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manual APPLICATION 3UZ VVT-i WIRING
What you can Expect:
3UZ engines are celebrated for their reliability and surpass the 1UZ-FE and the 1UZ VVT-i in performance. The 3UZ ECUs can be reprogrammed to accommodate the specific engine swap. For instance, unnecessary components such as the transmission can be removed from the ECU. Additionally, it's possible to enhance its power output and improve throttle response. In essence, it is an outstanding engine in every aspect.
When wiring a 3UZ as a standalone system for a manual application, we begin by preparing the harness, removing all wiring related to the valve bank, selector switch, speed sensors, and the transmission oil temperature sensor, which are redundant in a manual setup.
Next, we add wiring for an engine temperature sensor to connect to the instrument cluster gauge. We replace any damaged split tubing and encase the entire engine harness in high-quality fabric tape. We then prepare the two connectors that were originally connected from the donor vehicle's ECU and integrate them into the harness. A fuse box is installed and incorporated into the harness to create a complete standalone system.
Three connectors are installed into the harness for connection to the vehicle it is being installed into. The client plug houses the start signal, the fuel pump power supply, and the crank signal wire, which are sufficient for the engine to operate. The same connector also provides the engine temperature signal, the rev counter signal, the oil pressure light, the engine light, and the charge light. If the harness includes air conditioning clutch wiring, this is also incorporated.
An extension harness is provided, which connects to the other two connectors in the engine harness, directly to your electronic accelerator pedal, and branches off to the OBD2 connector for live data and programming.
For the wiring service, we charge a base price of $590. This does not include connectors, as some engines may require more replacements than others. The decision to replace connectors is up to the customer. All 3UZ engine management systems come with an immobilizer that must be removed or bypassed, which we accomplish through programming at an additional cost of $140. If you require ECU remapping, we charge an extra $140. This decision is also up to the client. Remapping will clear transmission trouble codes and can eliminate all additional DTCs that are not relevant for the engine swap.
After the engine harness undergoes this process, it is inspected and test-run on a start stand to confirm all system functions are operational. We conduct a system scan and produce a video for the customer. This video serves as a walkthrough and test run to verify the harness's functionality and compliance with the specified requirements.
The video, along with shipping details, invoice, welcome pack, and images of the harness, is shared with the customer via an online shared folder.
An example of what you will receive in video:
3UZ Wiring for Manual Application (youtube.com)
3UZ VVT-i OEM ECU Reliability
3UZ ECUs are renowned for their durability and rarely face issues. Contrary to some claims that these units need rebuilding, it is often unnecessary as they are well-shielded against capacitor problems. Occasionally, a reflash may be required to update the ECU with the latest calibration file. These ECUs have read and write memory, which enables programming tailored to the specific requirements of the customer's engine swap. In essence, these ECUs can be remapped in a manner similar to aftermarket ECUs. Using one of these ECUs ensures Toyota's quality and reliability, while also providing the adaptability to modify the ECU for improved performance. This includes making adjustments to the rev limiter, maximum vehicle speed, timing, and fueling, as well as the capability to convert the ECU for use with a manual transmission.
Additional Information
The Toyota 3UZ-FE 4.3L Engine: Specifications and Reliability
The 3UZ-FE engine, introduced in 2000, evolved from the 4.0-liter 1UZ-FE engine. It increased in displacement to 4.3 liters and incorporated all of Toyota's contemporary systems and electronics, similar to the later 1UZ engines equipped with VVT-i.
The 3UZ-FE features an aluminum cylinder block with a bore size increased to 91.0 mm, while the stroke remains unchanged at 82.5 mm. This new block retains the same 90-degree 'V' angle, a 21 mm cylinder bank offset, and a 105.5 mm bore pitch. The updated cast-iron cylinder liners are now 0.5 mm thinner, measuring 1.5 mm instead of 2 mm, which makes the sleeves/liners lighter and improves cooling, albeit with a reduction in strength. To enhance rigidity, the cylinder wall thickness has been increased by 1 mm, from 5.5 mm to 6.5 mm. Engineers have also refined the shape of the water passages between the bores. Similar to the 1UZ-FE, the 3UZ-FE engine is outfitted with a forged steel crankshaft that is fully balanced, featuring five main journals and eight counterweights, along with forged steel connecting rods, and lightweight aluminum pistons with steel struts and floating piston pins. The pistons have not only increased in diameter but also feature a higher position for the piston rings.
The 3UZ-FE cylinder heads are nearly identical to their predecessors. The chamber shape has been modified to accommodate the enlarged cylinder bores. Otherwise, these engine heads resemble the later 1UZ-FE heads equipped with VVT-i. They feature two camshafts (the intake camshaft is driven by a timing belt, while gears on the intake camshaft drive the exhaust camshafts), four valves per cylinder, solid lifters, and large valves (with an intake valve diameter of 34.5 mm, an exhaust valve diameter of 29.0 mm, and a valve stem diameter of 5.5 mm for both).
All 3UZ-FE engines are equipped with the Variable Valve Timing - Intelligent (VVT-i) system and Toyota's variable length intake manifold, known as ACIS (Acoustic Control Induction System). Each cylinder has a compact and lightweight individual ignition coil, an improvement over the 1UZ-FE coils. The engine heads feature iridium-tipped spark plugs centrally located in the cylinders. The 3UZ-FE's ignition is managed by both the DIS (Direct Ignition System) and ESA (Electronic Spark Advance) systems. To expedite the warming of the catalytic converters, the 3UZ-FE utilizes cast steel exhaust headers/manifolds with shorter front exhaust pipes than those in the 1UZ-FE. Modern vehicles necessitate an electronically controlled throttle; hence, the 3UZ-FE incorporates the ETCS-i system (Electronic Throttle Control System), which oversees the idle speed (ISC system), cruise control, traction control (TRAC), and vehicle skid control (VSC) in Toyota cars.
Production of the 3UZ-FE ceased in 2010, and it was replaced by the new generation of Toyota's V8 engines (the UR family), introducing the 4.6-liter V8 engine - the 1UR-FSE/FE.
Engine Specifications:
- Manufacturer: Tahara Plant
- Production Years: 2000-2010
- Cylinder Block Material: Aluminum
- 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: 91.0 mm (3.58 in)
- Stroke: 82.5 mm (3.25 in)
- Displacement: 4,292 cc (261.9 cu in)
- Engine Type: Four-stroke, Naturally Aspirated
- Compression Ratio: 10.5:1
- Power: 282-304 hp (207-223 kW) at 5,600 rpm
- Torque: 307-325 lb-ft (417-441 Nm) at 3,400-3,500 rpm
- Engine Weight: 386 lbs (175 kg)
- Firing Order: 1-8-4-3-6-5-7-2
- Engine Oil Weight: 5W-30
- Engine Oil Capacity: 5.2 liters (5.5 quarts)
- Oil Change Interval: 9,000 miles (15,000 km) or 12 months
- Applications: Lexus LS 430, Lexus GS 430, Lexus SC 430, Toyota Soarer, Toyota Crown Majesta, Toyota Supra GT500
Lexus V8 Enignes LLC
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