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Technical Description
38
ENGINE
3VZFE ENGINE
DESCRIPTION
The 3VZFE engine is a V6, 3.0liter, 24valve DOHC engine based on the reputable 2VZFE engine in the ES250.
The total piston displacement is increased and other changes incorporated to deliver greater power output while enhancing
quietness.
Since the 3VZFE and the 2VZFE engines are basically the same, only major differences are explained below.
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Displacement
Bore x Stroke
in.)
mm (in.)
Compression Ratio
3VZ FE
3VZFE
2VZ FE
2VZFE
6Cylinder, V Type
4Valve DOHC,
Belt & Gear Drive
Pentroof Type
CrossFlow
2959 (180.6)
2508 (153.0)
9.6 : 1
9.0 : 1
Max. Output
[SAENET]
Max. Torque
[SAENET]
Open
8 BTDC
Close
42 ABDC
38 ABDC
Open
46 BBDC
38 BBDC
Close
4 ATDC
96
API SG
Intake
Valve Timing
Exhaust
Fuel Octane Number
Oil Grade
RON
40
MAJOR DIFFERENCES
Major differences between the 3VZFE and previous 2VZFE engines are listed below.
Components
Details
Both the total piston displacement and the compression ratio are increased to
Engine Proper
Cooling System
The shape of the intake air chamber and intake manifold is modified to inIntake and Exhaust System
Fuel System
An airassisted fuel system is used to promote atomizing of the fuel for improved fuel economy.
A sequential multi point fuel injection system improves the engine response.
An oxygen sensor is installed for each bank to independently implement air
Engine Control System
fuel ratio feedback control for the left and right bank.
ENGINE PROPER
1. Cylinder Head
The intake port of the cylinder heads in the 3VZFE engine has been made more upright and straight than in the
2VZFE engine in order to improve torque in the medium to low ranges. The port itself is positioned in an upright
position to improve intake efficiency. These changes help to improve torque in low to medium ranges.
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2. Cylinder Block
The deck height of the cylinder block is increased to 223 mm (8.78 in.), 20 mm (0.79 in.) more than that of the
2VZFE engine.
A knock sensor boss is installed for each bank in the Vbank of the cylinder block to accommodate the two knock
sensors.
3. Piston
The semifloating type piston pin is replaced by the fullfloating type to match the higher power output from the
increased piston displacement.
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4. Crankshaft
Detailed information about the crankshaft of the
3VZFE engine is shown in the table. A number of
changes are made from the 2VZFE engine to
increase rigidity while reducing vibration and
noise.
Engine
g
Item
Material
No. of Main Journals
No. of Counterweights
3VZ FE
3VZFE
2VZ FE
2VZFE
Cast Iron
4
9 SemiBalance
5 Balance
Crankshaft Pin
Diameter
mm (in.)
55 (2.17)
48 (1.89)
Crankshaft Journal
Diameter
mm (in.)
64 (2.52)
3VZ FE
3VZFE
2VZ FE
2VZFE
34mm
(1.34 in.)
33 mm
(1.30 in.)
Intake
7.85 mm
(0.31 in.)
7.2 mm
(0.28 in.)
Exhaust
7.6 mm
(0.30 in.)
6.6 mm
(0.26 in.)
VALVE MECHANISM
1. Intake and Exhaust Valves
The valve details are changed, as shown in the table,
to match the increased piston displacement.
Engine
g
Item
Intake Valve Diameter
Valve Lift
LUBRICATION SYSTEM
The oil pan size is increased and a baffle plate
is added to the crankshaft bearing cap. This
reduces friction loss.
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COOLING SYSTEM
1. Electronically Controlled Hydraulic Cooling Fan System
General
In this system, the cooling fan ECU controls the hydraulic pressure acting on the hydraulic motor, thus controlling
the speed of the cooling fan steplessly in response to the condition of the engine and air conditioner.
In this way, the fan noise and engine load are reduced compared to the previous models
This system has the same basic construction and operation as in the 1UZFE engine in the SC400. For details, see
the New Car Features for the SC400 (Pub. No. NCF073U), page 50.
Hydraulic Pump
The hydraulic pump is integrally attached to the
same shaft to which the power steering pump is
attached (as shown). The two pumps are identical in
construction (vane pump type).
44
REFERENCE
Side Branch
A side branch is a closed pipe located in the middle of an acoustic tube. It is designed to alter the frequency
characteristics of the sound generated in the acoustic tube.
45
4. Exhaust Manifold
The shape of the exhaust manifold is modified so that the length of the left and right exhaust manifolds from the
engine to the exhaust pipe connection are the same. This design helps to prevent interference of the exhaust gas.
A metallic gasket is used with the exhaust manifold for greater resistance against heat.
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FUEL SYSTEM
1. Air Assist System
This system is designed to regulate air intake to the upperstream (atmospheric side) of the throttle valve using the
ISC (Idle Speed Control) valve, and direct it to the nozzle of the fuel injector inside the intake manifold (negative
pressure side). This promotes atomization of the fuel while reducing emissions and improving fuel economy and idle
stability.
2. Fuel Injector
An adaptor for the airassist system is added to
the 2hole type fuel injector used in the 2VZFE
engine.
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ENGINE MOUNTING
The engine is mounted on the front subframe at three points (front, rear, and left side).
A torque rod is provided on the right side of the engine compartment to regulate rolling of the engine. An absorber
is fitted to the front of the frame to suppress engine vibration.
The engine is mounted at the front using a liquidfilled compound mount. This mount is basically the same as
that in the 2VZFE engine in terms of construction and operation
The rear mount is integrated with the center bearing bracket of the drive shaft to reduce the number of parts and
increase the rigidity of the bracket.
48
Outline
3VZFE
2VZFE
and
drivability
to improve restartability.
2. Construction
Items highlighted by
are modified (from the 2VZFE engine) or added to the 3VZFE engine.
49
50
51
52
53
54
3VZ FE
3VZFE
2VZ FE
2VZFE
Main
with Heater, 1
Sub*
with Heater, 1
without Heater, 1
BuiltIn Piezoelectric
Element Type, 2
(for Left and Right Banks)
BuiltIn Piezoelectric
Element Type, 1
(between Left and Right Banks)
Component
Oxygen Sensor
Knock Sensor
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Engine
g
Part
ECU
3VZ FE
3VZFE
2VZ FE
2VZFE
A, B and C
A and B
Igniter
(C)* and D
C and D
*Correction of C
Principle of Operation
1) Determination of Ignition Timing
As in the 2VZFE engine, the ECU calculates the basic ignition advance angle based on the engine speed and
intake air volume. Additionally, it is adjusted according to the coolant temperature and other factors to determine
the ignition timing.
2) Calculation of the Primary Current Energizing Time
The ECU calculates the energizing time according to the following formula:
Energizing Time = Battery Voltage Correction for Engine Speed
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GRAPHIC
Air inside the engines intake pipe does not flow at a constant speed, but pulsates. Pulsation consists of high
pressure and low pressure portions. If the pressure in the upperstream of the valve is high immediately before
the intake valve is closed, a larger amount of air is drawn in to increase the engine torque. This is called the
dynamic effect of the intake air.
The ACIS is designed to maximize this effect by changing the intake air pipe length in two stages according to the
frequency of pulsation, which varies in accordance with the engine speed.
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System Diagram
Function of Components
Component
Sensor
Function
Distributor
ECU
System Operation
1) When the intake control valve opens (VSV OFF)
The ECU deactivates the VSV to match the
shorter pulsation cycle so that atmospheric air
is led into the diaphragm chamber of the
actuator and opens the control valve. When the
control valve is open, the effective length of the
intake air chamber is shortened and peak intake
efficiency is shifted to the high engine speed
range, thus providing greater output at high
engine speeds.
2) When the intake control valve closes (VSV ON)
The ECU activates the VSV to match the
longer pulsation cycle so that negative pressure
acts on the diaphragm chamber of the actuator.
This closes the control valve, and the intake air
chamber functions as an intake manifold.
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10. Diagnosis
General
The ECU contains a builtin selfdiagnostic system similar to the 1UZFE engine of the LS400.
In the 3VZFE engine, a test mode function is added to the diagnostic system (normal mode) for the purpose of
detecting malfunctions such as poor contact between the connector terminals and momentary wire disconnection,
which are difficult to detect in the normal mode. This new function improves the ability of the selfdiagnostic system
and simplifies troubleshooting.
For details, see the LS400 New Car Features (Pub. No. NCF054U).
Diagnostic Items
Code
No
No.
12
Item
Diagnostic* 1
Mode
Normal
RPM Signal
Diagnosis
Test
Malfunction
Stored in
Memory
Yes
13
RPM Signal
Yes
14
Ignition Signal
Yes
16
No
Yes
21
Main Oxygen
Sensor Signal
(on left bank)
22
Water Temp.
Sensor Signal
Yes
24
Yes
*2
26*2
Yes
Code
No
No.
27*2
28
Item
SubOxygen
Sensor Signal
Main Oxygen
Sensor Signal
(on rear bank)
Diagnostic* 1
Mode
59
Diagnosis
Malfunction
Stored in
Memory
Normal
Test
Yes
Yes
Yes
31
32
Yes
41
Throttle Position
Sensor Signal
Yes
*2
Vehicle Speed
Sensor Signal
(for ECT)
42
Yes
Vehicle Speed
Sensor Signal
(for M/T)
43
Starter Signal
No
52
Yes
53
No
55
Yes
60
Code
No.
71*2
51
Item
EGR System
Malfunction
Switch
Condition
Signal
Diagnostic* 1
Mode
Normal
Mode
Diagnosis
Malfunction
Stored in
Memory
Yes
No
Test
Mode
*1: mark in the diagnosis mode column indicates that the CHECK ENGINE lamp will light up when a diagnosis
is conducted and a malfunction is detected. x mark indicates that the lamp will not light up even if a malfunction
is detected during a diagnosis. mark indicates that diagnosis is not performed for that item.
*2: Only for California specification vehicles.
11. FailSafe
A failsafe function has been added to the signal system for the flow meter in the 2VZFE engine.
When the Air Flow Meter has Malfunctions
If the air flow meter has malfunctions and diagnostic code No. 31 or 32 is detected, the ECU determines injection
duration by means of the throttle position signal (IDL). Also, the ignition timing is fixed at the initial ignition timing,
5 BTDC, regardless of the engine speed.