This tally includes four full-on competition 4WDs in addition to my own cheap and nasty Supra to keep me amused whilst the Woodie slowly progresses. The vans are hugely entertaining from a sleeper perspective, as no one expects a recycled courier hack or Batvan to have best part of kW on tap. A lot of the conversions seem to suffer traction issues for some strange reason.

The conversions have been a mix of manually shifted autos, full autos and 5-speed manuals. So, in the past 2 years I have gone from knowing zip about the V8s other than knowing I want one to quite a bit about the realities of fitting one.

Also all our vehicles are right hand drive. Finally NZ has a fairly plentiful and cheap access to used Japanese parts, hence costs for other countries may be significantly higher.

They have sintered and forged connecting rods plus a forged steel crank, which probably explains why some people have apparently been getting away with revving them to rpm on stock internals for a brief time at least!

These are far and away the most common available for conversions; most engines I have seen are or older. Usual story, age the engine by the writing on the plug leads. The US spec engines made horsepower rpm and lbs ft of torque at rpm see graph below. Note how torque is above lb ft from as little as rpm…. There is a facelift version that came out around that utilises a hot wire as opposed to Kaman Vortex Air Flow meter and makes around horse from memory.

These look similar to the early engines, except that they has a large plastic cover that fits over the top of the engine and the AFM is plastic bodied. These are also running sequential injection, as opposed to pairs. This model was only produced for a couple of years I believe, before having the bore enlarged to get 4. The 4 litre variant is still called a 1UZFE, but it is markedly different from the earlier engines. It has variable length inlet runners and the throttle body mounts on the front of the plenum chamber.

Also the front engine covers over the cam gears are alloy. They look spectacular polished, but a lot of tedious smoothing is required of the castings first. It is apparently a torque-meister. It is more recent and not at all common used. I have never actually seen one. This engine is also fitted to the Tundra pickup in the US. Makes about horsepower I think — maybe a little more. Came out around I think. I have seen one so far as a used import motor, and prices are still very high. Externally it is largely identical to the 4-litre VVT-I.

I have some concerns over how well they would run on stock EFI without the auto to talk to, but more so over whether they need the original key and interface module due to the security coding. The only one I have seen transplanted so far is running an aftermarket ECU. Has a 5 speed Auto.All content in this site is copy right by Lextreme. However, links will be highly encouraged. If you feel our articles worth while, please feel free to donate to support our site. Thank you. Your email address will not be published.

Save my name, email, and website in this browser for the next time I comment. LS Piston 3UZ vs. LS Block 3UZ vs. Do you have any questions?

If so, please head over to the forums to get a quick answer or share your experience! This is a freelance site with no support by huge companies. I have taken extra steps to demonstrate in details how things are done. Currently I am one of the few people doing Lexus V8 research and performance enhancement.

This effort comes from my personal love for this wonderful engine. Most of the modifications are from trial and error. There's no cookbook for 1UZFE mods and its unknown territory for much of supercharger performance.

If you feel my efforts help you in any form, please do not hesitate to donate any amount of money to support this site. You have no idea how much I and the entire Lexus and Toyota community appreciate it! Leave a Reply Cancel reply Your email address will not be published. Exhaust Modification with Greddy Mufflers. GS Block Vs.It was a 4. In turn, the 1UZ engine replaced the outdated Toyota's V family engines, which were used from the s through the s.

The 1UZ-FE engine has aluminum cylinder block with thin cast-iron cylinder liners. The engine block has a degree angle between the cylinder banks. The cylinder banks are displaced relative to each other by 21 mm. The engine has six main bearing and a forged steel crankshaft with eight balance weights.

For reduction of rotation masses the engine was equipped with lightweight and robust forged steel connecting rods, aluminum pistons, and connecting rod pins that were induction-hardened.

1UZFE: Everything You Want to Know | Specs and More

In latethe 1UZ-FE received an even lighter crankshaft and lighter connecting rods, shorter and thinner piston pins, and modified pistons. The engine is well known for quiet and smooth operation. The great merit in this is the applying of liquid-filled compound engine mounts. In the engine got upgrades, and one of those was the increased rigidity of the cylinder block which is good for quieter operation.

The design of the 1UZ engine is more common for a racing engine than an ordinary engine for a road vehicle. There are more expensive eight counterweight crankshaft, lightweight components, and almost square dimensions of bore and stroke. But the most recognizable feature is the DOHC valve aluminum cylinder heads. Back in a day, an ordinary V8 engine has a single camshaft in a cylinder block, and OHV heads with two valves per cylinder.

The 1UZ-FE has two camshafts intake and exhaust and four valves per cylinder in each cylinder head.

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The intake camshafts only are driven by a timing belt, and the exhaust camshafts are driven by gears on the intake camshaft. The engine heads don't have hydraulic lifters. There are solid aluminum alloy valve lifters and steel outer shim type valve adjusters on top of them.

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The valve stem diameter is 6. Intake valve diameter - However in latethe diameter of valves was increased intake valve - The original 1UZ-FE had the simple ignition system which includes two distributors and two ignition coils. The Non-VVT-i engine had mechanical throttle body and its aluminum intake manifold. The recirculation gases were cooled by coolant at the back of the engine. The EGR was removed in The exhaust system consisted of stainless steel headers and monolithic type three-way catalytic converters.

As was mentioned before was the time of significant changes. This system allowed managing of the idle speed, cruise control, and Vehicle Skid Control system. The engine came with the new intake manifold. It had long ports and was designed to increase torque at low to mid engine rpm. This system uses a bulkhead to divide the length range into two stages.Toyota designed this new 4. Just the LS family, the UZ family has been heavily modified and is known very well among the tuner community.

The cylinder heads are also made of aluminum. Like I mentioned before, it is a dual overhead camshaft engine, with 32 valves 4 valves per cylinder.

1uz engine

I owned an SC for a while and loved how to engine felt in that car. Engine changes such as VVT-i increased the horsepower. The VVT-i system added 40 horsepower, and 40 lb-ft of torque. Most notably, the VVT-i system brought the peak torque down rpm, making the car much more fun to drive around the street.

How can this engine be tuned to make more horsepower than factory? Well, naturally aspirated builds can reach as high as horsepower, but costs a fortune, and is hard to build.

1uz engine

Turbo kits are available for most cars that came equipped with the 1UZFE, but they need a built bottom end to survive. The 1UZ is undoubtedly the best in the UZ family, but how does it stack up against the competition? Both are dual overhead cam, both have a displacement of less than 4. Both were designed for luxury cars. The VH45DE made a pretty impressive horsepower and lb-ft of torque. This was pretty impressive at the time but not as impressive as the power level of the 1UZ-FE.

Like I mentioned above, the 1UZ made horsepower and lb-ft of torque at its best. The 1UZFE was a technological breakthrough for the automotive industry.

Toyota knocked it out of the park with the 1UZFE. Let me know what you think of the 1UZ in the comments below! It also makes great hp -actually not really — again, fairly middle of the road for the time as well give or take 20hp.

In short, a 1UZFE IS a great motor, if you just leave it as Toyota intended and do basic maintenance while driving it till the car falls apart around it. Other than that, engine swapping and building one for power is little more than an exercise in trying too hard to be different.

I disagree with JZEllis. Obviously not. And that starter in the Valley?!? What the hell Toyota?!? You are just picking words out of thin air. Never have I had to do anything but maintenance on them. And they were smoother and more precise than any American or German V-8 for that matter. Toyota does not make sh t. Now does that mean everyone should run out and buy a 1UZFE to tune? Unless you have access to all custom parts and a good aftermarket computer you will not be seeing any of the performance gains you are talking about.

It is what it is. If you want to spend 3,4,5 times what a GM LSX, or Ford Modular, or even a Honda 4 cylinder guy spends to get the same or less performance, then knock yerself out.

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Funny, just had this debate the other day at the shop, and have the facts readily available to back them up. You forgot to mention that none of those donors, or any vehicle that came with a UZ from the factory, came with a manual transmission. There are adapter plate kits out there for several hundred dollars fortunately.The Cylinder head gasket was changed from the previous carbon graphite to a steel laminate type to improve the reliability and to reduce the deformation of the cylinder bore.

This in tern reduced the consumption of engine oil, it improved the fuel economy and reduced emissions. Along with the improved engine performance, the piston skirt was changed in shape and a resin coating was applied to reduce friction loss. The piston Head portion adopted a taper squish shape to improve fuel combustion efficiency.

In conjuction with the adoption of the VVT-i system. The camshaft scissor gear has been relocated from the center to the front of the camshaft, an oil passage is provided in the intake camshaft to supply engine oil to the VVT-i system.

THe intake camshaft now has a timing rotor to trigger the VVT sensor. The face diameter of the intake and exhaust valves was increased to improve intake and exhaust efficiency. The Valve stems have been reduced in diameter to reduce the intake and exhaust resistance and to reduce weight.

Due to the increase in the amount of valve lift, the valve lifter was changed to in inner shim type, this also meant that the lifter was changed from aluminium to steel. The valve lifter has been made thinner and lighter, it now provides crowning on its side sliding portion to reduce noise and friction.

The cross sectional shape of the valve spring was changed from egg shape to a round shape with a smaller diameter for weight reduction. The timing belt cover No. The adoption of the ETCS-i has realized excellent throttle control.

Thus, the IAC valve and the sub-throttle valve have been discontinued.


A heat-barrier gasket has been adopted for use between the cylinder head and the intake manifold. The VVT tube drives the exhaust camshaft via the scissors gear that is installed on the back. In contrast, the ETCS-i uses the ECM to calculate the optimal throttle valve opening that is appropriate for the respective driving condition and uses a throttle control motor to control the opening.

Even when the system is shut off, the accelerator pedal can be used to operate the vehicle in the limp mode. Accelerator Pedal Position Sensor The accelerator pedal position sensor, which is mounted on the throttle body, is integrated with the throttle lever, which is connected to the cable that extends from the accelerator pedal. The accelerator pedal position sensor converts the amount of accelerator pedal effort into two types of electrical signals with distinct output characteristics.

The signals are then input into the ECM. Throttle Position Sensor The throttle position sensor converts the throttle valve opening into an electrical signal and inputs into the ECM. The output characteristics are the same as those of the accelerator position pedal sensor. Throttle Control Motor A DC motor with excellent response and minimal power consumption is used for the throttle control motor. The ECM performs the duty ratio control of the direction and the amperage of the current that flows to the throttle control motor in order to regulate the opening of the throttle valve.

Magnetic Clutch Ordinarily, the magnetic clutch engages the clutch to enable the throttle control motor to open and close the throttle valve. In case that a malfunction occurs in the system, this clutch is disengaged to prevent the throttle control motor to open and close the throttle valve.

Non-linear Control b. Idle Speed Control c. Shift Shock Reduction Control d. VSC Coordination Control f. Cruise Control a. This is accomplished by turning ON the SNOW switch, which, in response to the amount of the accelerator pedal effort that is applied, reduces the engine output from that of the normal driving level.

Shift Shock Reduction Control The throttle control is synchronized to the ECT Electronically Controlled Transmission control during the shifting of the transmission in order to reduce the shift shock. Idle Speed Control Previously, a step motor type IAC valve was used to perform idle speed control such as fast idle during cold operating conditions and idle-up.

In conjunction with the adoption of the ETCS-i, idle speed control is now performed by the throttle control motor, which controls the throttle valve opening.The Toyota UZ engine family is a Gasoline [1] fueled valve quad-camshaft V8 piston engine series used in Toyota's luxury offerings and sport utility vehicles.

The 4. The engine is oversquare by design, with a bore and stroke size of 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 by David Currier in an interview with v-eight.

It was planned to be used on GT vehicles, however its subsequent use in the Daytona Prototype use had not been planned. In its standard, original trim with The engine was slightly revised in with lighter connecting rods and pistons and an increased compression ratio to InToyota's VVT-i variable valve timing technology was introduced along with a further compression ratio increase to The 2UZ-FE was a 4.

Unlike its other UZ counterparts, this version uses a cast iron block to increase durability, as it was designed for low-revving, high-torque pickup and SUV applications.

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Applications calendar years : [7]. The 3UZ-FEis a 4. It has an aluminum engine block and aluminum DOHC cylinder heads. Inthe engine was linked to a six-speed automatic in applications with improved fuel efficiency.

Applications calendar years : [2]. Ina marine derivative of the UZ powerplant was produced for boating applications. From Wikipedia, the free encyclopedia. Retrieved The 10 best engines of ". Ward's Auto World.

Archived from the original on Ward's Auto. Japan: Toyota. Retrieved — via Flight Global. The New York Times.Have since changed to twin 3" exhaust, Front mount intercooler with custom over the radiator end tank and custom forward facing intake manifold and with psi got it up to rwhp. Even with more timing I can't see it jumping over rwhp.

AFR's are I guess I'm just a little stumped Attachments may only be downloaded by paid Gold members. Read more about becoming a Gold member here. In stock form the 1UZFE heads and cams are a big restriction and my own experience with these is that they don't tend to produce the sort of results you might be expecting once you add boost.

Of course the results you are going to see will still be dependent on the turbocharger sizing too. As TTM suggests it would be nice to know what size turbos you're running and what the turbine inlet pressure. UZFEs can be made to produce good output but there is a bit of work involved.

1UZ Sounds & Acceleration

I suggest you take a look at Lextreme. Did a compression test and all cylinders were around psi, all plugs looked good Checked Cam timing and was lined up Base timing was a touch off but nothing to cause too much power loss.

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So was rwhp on 15psi and went to rwhp on 19psi so about 11rwhp per psi Does that seem about right? Its a Auto and on the dyno it flashes up to rpm so my runs are pretty much only rpm. I would imagine the stock Cam would be designed to have power between rpm so is it possible just a completely unmatched setup The owner keeps going on how his mates car with a similar setup makes near on hp tho.

1uz engine

He says his mate has pretty much the same combo except no intercooler with E85 on 30psi and makes rwhp, If the power continued to raise 11hp per psi that would still only put us at rwhp I believe this is non-lockup transmissions. Superflow actually tested this and found it to be true. You should get it on the dyno and try throwing a degree or two more advance and see what it picks up.

You never know, there may be a lot. I would be wary of trying any comparison with an engine running on E85 - It's usually night and day. I'm actually a little surprised you can get 19 deg into the engine on pump gas with 19 psi boost. Put this into perspective and 30 psi with a fuel that allows the ignition to be tuned to MBT would see a massive increase in power. If the converter is somewhere in the rpm stall vicinity I'd say that's way too loose for that setup.

With a relatively small turbo package on that engine you should be able to get away with a pretty tight converter. Don't have an account?

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