 5VZ engine was installed on Toyota 4Runner, Toyota Land Cruiser Prado, Toyota Tacoma, Toyota Tundra, Toyota T-100 and Toyota Granvia.

Reliability, problems and repair of the Toyota 5VZ-FE engine

In 1995, Toyota introduced a new engine for its off-road models based on the 3VZ-E. This V6 cylinder block with a 60° camber inherited from the 3VZE, but the cylinder bore was increased from 87.5 mm to 93.5 mm, and new pistons with a compression ratio of 9.6 were installed. This resulted in a displacement of 3.4 liters.

Instead of single-shaft cylinder heads, more modern twin camshaft heads were used on the 5VZ. These are similar to those used on the 3VZ-FE, but with some modifications. The camshafts on the 5VZ were lower than those on the 3-liter predecessor. The timing belt was also changed. An oil cooler was added to the 5VZ, and the cooling system fan was modified. The intake manifold was lengthened to improve low rpm performance, but the ACIS length modification system was not used. The exhaust manifold was optimized, and the ignition system and phased fuel injection were modified as on the 1MZ.

These changes optimized the engine for use in SUVs, pickup trucks and commercial vehicles. For the 5VZ-FE, TRD produced compressor kits that increased the output of this engine to 245 hp and 360 Nm of torque.

Production of the 5VZ was discontinued in 2004, and the underhood space in Toyota SUVs was occupied by the more modern 1GR-FE engine.

Toyota 5VZ engine problems and shortcomings

Toyota’s 5VZ-FE is famous for quite a few different minor troubles. They do not greatly affect the overall reliability of the motor, but somewhat interfere with its trouble-free operation, and also create financial difficulties for the owner, since repairs are quite expensive. The main problems are as follows:

Starter

It regularly fails due to a defective design. On 5VZ-FE motors, the starter has to be repaired quite often, and it is expensive.

Throttle assembly

As with many Japanese engines of the period, the throttle wears out fairly quickly. The housing becomes pitted and the engine runs at higher revs. This leads to high consumption and gradual failure of a number of sensors in the throttle system.

Candles

Defective plugs can kill the engine quickly. It is necessary to put only expensive, and better even original candles, which still do not live long. Already after 15-20 thousand kilometers will have to think about a new set of spark plugs.

Rollers of the timing belt

Very often the rollers do not withstand even up to the routine replacement. So it is better to change them more often – on old motors it is recommended to do it at least once every 60-70 thousand kilometers.

The motor does not bother too much on trifles. Here everything is made reliably, qualitatively and without severe childhood diseases. But with mileage over 300 000 kilometers, constant trips to the service because of floating revolutions, minor malfunctions and various troubles begin. However, this will be true for any engine of this type.

Tuning the Toyota 5VZ-FE engine

5VZ Compressor

Having such an engine, climb into it with sports shafts, trying to remake the intake and exhaust and so on, is not too reasonable occupation, besides terribly expensive. For this motor you can buy a compressor kit from TRD, based on Eaton M62 compressor. A new one costs quite a lot, but you can find a used one for reasonable money. Nozzles are better to use from 2JZ-GE. At a pressure of 0.5 bar, on stock pistons, you will get about 250-260 hp and a significant increase in torque throughout the range. By replacing the pulley with a 56mm (2.2″) pulley, you increase the boost to 0.6 bar and get about 280 hp on 98 gasoline.

By installing a sport exhaust without catalytic converters, you will add about 10 more hp. You can buy a 2.1″ pulley (or 2″ in general), thus raising the pressure to 0.75 bar and get more than 300 hp, but you need to lower the compression ratio or put water-methanol injection.

MOTOR RATING: 4