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MANUAL APPLICATION 2UZ-fe WIRING
What you can Expect:
The 2UZ harnesses are meticulously crafted, with the starter section separate from the main engine harness. The origin vehicle of the harness determines the required modifications and installations. Generally, 2UZ harnesses are durable, necessitating only minor connector replacements. To transform your 2UZ engine harness into a standalone system, the sub-harness (including the starter and knock sensor sections), the primary engine harness, and the ECU are needed.
The conversion process begins with a comprehensive cleaning to remove all dirt, oil, and debris. The harness is then dismantled to extract the transmission wiring, incorporate the airflow meter wiring, and eliminate any unnecessary wiring not required for the engine swap. Following this, the starter harness is modified to connect with the main engine harness, providing control over the starter solenoid and alternator.
The fuse box and ECU-to-body plugs are integrated into the harness, resulting in a unified, single harness once fully wired. This service costs $690 for manual 2UZ wiring modifications. We inspect the harness and replace any needed split tubing, then wrap the entire harness in high-quality fabric tape. A client plug is then installed, comprising the fuel pump power, start signal, and ignition signal—the only wires needed to start the engine. The client plug also provides the rev counter, temperature, oil pressure signals, charge light, engine light, and AC compressor clutch activation.
In addition, the harness you receive will include the accelerator pedal extension and the OBD2 connector, prepared for data transmission and diagnostics or programming purposes. Some 2UZ harnesses come with just the OBD2 port, as they utilize the accelerator position sensor on the throttle body.
All 2UZ ECUs come with immobilizers, except those in Tundras. Removing an immobilizer costs $140. To delete the transmission, a Tundra ECU must be reprogrammed to a Sequoia version, which also necessitates disabling the immobilizer. The ability to reprogram 2UZ ECUs with software designed for their specific application is a notable benefit.
Once the harness is assembled, we test it on one of our engines to ensure it functions correctly and is free of trouble codes. This process reassures our clients that everything is in working order.
We document the test run with a video and create a walkthrough video detailing the harness components and key points to consider. We send this video to our client along with tracking information, photos of the harness, a welcome pack with helpful information, and ECU calibration details, if applicable. Turnaround time may vary based on the current workload in our shop. Clients must fill out a form accompanying their harness, outlining the specifics of the work and their contact details. For further information, please reach out to us via email or our contact page.
An example of what you will receive in video:
2UZ Manual Wiring Go Through and Test Run Video (youtube.com)
2UZ-FE OEM ECU Reliability
All the 2UZ ecu's have no trouble with hardware. These ECU are programmable and are not subject to leaking capacitors or actual natural physical damage. If you feel rough shifting this is not a failure from the hardware. You can simply get your ECU flashed with either an update or a fresh file
Additional Information
The Toyota 2UZ-FE 4.8L Engine: Specifications and Reliability
Toyota's 4.7-liter V8 engine, a prominent member of the UZ family, is designed for use in large trucks and SUVs, hence its substantial displacement, low revolutions, and high torque output. Unlike the 1UZ-FE and 3UZ-FE engines, which feature aluminum cylinder blocks, the 2UZ-FE engine boasts a cast iron block—a more durable and cost-effective material. This choice, however, significantly increases the engine's weight. Aside from the increased bore and stroke, the 2UZ engine block shares the same design and dimensions, including a 90-degree 'V' angle, a 21-mm cylinder bank offset, and a bore pitch of 105.5 mm. The engine is equipped with a steel crankshaft featuring eight counterweights and five main journals, as opposed to the six journals of the 1UZ crankshaft, along with forged and sintered connecting rods, and aluminum alloy pistons whose skirts are tin-plated to reduce friction.
Atop the cylinder bank, aluminum heads are mounted. Each head houses intake and exhaust camshafts, along with four valves per cylinder. The engine employs the same camshaft rotation method: intake camshafts are driven by a timing belt, while exhaust camshafts are gear-driven by the intake camshafts. The valvetrain design of the 2UZ mirrors that of the 1UZ. The intake and exhaust valves are positioned on opposite sides at an angle of 21.55 degrees. The intake valves measure 34.5 mm in diameter, and the exhaust valves are 29.0 mm in diameter, matching the later 1UZ-FE version with VVT-i. The engine features steel solid valve lifters, necessitating periodic valve clearance adjustments.
The initial models of the 2UZ-FE featured a straightforward aluminum intake manifold with an elongated port. This engine incorporated a heat-barrier gasket sandwiched between two metal gaskets, placed between the intake manifold and each cylinder head. Early in its production, the engine was equipped with a standard throttle body, with Toyota's electronically controlled throttle body system (ETCS-i) being introduced in late 2002. Right from its inception, the 2UZ-FE engine utilized sequential multiport fuel injection (SFI). This system employed eight four-hole fuel injectors (one per cylinder), a mass air flow meter, and a pair of air-fuel ratio sensors. The engine also featured Toyota's The Direct Ignition System (DIS) features individual ignition coils for each of the eight cylinders and iridium spark plugs. It also includes two knock sensors and Electronic Spark Advance technology, which regulate and fine-tune the ignition timing to prevent engine knock.
Engine Specifications:
- Manufacturer: Toyota Motor Manufacturing Alabama
- Production Years: 1998-2011
- Cylinder Block Material: Cast Iron
- Cylinder Head Material: Aluminum
- Fuel Type: Gasoline
- Fuel System: Fuel Injection
- Configuration: V
- Number of Cylinders: 8
- Valves per Cylinder: 4
- Valvetrain Layout: DOHC
- Bore: 94.0 mm (3.7 in)
- Stroke: 84.0 mm (3.3 in)
- Displacement: 4,663 cc (284.6 cu in)
- Engine Type: Four-stroke, Naturally Aspirated
- Compression Ratio: 9.6:1, 10.0:1 for VVT-i versions
- Power Output:
- 230-232 hp (170-173 kW) at 4,800 rpm for non-VVT-i, JDM engines
- 271-282 hp (202-210 kW) at 4,800 rpm for VVT-i versions
- Torque:
- 300-311 lb-ft (410-422 Nm) at 3,600 rpm for non-VVT-i
- 315-325 lb-ft (427-440 Nm) at 3,400 rpm for VVT-i versions
- Engine Weight: 562 lbs (255.5 kg)
- Firing Order: 1-8-4-3-6-5-7-2
- Engine Oil Weight: 5W-30
- Engine Oil Capacity: 6.4 liters (including 0.4 liters for the oil filter)
- Oil Change Interval: 7,500 miles (12,000 km) or every 6 months
- Applications: Toyota Tundra, Toyota Sequoia, Toyota Land Cruiser, Toyota 4Runner, Lexus LX 470, Lexus GX 470
Lexus V8 Enignes LLC
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