3.

Technical Description

38

ENGINE 3VZFE ENGINE

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.

ENGINE 3VZFE ENGINE

39

ENGINE SPECIFICATIONS AND PERFORMANCE CURVE

Engine
g
Item
No. of Cyls. & Arrangement
Valve Mechanism
Combustion Chamber
Manifold
cm3 (cu.

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)

87.5 x 82.0 (3.44 x 3.23)

87.5 x 69.5 (3.44 x 2.74)

9.6 : 1

9.0 : 1

Max. Output

[SAENET]

138 kW @ 5200 rpm

(185 HP @ 5200 rpm)

116 kW @ 5600 rpm

(156 HP @ 5600 rpm)

Max. Torque

[SAENET]

264 N.m @ 4400 rpm

(195 ft.lbf @ 4400 rpm)

217 N.m @ 4400

(160 ft.lbf @ 4400)

Open

8 BTDC

Close

42 ABDC

38 ABDC

Open

46 BBDC

38 BBDC

Close

4 ATDC

96

API SG, ECII

API SG

Intake
Valve Timing
Exhaust
Fuel Octane Number
Oil Grade

RON

ENGINE 3VZFE ENGINE

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

increase the power output.

Upright, smalldiameter type intake ports are used in the cylinder head to increase the intake efficiency.
The crankshaft has 9 semibalance counterweights.

 An electronically controlled hydraulic cooling fan system is used to improve

cooling performance and reduce cooling fan noise.

 The shape of the intake air chamber and intake manifold is modified to inIntake and Exhaust System

Fuel System

crease the intake efficiency.

ACIS (Acoustic Control Induction System) is used to deliver high power output in all engine speed ranges.

 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.

 A knock sensor is installed for each bank to improve knocking detection.

 A test mode function is added to the diagnostic system.

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.

ENGINE 3VZFE ENGINE

41

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.

 A large, aluminum stiffener is added to increase rigidity of the power train.

3. Piston
The semifloating type piston pin is replaced by the fullfloating type to match the higher power output from the
increased piston displacement.

ENGINE 3VZFE ENGINE

42

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

Free Cutting Steel

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.

 A float type oil level sensor is employed.

ENGINE 3VZFE ENGINE

43

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).

ENGINE 3VZFE ENGINE

44

INTAKE AND EXHAUST SYSTEM

1. Air Cleaner
 The air cleaner capacity is increased (from 4.5 to 8.0 liters) for quieter performance.
 A resonator is installed on the cool air duct and the air hose connected to the ISC valve. The resonator on the air
hose for the ISC valve gives the air hose a dual construction and the outer portion is used as a side branch to reduce
noise.

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.

2. ISC (Idle Speed Control) Valve

The ISC valves used are the step motor type as used in the 2VZFE engine. They are used not only in the passage
to the intake air chamber, but also in the passage to the airassist system (see page 46). Air is distributed to the injectors
of each cylinder from this passage to promote atomization of the fuel.

ENGINE 3VZFE ENGINE

45

3. Intake Air Chamber

 The shape of the intake air chamber is modified to improve the intake efficiency.
 The intake air chamber consists of upper and lower sections and contains an intake control valve. This valve is
activated by ACIS (Acoustic Control Induction System) and is used to alter the intake pipe length to improve the
engine performance in all speed ranges. See page 56 for detailed information about ACIS.

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.

ENGINE 3VZFE ENGINE

46

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.

 Air introduced from the ISC valve, air pipe and

air gallery flows through the air chamber
formed by the oring and insulator under the
fuel injector and then is mixed with the fuel.
This design promotes atomization of the fuel.

ENGINE 3VZFE ENGINE

47

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.

ENGINE 3VZFE ENGINE

48

ENGINE CONTROL SYSTEM

1. General
The engine control system of the 3VZFE engine has the same basic construction and operation as for the 2VZFE
engine. However the sequential multipoint fuel injection system and ACIS (Acoustic Control Induction System),
etc., are used to adapt the engine control system to the 3VZFE engine.
Comparison of the engine control system between the 3VZFE engine and 2VZFE engine is as follows:
System
EFI (Electronic Fuel
Injection)

Outline

3VZFE

2VZFE

 An Ltype EFI system is used, which directly detects

the intake air volume with a vane type air flow meter.

 The fuel injection system is a sequential multi point

 It retards ignition timing to suppress knocking

 A step motor type ISC system is used which controls

and

 For hot engine starting, the fuel pressure is increased

fuel injection system.

Page 54

 The fuel injection system has 3groups injecting to

two cylinders each.

 When the coolant temperature is below 60C (140F)

Cold Start Injector Control

ESA (Electronic Spark

Advance)

Page 55
ISC (Idle Speed Control)
ACIS (Acoustic Control
Induction System)

Page 56
Air Conditioner CutOff
Control
OD Gear Shift LockoutControl* 1
Fuel Pressure Control
Oxygen Sensor Heater
Control* 2
Diagnosis

Page 58
FailSafe

Page 59

the injection duration of the cold start injector is

controlled by the ECU. At 22C (71.6F) or lower, it
is controlled by the start injector time switch.

 Ignition timing is determined by the ECU based on

signals from various sensors.

the fast idle and idle speeds.

 The intake air passages are switched according to the

engine speed and throttle valve angle to increase
performance in all speed ranges.

 By controlling the air conditioner compressor in

accordance with the throttle valve opening angle and
the vehicle speed, drivability is maintained.

 Prohibits OD gear shift in accordance with engine

condition to maintain good
acceleration performance.

drivability

to improve restartability.

 Maintains the temperature of the oxygen sensor at an

appropriate level to increase accuracy of detection of
the oxygen concentration in the exhaust gas.

 When the ECU detects a malfunction, the ECU

diagnoses and memorizes the failed section.

 A test mode function has been added.

 When the ECU detects a malfunction, the ECU stops
or controls the engine according to the data already
stored in memory.

*1 Applicable only to automatic transaxle models.

*2 Applicable only to California specification vehicles.

ENGINE 3VZFE ENGINE

2. Construction
Items highlighted by

are modified (from the 2VZFE engine) or added to the 3VZFE engine.

For Manual Transaxle Models

* Applicable only to California specification vehicles.

49

50

ENGINE 3VZFE ENGINE

For Automatic Transaxle Models

* Applicable only to California specification vehicles.

ENGINE 3VZFE ENGINE

3. Summary of Engine Control System

The table below summarizes the engine control system for the 3VZFE engine. Items highlighted by
are changes in control items and sensors.

* Applicable only to California specification vehicles.

51

52

ENGINE 3VZFE ENGINE

4. Engine Control System Diagram

* Applicable only to California specification vehicles.

ENGINE 3VZFE ENGINE

5. Arrangement of Engine Control System Components

53

ENGINE 3VZFE ENGINE

54

6. Modification of Main Components

The main components construction and operation of the 3VZFE engine remain basically the same as the 2VZFE
engine. However, the specification changes shown below have been made.
Engine

3VZ FE
3VZFE

2VZ FE
2VZFE

Main

without Heater, 1 (for Left Bank)

without Heater, 1 (for Right Bank)

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

* Applicable only to California specification vehicles.

7. EFI (Electronic Fuel Injection)

1) Fuel Injection Pattern and Fuel Injection Timing
In the sequential multi point fuel injection system, the airfuel mixture is introduced into each cylinder every
time the engine completes two revolutions. In addition, the injection timing is regulated optimally according to
the engine load condition.

2) Fuel Injection Duration Control

AirFuel Ratio Feedback Correction
An oxygen sensor (main sensor) is installed in both the left and right banks of the 3VZFE engine to implement
airfuel ratio feedback correction separately for each bank.

ENGINE 3VZFE ENGINE

55

8. ESA (Electronic Spark Advance)

General
Part of the operationsharing between the ECU and the igniter in the ESA system has been modified.
Requirements for Ignition
A: Determination of ignition timing
B: Output of ignition timing signal (IGT)
C: Calculation of primary current
(ignition coil) energizing start timing
D: Interruption of primary current

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

3) Ignition Timing Signal (IGT Signal)

When the ignition timing is set at 10 BTDC (initial ignition timing) while the IDL signal is on and terminals
TE1 and E1 are connected, the Off point of the next NE signal after the G2 (or G1) signal becomes 5 BTDC for
the No. 1 (or No. 4) cylinder.
Based on this point, the ECU supplies the IGT signal to the igniter according to the ignition timing and energizing
time as calculated in 1) and 2) above.

ENGINE 3VZFE ENGINE

56

9. ACIS (Acoustic Control Induction System

General
The ACIS (Acoustic Control Induction System) is
realized by using a bulkhead to divide the intake
pipe into two stages, with a valve in the bulkhead
being opened and closed to vary the effective
length of the intake pipe in accordance with the
engine speed and throttle valve opening angle.
This increases the power output in all ranges from
low to high speed.

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.

ENGINE 3VZFE ENGINE

57

System Diagram

Function of Components
Component
Sensor

Function

Distributor

Detects the engine speed.

Throttle Position Sensor

Detects the throttle valve opening angle.

VSV (Vacuum Switching Valve)

Opens and closes the vacuum passage to the actuator.

Intake Control Valve

Opens and closes the valve via the actuator.

ECU

Sends activating current to VSV according to signals from each

sensor.

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.

ENGINE 3VZFE ENGINE

58

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

No NE or G1 and G2 signal to ECU within 2

sec. after cranking.

Malfunction
Stored in
Memory

Yes

Open in G() circuit.

13

No NE signal to ECU for 0.1 sec. or more at

1000 rpm or more.

No 12 pulses of NE to ECU during the interval

between G1 and G2 pulses.

RPM Signal

Yes

14

Ignition Signal

No IGF signal to ECU for 6 consecutive IGT

signal.

Yes

16

ECT Control Signal

Fault in communications between the engine CPU

and ECT CPU in the ECU.

No

Yes

21

Main Oxygen
Sensor Signal
(on left bank)

Main oxygen sensor signal voltage is reduced to

between 0.35 V and 0.70 V for 60 sec. under conditions (a) (d).
(a) Coolant temp.: 70C (158F) and
90C (194F)
(b) Engine speed: 1500 rpm or more
(c) Load driving (EX.ECT in 4th speed, A/C ON
Flat road, 80 km/h (50 mph)).
(d) Main oxygen sensor signal voltage:
Alternating above and below 0.45 V

22

Water Temp.
Sensor Signal

Open or short in water temp. sensor circuit for 0.5

sec. or more.

Yes

24

Intake Air Temp.

Sensor Signal

Open or short in intake air temp. sensor circuit for

0.5 sec. or more.

Yes

*2

 Main oxygen sensor voltage is 0.45 V or less

25

AirFuel Ratio Lean

Malfunction


26*2

AirFuel Ratio Rich

Malfunction

(lean) for 90 sec. under conditions (a) and (b).

(a) Coolant temp. 50C (122F) or more
(b) Engine speed: 1500 rpm or more
*2 Difference of airfuel ratio feedback compensation
i value
l bbetween right
i h and
d lleft
f bbanks
k iis
more than 15 percentage for 10 sec. or more under
conditions (a) and (b).
(a) Engine speed: Idling
(b) Coolant temp.: Between 70C (158F)
and 95C (203F)

Yes

ENGINE 3VZFE ENGINE

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

(1) Open or short in heater circuit of sub

oxygen sensor for 0.5 sec. or more.

(2) Main oxygen sensor signal is 0.45V or more

and suboxygen sensor signal is 0.45V or less
under conditions (a) (c).
(a) Coolant temp.: 80C (176F) or more.
(b) Engine speed: 1500 rpm or more
(c) Accel. pedal: Fully depressed for 2 sec.
or more.

Same as code No. 21.

Yes

Yes

Yes

31

Air Flow Meter Signal

All conditions below are detected continuously

for 0.5sec. or more.
(a) Idle switch : ON (IDL)
(b) Voltage of terminal Vs : 0.1V or less
(c) Engine speed : 1500 rpm or less

32

Air Flow Meter Signal

Vs exceeds 4.9V for 0.5sec. or more.

Yes

41

Throttle Position
Sensor Signal

Open or short in throttle position sensor circuit

(VTA) for 0.5sec. or more.

Yes

*2

All conditions below are detected continuously

for 8 sec. or more
(a) Vehicle speed signal: 0km/h (mph)
(b) Engine speed: 3000 rpm or more
(c) Neutral start switch (NSW): OFF

Vehicle Speed
Sensor Signal
(for ECT)
42

All conditions below are detected continuously

for 8sec. or more.
(a) Vehicle speed signal: 0km/h (mph)
(b) Engine speed: Between 3000 rpm and
4500 rpm
(c) Coolant temp.: 80C (176F) or more
(d) Load driving

Yes

Vehicle Speed
Sensor Signal
(for M/T)

43

Starter Signal

No starter signal to ECU.

No

52

Knock Sensor Signal

(on left bank)

No.2 knock sensor signal to ECU for 2 crank

revolutions with engine speed between
1600 rpm and 5200 rpm.

Yes

53

Knock Control Signal

Engine control computer (for knock control)

malfunction at engine speed between 650 rpm
and 5200 rpm.

No

55

Knock Sensor Signal

(on right bank)

No.1 knock sensor signal to ECU for 2 crank

revolutions with engine speed between
1600 rpm and 5200 rpm.

Yes

ENGINE 3VZFE ENGINE

60

Code
No.

71*2

51

Item

EGR System
Malfunction

Switch
Condition
Signal

Diagnostic* 1
Mode
Normal
Mode

Diagnosis

Malfunction
Stored in
Memory

EGR gas temp. is 70C (158F) or below for 14

min. under conditions (a) and (b).
(a) Coolant temp.: 60C (140F) or more
(b) EGR operation possible (EX.ECT in D
range, A/C ON, 96km/h (60mph), Flat
road).

Yes

(1) 3 sec. or more after engine starts, idle

switch OFF (IDL).
(2) Neutral start switch OFF (NSW).
(Shift position in R, D, 2, or L
ranges)
(3) A/C switch ON.

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.