Toyota 5VZ-FE 3.4L Engine
Here in this post, I have gathered information about the Toyota 5VZ-FE 3.4L Engine from its official website, including its specifications, Problems, and Reliability.
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This article, which has been updated, has all the information you require about the Toyota 5VZ-FE 3.4L Engine.
In 1995, the 3.4-litre V6 5VZ-FE engine hit the market. This motor is a Toyota exclusive, designed for their SUVs and off-road vehicles. The 3VZ-FE engine served as the basis for the 5VZ-FE.
The 3.4-litre engine uses the 3VZ-cast-iron FE’s cylinder block, although with a larger bore size to increase displacement from 3.0 to 3.4 litres.
The engine is in the shape of a V, and its cylinders are tilted at an angle of 60 degrees.
A compression ratio of 9.6:1 was only possible with the installation of new pistons due to the engine’s increased bore size.
Cylinder heads made of aluminium with double overhead camshafts (DOHC) and four valves per cylinder were mounted on top of the cylinder blocks. Essentially, they’re 3VZ-FE heads with a few tweaks here and there.
Each engine has unique camshaft specifications.
Compared to the 3VZ, which provides less peak torque but has a pleasant flattish curve throughout most of the range, the 5VZ-FE camshafts were optimized for higher torque at low rpm.
The timing belt is responsible for powering the camshafts.
Engine Specifications |
|
| Engine code | 5VZ-FE |
| Layout | Four-stroke, V6 |
| Fuel type | Gasoline (petrol) |
| Production | 1995-2004 |
| Displacement | 3.4 L, 3,378 cm2 (206.14 cu in) |
| Fuel system | Sequential multi-point fuel injection (MPFI) |
| Power adder | None |
| Power output | 193 PS (142 kW; 190 HP) at 4,800 rpm |
| Torque output | 298 N·m (30.4 kg·m, 219.6 ft·lb) at 3,600 rpm |
| Firing order | 1-2-3-4-5-6 |
| Dimensions (L x W x H): | – |
| Weight | – |
Cylinder head |
|
| Blockhead alloy | Aluminium |
| Valve Arrangement: | DOHC, belt drive |
| Cylinder head height: | – |
| Valves: | 24 (4 valves per cylinder) |
| Intake valve timing: | 226° |
| Exhaust valve timing: | 230° |
| Valve head diameter: | – |
| – | |
| Valve length: | 95.15 mm (3.7461 in) |
| 94.90 mm (3.7362 in) | |
| Valve stem diameter: | 5.970-5.985 mm (0.235-0.2356 in) |
| 5.965-5.980 mm (0.2348-0.2354 in) | |
| Valve spring free length: | 44.78 mm (1.763 in) |
| 44.78 mm (1.763 in) | |
| Camshaft lobe height: | 42.31-42.41 mm (1.6657-1.6697 in) |
| 41.96-42.06 mm (1.652-1.6559 in) | |
| Camshaft journal diameter: | 26.949-26.965 mm (1.061-1.0616 in) |
Cylinder block |
||
| Cylinder block alloy | Cast-iron | |
| Compression ratio: | 9.6:1 | |
| Cylinder bore: | 93.5 mm (3.68 in) | |
| Piston stroke: | 82.0 mm (3.23 in) | |
| A number of piston rings (compression/oil): | 2 / 1 | |
| A number of main bearings: | 4 | |
| Cylinder inner diameter (standard): | 93.500-93.510 mm (3.6811-3.6815 in) | |
| Piston skirt diameter (standard): | 93.356-93.376 mm (3.6754-3.6762 in) | |
| Piston pin outer diameter: | 21.997-22.009 mm (0.866-0.8665 in) | |
| Connecting rod bushing inner diameter: | 22.005-22.017 mm (0.8663-0.8668 in) | |
| Piston ring side clearance: | Top | 0.040-0.080 mm (0.0016-0.0031 in) |
| Second | 0.030-0.070 mm (0.0012-0.0028 in) | |
| Piston ring end gap: | Top | 0.300-0.500 mm (0.0118-0.0197 in) |
| Second | 0.400-0.600 mm (0.0157-0.0236 in) | |
| Oil | 0.150-0.550 mm (0.0059-0.0217 in) | |
| Crankshaft main journal diameter: | 63.985-64.000 mm (2.5191-2.5197 in) | |
| Crankpin diameter: | 54.987-55.000 mm (2.1648-2.1654 in) | |
Valve clearance (Cold) |
|
| Intake valve | 0.13-0.23 mm (0.0051-0.0091 in) |
| Exhaust valve | 0.27-0.37 mm (0.0106-0.0146 in) |
Compression pressure |
|
| Standard | 12.2 kg/m2 (177 psi) / 300 rpm |
| Minimun | 10.2 kg/m2 (148 psi) / 300 rpm |
| Compression differential limit between cylinders | 1.0 kg/m2 (15 psi) / 300 rpm |
Oil system |
|
| Oil consumption , L/1000 km | up to 1.0 |
| Recommended engine oil | SAE 5W-30 |
| Oil type API | SH |
| Engine oil capacity (Refill capacity) | Without filter change 5.2-5.4 liters (5.5-5.7 US qts, 4.6-4.8 Imp, qts) With filter change 5.4-5.7 liters (5.7-6.0 US qts, 4.8-5.0 Imp. qts) |
| Oil change interval, km (miles) | 10,000 (6,000) |
| Oil Pressure | Idle speed: More than 29 kPa (0.3 kg/cm2, 4.3 psi) 3,000 rpm: 245-520 kPa (2.5-5.3 kg/cm2, 36 – 75 psi) |
Ignition system |
|
| Spark plug | NGK: BKR5EKB–11 DENSO: K16TR11 |
| Spark plug gap | 1.1 mm (0.0433 in) |
| Spark plug tightening torque | 18 Nm (1.8 kg⋅m, 13 ft⋅lb) |
Toyota 5VZ-FE 3.4L Engine Problems
Timing Belt Failure on 5VZ-FE 3.4L Engine
While many modern engines use timing chains, timing belts were the norm when the 5VZ-FE was first introduced.
In reality, it’s just a routine part of upkeep, so perhaps it shouldn’t even be considered a glitch. However, the timing belt on a 3.4-litre V6 engine should be replaced every 90,000 miles.
Most belts will last longer, but checking for cracks at 90,000 miles is a reasonable rule of thumb.
- Ticking sounds
- Check engine light
Oil Leaks on Toyota 5VZ-FE Models
The 5VZ-FE engine’s oil leaks have nothing to do with any kind of fault or design concern.
However, many of the gaskets used in engines are made out of a rubbery material that deteriorates and cracks with time.
Age can be just as damaging to gaskets as high mileage. If you have an older car or engine, you should expect oil leaks.
Most leaks on the Toyota 3.4L seem to originate at the valve cover gaskets. Throughout their service lives, these gaskets will experience a great deal of stress and thermal cycling.
Oil leaks from the 5VZ-FE valve cover gaskets develop gradually over time. Those fissures are spreading, which means the leak is becoming worse.
The oil pan gasket and the main seal on a Toyota 5VZ-FE are two other potential leak points.
Absolutely none of these is things you’d find every day. The engine may develop a few oil leaks if you plan to keep it for a long time.
- Burning oil smell
- Oil loss
Toyota 5VZ-FE 3.4L Engine Reliability
Well, I hope this doesn’t come as a surprise. We’ve tried to make it as clear as possible, even if it’s a little repetitive at times.
Some people think that the 5VZ-FE engine is one of the most reliable engines ever made. The 3.4-litre Toyota engine might not last as long as other engines.
But not many engines can last as long and break down so little.
Ten or fifteen years ago, it would have been almost impossible to write about problems with the Toyota 5VZ-FE engine. But age wears on every engine, and even the most reliable ones don’t last forever.
Gaskets, hoses, wires, and other parts get worn out over time and miles. If you plan to keep the 3.4 V6 for a long time, you’re likely to have at least one or two small problems.
Otherwise, if you take care of the 5VZ-FE well, it will likely be very reliable. Make sure to change the fluids on time, use good oils, and take care of problems as they come up.
If you do all of these things, the Toyota 5VZ-FE could easily last 300,000 to 400,000 miles or more. It’s not hard to find examples of this in engines that lasted that long and had very few problems.
Toyota 5VZ-FE 3.4L Engine Review
It is the Toyota 5VZ-FE 3.4L V6 engine is a sturdy and reliable engine that was utilized in a wide range types of Toyota cars from 1996 until 2004 which included models like Tacoma, 4Runner, T100, Tundra, and Sienna.
It’s a 24-valve DOHC engine that has a cast-iron block, and aluminium heads. It has the equivalent of 190 horsepower and 220 pounds of torque. For a full review, please check this YouTube video Here.
Toyota 5VZ-FE 3.4L Engine FAQ
Is the 5VZ-FE an interference engine?
The 5VZ-FE and the 3VZE is a belt-driven non-interference engine
Is the 5VZ-FE good?
There is widespread agreement that Toyota’s 5VZ-FE engine is one of the most dependable in history.
It’s possible that the Toyota 3.4-litre engine won’t be the longest-lasting engine ever made.
Yet few engines can boast such reliability and longevity.
What does 5VZ-FE stand for?
The T100 and Tacoma pickups first appeared with the 3.4-litre, 5-VZ-FE engine in 1995. It replaces the previous generation 3.0L, the 3VZ-E.
This is the fifth engine of the “VZ” family, as shown by the engine’s identification number. The letter “F” indicates that each cylinder head has two camshafts that operate independently of one another.