Why would you want to isolate your timing and fuel functions?
They have to interact somewhat - as you need to know where the engine is at to know when to fire the injectors..

I think you slightly misread the megasquirt and EDIS functions.. One of the hardest things to do on megasquirt is to get it to work with factory ignition systems, mainly due to the variety and differences in functions.

Basically one solution is to buy EDIS hardware - a weld on wheel and crank trigger... This hooks to megasquirt in a very defined way and makes it much easier to implement, especially since the fuel side doesn't care what injectors it's pushing...

There's been one 3VZ-FE project on megasquirt already (successful)

 

I was actually thinking that I could hook it up to the stock ECU the way that I would if I were to use MS system. Looks like I'm going to have to do my homework and use the MS system from the beginning. It'll make it easier in the long run I guess.

Do you have a link to any info on the car that used a 3VZ-FE with the MS system? I searched on google and couldn't find anything using that engine. Alot of info about 4A-G/T/E.

 

Here is a thread the guy had going. Send him a PM.

http://www.msefi.com/viewtopic.php?p=122123

 

So I've decided to just go for it and try the EDIS-6 and MS System. I figure that there is lots of support out there if and when I get stumped.

On a side note, did anyone read that article posted on that link from wikipedia? Seems they don't know about my project or anything about the 3VZ-E and 3VZ-FE engines. My project uses FE pistons, heads, the cranks are interchangable, the con rods are interchangable. The only real difference is that the 3VZ-FE uses an updated block mold. Here is the link for anyone interested:
http://en.wikipedia.org/wiki/Toyota_VZ_engine

 

I've done megasquirt with the 22RE ignitor - I know that the system for the same year 3.0 (1988) is very simliar in terms of how it functions.

EDIS is the "fool proof" solution, however...

 

I was doing a searcg the other night and found an old thread that evidently came up while I wasn't on here that much. Someone asked where I was, people wondered if I was ok, Some thought my project was a hoax and that I ran off with the money that had been donated awhile back for this project. I can't remember how much was given to the project, but it wasn't my idea for the donations and I know that it was less than $50 donated. That doesn't go a long way when I paid $2,000 for my rebuild kit, having the engine rebored, heads cleaned and valve job, coated 3VZ-FE pistons. Then I had the price of the FE heads, 5VZ intake, and TB. I am now going to have the cost of an Ford EDIS system and Megasquirt.

Right now the problem is not being able to find reasonably priced timing covers and end plate from a 3VZ-FE. TAP Recycling and my other parts source both say that they don't have thes parts. Progress is VERY slow going, but it's a project truck so I try not to worry about it.

On a good note, I've actually decided to get my ASE certifications so I'm going back to school for that. I'm going to see if I can use my 4Runner as a project truck at school. Would make for a good learning experience wiring up the Megasquirt.

Well, I just thought that I needed to post this update after reading that old thread about me. I'm still here and the project is still sitting in the garage waiting on parts and more money.

 

Just get it done. heh heh heh

 

Trust me, I'm chomping at the bit to get it done. The GF wants it done too, but everytime I mention the price of the Megasquirt or new wheels and tires, she gets mad.

The biggest thing right now is finding the timing covers....then I can get it finished up and at least back in the Runner.

 

what about the tuning? i mean.. the cam's of the 3vze & 3vzfe are different right? i mean, i havn't looked at the specs or anything(i can tomorrow when i get to work[toyota]), but.. what are you going to do about that? if they're way off/different, i doubt the stock computer will be able to compensate. i'm not saying it can't, i'm just saying, it's a toss up. if that's the case.. how are you going to get it tuned?(this is one thing i've wondered.. how do we tune our engines?...)

also... are you completely sure that the FE crank/rods/pistons(i already know they are, same bore, but what about where they connect to the rods same i'm guessing?).. are all interchangeable... completely? if so.. shizzle... i'll throw them in my truck. though, i want forged rods, and the wikipedia site said they were cast stock, i havn't looked them up at work yet.

how well do the oil & water passages bolt up w/ the fe heads, on the e block? I looked up the hg part numbers today, they're diff. i also looked up the heads.. there's 9 bolts(if i'm not mistaken), in the drivers side head of the e engine, and only 8 in the fe heads. what'd you do, just leave one out?

what about stand alone engine management.. screw emissions, screw all the happy stuff of being nice to the environment... i know it's expensive, but.. it's a viable option. and you'd always be able to tune it.

so what did you end up doing w/ the timing belt... there was never any real, definitive answer...that i saw atleast.

btw.. thankyou for doing this swap.. i bent a rod the first time i took my truck out in the mud(i got my truck, 90 4runner, last monday.. went out this past weekend, sucked up water, and bent a rod).. so now i have to rebuild the motor. so, you're work isn't in vain.. i was hoping someone had finally done this all, and you are. maybe i'll be able to do it as well. unfortunantly for me, it's my vehicle to & from work... not a project truck.

good luck & plz keep us up to date.

 

I think I remember reading your thread about what happened to your truck. That really sucks. Either way, I hope that you find all the information that you need on this site.

To try to answer your questions, comments, concerns. Do not listen to Wikipedia about Toyota engines. Don't listen to most Toyota Techs. Do your own homework and find out for yourself if parts will swap. I was told by a firend who is a Toyota Master Tech. that my project would physically not bolt together. Well, there have been pictures posted of it to prove that he was wrong. I was told that an MR2 tranny would not work in my Celica back in the day. I swapped the gear selectors on the trannies and ran the MR2 tranny for years. It outlived 2 5S-FE (turboed and NOS).

TIMING BELT:This issue will be addressed very soon when I can get my hands on the timing covers and backplate from a Camry. I am thinking that I can use the Camry upper idler pulley by simple welding some 1/4" steel to the back side of the plate. That will be the final mechanical issue with the engine. Ultimately I'm looking at useing the 3VZ-FE belt, which I already have.

HEAD BOLTS: The number difference is a simple answer. The "E" heads have an extra shorter bolt on one corner of the head that isn't use on the "FE" heads.

INTERCHANGABLE PARTS: This could be an entire new thread in itself. Yes, the crank, rods and pistons will "physically" interchange. I put it that way because the "FE" pistons are very different. They will fit the block, but the valve reliefs differ for the 2 and 4 valve set-ups.

HEAD GASKET: I used the 3VZ-FE head gasket because everything lined up better on the "FE" heads with this gasket. I did make some of the passages larger though mainly because of known issues with the old "E" heads. Peace of mind for myself.

TUNING: I am going to be using a Ford EDIS-6 system for timing and a MegaSquirt system for the fuel mangement. As far as emission, I probably will not be using an EGR system since I am making my own headers. I will be using cats though.

I hope I have made this all clear as mud for you. I tried to address everything, but it might be hard to visualize without seeing it. Feel free to email me if you have any questions that you can't find the answer to (danvilleneuve@comcast.net)

 

Just an update on my long slow project, that will hopefully be coming to a head very soon.

I went to the salvage yard today. I got my Ford EDIS-6 system and the upper timing covers front and back. I will be ordering my MegaSquirt system this week. I still need to look the engine over and see about some small parts and figure out how I'm going to mount the upper idler pulley, but everything should come together within the next couple of months. I'm shooting for mid Feb. and no later than the end of March. Everyone cross your fingers.

 

Alright, a days worth of work ripping apart a harmless salvage yard 2VZ-FE engine for it's timing covers and now I'm home and went to check the fit since it wasn't from a 3VZ-FE......and guess what......it doesn't fit. Too narrow at the cam pulleys.

Does anyone work for Toyota that they might see a 3VZ-FE come in that they could measure the distance from camshaft to camshaft. I don;t want to order new timing covers from Toyota and have them not fit.

 

Well, not sure that anyone cares about this anymore, but thought I'd update anyway. I was trying to get the engine all buttoned up this weekend and put back in the Runner this week. BUT, evediently Toyota went to the hydraulic idler pulley on the Camry for a reason. The 4Runner one won't work with the FE heads. Now I have to order a Camry water pump tonight.

Looks like it'll be another week before I can button it up.

 

There are still those of us who pay attention to this thread. We still wait with bated breath

 

I am interested in how this works out. I have a 1994 Toyota 4Runner 5speed, with the 3.0. has 195,000 miles on er. Still going strong, but maybe in a couple hundred thousand more miles, I'll get to try this, too.

 

By the time this thread dies, I will have made a full rebuild after I hit a few hundred thousand miles on my FJ Cruiser. I do already have 23,000 on it...

 

If there is anyone still interested in this thread, I have a 3VZE that could use some lovin in about 30K or 40K miles. It is still running strong, and I like it that way, but someday it may (or may not) die on me. I would really like to know how this Camry headed 3VZE turns out, and if it is possible, or cost effective to perform this operation. In the meantime, I will just keep racking up the miles on my ol 3.0 and keep on truckin nice and slow. Did I mention slow?

 

Dan, any updates?

 

I really apologize guys......there is alot going on in my life right now, but yes the engine is done 100% other than figuring out what accessories will mount where with the new heads. I have to look up some things on the computers that we have at school (yes, I'm in school at my age).

So here is the run down with a 100% completely built engine:

3VZ-E parts (from your stock 4Runner or truck):
Block
Crank
Connecting rods
Oil cooler (if equioted)
Oil pick-up tube

3VZ-FE parts (92-93 Camry/Lexus ES300):
Heads complete with cams and valve train
Waterpump
Timing covers (Upper, lower and metal backing plate)
Timing set (belt and tension pulleys)
Upper timing pulley with bracket
Exhaust manifolds***

5VZ-FE parts (95-98 4Runner/T100/Tacoma):
Intake (Lower, upper and throttle body)
Oil pump
Hydraulic timing belt tensioner

The exhaust

With this infor it should be like playing Legos.........I hope everyone else did that as a child.

***If you use the 3VZ-FE exhaust manifolds you will have to have a new exhuat made or modify yours to work. The FE manifold will move the collector to the opposite side of the engine than what your 4Runner/truck is set-up for. -I have solved this problem on my build by making custom headers and mounting a CT26 to them

I wish anyone that goes down this road the best of luck. It has been a long road, but I have blazed the trail and made all of the mistakes for you.

 

Dan will the 5vzfe oil pump bolt up to the 3vze's block and work without issue on an otherwise 100% 3vze block? If so I just found a GREAT way to solve the 3vze's low oil pressure at idle problem! lol

can you do some NA testing for us to see if there is any change?