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Reciprocating internal combustion engine From Wikipedia, the free encyclopedia
The Toyota UZ engine family is a gasoline[1] fueled 32-valve quad-camshaft V8 piston engine series used in Toyota's luxury offerings and sport utility vehicles.[2] Three variants have been produced: the 1UZ-FE, 2UZ-FE, and 3UZ-FE. Production spanned 24 years, from 1989 to mid 2013, ending with the final production of the 3UZ-FE-powered Toyota Crown Majesta I-FOUR.[3] Toyota's UZ engine family was replaced by the UR engine family.
Toyota UZ Engine | |
---|---|
Overview | |
Manufacturer | Toyota Motor Corporation |
Production | 1989–2013 |
Layout | |
Configuration | 90° V8 |
Valvetrain | DOHC 4 valves x cyl. w/VVT-i |
Combustion | |
Fuel system | Multi-point fuel injection |
Fuel type | Gasoline |
Cooling system | Water cooled |
Output | |
Power output | 191–373 kW (256–500 hp; 260–507 PS) |
Torque output | 353–441 N⋅m (260–325 lb⋅ft) |
Chronology | |
Predecessor | Toyota V engine |
Successor | Toyota UR engine |
The 4.0 L (3,969 cc; 242.2 cu in) all-alloy 1UZ-FE debuted in 1989 in the first generation Lexus LS 400/Toyota Celsior and the engine was progressively released across a number of other models in the Toyota/Lexus range. The engine is oversquare by design, with a bore and stroke size of 87.5 mm × 82.5 mm (3.44 in × 3.25 in).[2] It has proven to be a strong, reliable and smooth powerplant with features such as 6-bolt main bearings and belt-driven quad-camshafts. The water pump is also driven by the timing/cam belt. The connecting rods and crankshaft are constructed of steel. The pistons are hypereutectic.
The FV2400-2TC derivative is one of the few road-going engines that is FAA approved for use in an airplane.
Its resemblance to a race engine platform (6 bolt cross mains and over square configuration) was confirmed in 2007 by David Currier (in an interview with v-eight.com), vice president of TRD USA, stating that the 1UZ platform was based on CART/IRL engine design. It was planned to be used on GT500 vehicles, however its subsequent use in the Daytona Prototype use had not been planned.[citation needed]
In its original, Japanese domestic market trim with 10.0:1 compression, power output is 191 kW JIS (256 hp; 260 PS), torque of 353 N⋅m (260 lb⋅ft).[2] The European-market version produces a claimed 245 PS DIN (180 kW; 242 hp).
The engine was slightly revised in 1995 with lighter connecting rods and pistons and an increased compression ratio to 10.4:1 resulting in peak power of 195 kW (261 hp; 265 PS) at 5,400 rpm and torque of 365 N⋅m (269 lb⋅ft) at 4,400 rpm.
In 1997, Toyota's VVT-i variable valve timing technology was introduced along with a further compression ratio increase to 10.5:1,[2] bumping power and torque to 216 kW (290 hp; 294 PS) at 5,900 rpm and 407 N⋅m (300 lb⋅ft) at 4,100 rpm. For the GS 400, output was rated at 224 kW (300 hp; 305 PS) at 6,000 rpm and 420 N⋅m (310 lbf⋅ft) at 4,000 rpm.
The 1UZ-FE was voted to the Ward's 10 Best Engines list for 1998 through 2000.[4][5]
Applications (calendar years):
The 2UZ-FE was a 4.7 L; 284.6 cu in (4,663 cc) version built in Tahara, Aichi, Japan and at Toyota Motor Manufacturing Alabama. Unlike its other UZ counterparts, this version uses a cast iron block to increase durability, as it was designed for low-revving, high-torque pickup and SUV applications. Its bore and stroke is 94 mm × 84 mm (3.70 in × 3.31 in).[2] Output varies by implementation, but one VVT-i variant produces 202 kW (271 hp; 275 PS) at 4800 rpm with 427 N⋅m (315 lb⋅ft) of torque at 3400 rpm. JDM versions produce 173 kW (232 hp; 235 PS) at 4800 rpm and 422 N⋅m (311 lb⋅ft) at 3600 rpm, while Australian models produce 170 kW (228 hp; 231 PS) at 4800 rpm and 410 N⋅m (302 lbf⋅ft) at 3600 rpm.[2]
Like the 1UZ-FE, it has aluminum DOHC cylinder heads, multi-port fuel injection, 4 valves per cylinder with bucket tappets, one-piece cast camshafts, and a cast aluminum intake manifold. For 2010, it was replaced by the 1UR-FE or 3UR-FE, depending on the country.
Applications (calendar years):[7]
Toyota Racing Development offered a bolt-on supercharger kit for the 2000–2003 Tundra/Sequoia and the 1998–2003 LX 470.
Another 2UZ-FE variation adds VVT-i, electronic throttle control, and a plastic intake manifold.
Applications (calendar years):[7]
The 3UZ-FE is a 4.3 L; 261.9 cu in (4,292 cc) version built in Japan. Bore and stroke is 91 mm × 82.5 mm (3.58 in × 3.25 in) .[2] Output is 216 to 224 kW (290 to 300 hp; 294 to 305 PS) at 5600 rpm with 441 N⋅m (325 lb⋅ft) of torque at 3400 rpm. The engine block and heads are aluminum. It has a DOHC valvetrain with 4 valves per cylinder and VVT-i. It uses SEFI fuel injection. In 2003, the engine was paired with a six-speed automatic transmission, resulting in improved fuel economy over the previous five-speed automatic.[2] The maximum engine speed is 6,500 RPM.
A 4.5L version replaced the 3S-GTE as the engine used in Toyota's 500 hp (373 kW) Super GT race cars up to 2009[citation needed] and a 5.0L version was used in the Grand American Road Racing (Grand Am) Series.[8]
Applications (calendar years):[2]
In 1997, the US Federal Aviation Administration granted production certification for the FV2400-2TC, a twin-turbocharged airplane powerplant based on the 1UZ-FE.[9] The 360 hp (268 kW; 365 PS) FV2400 was developed in partnership with Hamilton Standard, which provided the digital engine-control system.[9] The goal was to produce a four-seat propeller aircraft.[10]
In 1998, a marine derivative of the UZ powerplant was produced for boating applications. The 4.0 L VT300i engine, producing 224 kW; 304 PS (300 hp) at 6000 rpm and 420 N⋅m (310 lb⋅ft) at 4200 rpm, used the same block as the UZ engine on the Lexus SC 400, GS 400, and LS 400.
Applications (calendar years):
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