Anyone read this: http://mr2.com/kb/html.php?category=20

I found it very interesting. Any opinions on this? Just throwing some "educational" info out there.

 

I woulda never thought to shoehorn a 5VZ into that car... I love the Turbos though.

Sounds like something to tinker with if I come across a blown MR2.... Hmmm....

 

Well, I sure do admire Toysrme(always have). On the matter of Toyota V6s in general, his opinion stands alone, head and shoulders above all others. I know, having read as many of his posts as I can find on all the forums where they reside. Why have I come to to that conclusion? Because he knows what he's talking about from experience, plain and simple. He's even gone as far as putting turbos on a couple of 3VZ-Es. Where no other attempts at such have been made to my knowledge. All others here(or anywhere for that matter) tend to just talk smack as far as the Toyota V6 swap goes. With little other to add to the conversation besides "3.4 swap". Lame...very lame. So sick of hearing that said I can't express it in words.

But, sadly, that's the extent of what's been accomplished regarding a Toyota V6 swap in our world. The realm of Toyota trucks and SUVs that is. Swapping in a 3VZ-FE has never REALLY even been done before(though a few have tried...ALL have failed). And there's a reason for that. No other Toyota V6s besides the 5VZ, 1GR, and 3GR are meant to be longitudinally mounted(the GR series engines being a little too new to have found any popularity as a swap into an older vehicle). The rest are all designed to be tranverse mounted, as nearly all V6s found in cars are these days are. And they all happen to be extremely difficult to mount in a vehicle any other way but(which, of course, WON'T WORK in a truck/SUV). All kinds of components end up facing/pointing in the wrong direction if you even try. And swapping parts between them to correct it, never seems to be feasible.

Anywho, it's got some interesting points. But virtually none of them apply to a 3VZ-E(which is only briefly mentioned once in the entire article), or even a 5VZ-FE for that matter. Or even, like I've alluded to, trucks or SUVs.

An education it would be though...if I owned an MR2 or a camry(or whatever that isn't a truck or SUV). But I don't, so I can't really be bothered to learn it all at this juncture. Maybe some other time...

And BTW this pic, that's supposed to be showing a 3VZ-E block, DOESN'T. That's a 3VZ-FE block dodo. BIG DIFFERENCE actually.

 

I have read that before , and 3vz is still crap IMO ! there is no changing that



.

 

MudHippy.

Did you mean that you are sick of people saying "3.4 swap". Lame...very lame." Basically, that the 3.4 is a lame swap (5vz series)?

 

It's just so dag gone unoriginal is all. I'd never do it. Because aside from the supercharged version, you're not really getting much over a 3VZ-E. I'd much rather take on the challenge of beefing up a 3VZ-E to surpass either one. Which has been done...MANY TIMES OVER. I just don't care for all the 3VZ-E smack talk really. Almost none of it is based IN REALITY!!!

By all means it's the right choice if you're sporting the 4 banger. Which is DOG CRAP! If your gonna swap a V6, why not. Then you can be cool like everybody else on that bandwagon.
I'll even accept that opinion without argument. Though I do not happen to share it.

So long as by crap, you don't mean in comparison to an R series motor.

 

What are the internal/external differences between 3VZ-E and FE? And what are the applicable USA vehicles?

 

I'm not quite sure. Looking at a swap in the somewhat decent future, this has sparked some interest.

 

DOHC vs SOHC. The 3vz-e is the only sohc v6 ever manufactured by toyota.

 

If given the choice to rebuild a 3.0 or swap in a 3.4 I'll do the latter every time.

It's not a choice between bad and good, it's a choice between decent and much better in terms of reliability, power and simple economics.

:wabbit2:

 

I prefer the 3VZ over the 5VZ in terms of its simplicity. It's OBD(I), not OBDII like the 5VZ. So it's a lot less complicated electronically. Making it much easier(and/or cheaper) to modify electronically(and/or mechanically) without running into issues with the ECU. And I would argue that it's every bit as reliable as a 5VZ. There's still PLENTY of 3VZ-Es running down the road, and there ain't any been made in the last 17 years! Mine went 218k miles on the original head gasket, and almost 225k without a rebuild! And I had to beat the crap out of it to kill it that fast!!!
http://en.wikipedia.org/wiki/Toyota_VZ_engine

3VZ-E: SOHC, 12 valve, 9.0:1 compression, EFI(simultaneous multi-port injection), cast steel crankshaft

88-95 4Runner
88-95 Pickup
92-95 T100

3VZ-FE: DOHC, 24 valve, 9.6:1 compression, SFI(sequential multi-port injection), forged steel crankshaft, ACIS(Acoustic Control Induction System) variable-length intake manifold, larger VAFM

92-93 Camry
92-93 Lexus 300


3VZ-E block


3VZ-FE block