Видео

Couldn't find a decent used 3.0(3VZE) engine. Found a complete 3.4(5VZFE) engine that didn't have pitted cylinders. Rolled the dice. And she's a good runner.

Got to do my first oil change without removing skid pan. Hole doesn't line up perfectly but no matter. You can still easily remove filters with one hand. I place a rag on pan under filter to catch oil dribble.

they thought of it but didn't do it. Discourages folks from doing it themselves.

For sure that would be best for servicing the clutch or other related maintenance. If and when that day comes i will add flanges to make life easier.

Well most yeas for the 3vz were distributor based which would make it harder

Fuel pressure accumulator was my leak. Its stacked on the large fuel inlet (pressure) line banjo bolt. Toyota still sells it.

It doesn't have the best reputation, but I feel its a decent reliable set up. I'm a Toyota fan.

@@bensfixitpage341It is. "Oh it's so slow!" Gee, it wasn't designed to be fast. :|

Did your temp gauge come back?

Let me know if it works

Yes.. it has passed 2 "California" smog test since. I was concerned that because it was 400cc larger it may run slightly lean and fail NOx, but it passed with fantastic #s, even with an original cat with 270k miles. Its now my sons daily driver.

Its an odd one. The driver side manifold receives all of the passenger side exhaust then exits through a single pipe.

Cool. Didn't know that. These were pretty cool systems.

It was a matter of finances and curiosity. The 4runner engine was a mess when I got it, so I started searching for a used 3VZE engine, found one that "ran fine", turned out its main an rod bearings were thrashed, so I found 2 more engines that had pitted cylinder walls. I came to the conclusion that I'd wind up spending around $1000 dollars on machine work and oversized pistons & undersized rod n mains. Then I came across a nice 5VZFE out of a rollover for $150 bucks. I scoured the Google trying to find if anyone had done a 5VZFE bottom end with 3VZE heads. Apparently I'm the first. Not only is it possible but its fantastic running engine. Not sure about the weakness factor. Depending on who you talk to the head gasket failure issue was either from excessive heat at the point where exhaust crossover meets driver exhaust manifold (cyl #6) or the the failure was from not so good gasket mated to not so flat surfaces. I eliminated both the crossover and the composite gasket and went with MLS (multi layer steel) head gasket. I also use MLS head gasket on stock 3VZE repair jobs. I will never ever ever again use composite junk on these engines again. I love the MLS head gaskets. Zero issues.

There are no drivability symptoms only external fuel leaks like gas smell, puddles, or worst case fire.

@@bensfixitpage341 ok i got a 91 3.0 3vze but sometime. Hard start and i checked fuel pressure regulator and still good i changed spark plug and wires air filter fuel filter fuel pump baterry pcv valve checked all vacuum hoses and they are good i replaced engine computer and still have problems hard start and poor gas mileage black smoke and gas smell poor acceleration

@@josep.7387 sounds like its flooding. Too much fuel. There's a couple of things you need to check. Start first with the ecm coolant temp sensor (between intake and firewall) make sure there's no corrosion in the sensor or the connector. Tell me what you find.

@@bensfixitpage341 i replaced the cold start injector and the coolant temperature sensor i also replaced the 02 sensor i'm thinking fuel problem because when i park it for about 5 minutes and crank it again start normal but if i leave it 30 minutes o more take like 10 seconds to start

@@josep.7387 Black smoke tells me its getting too much fuel. The 5 minute vs 30 minute leads me to think its physically dripping or bleeding fuel into the engine. Possible causes are one or several injectors dribbling fuel, cold start injector dribbling or fuel pressure regulator diagram ruptured pushing pressurized fuel into the vacuum line on fuel pressure regulator. In order to confirm this a fuel pressure gauge has to be installed and monitored after you shut down engine. This can be checked in between fuel injector rail and fuel pressure regulator. It requires a fancy specific adapter. Pressure should be around 40 psi if i remember correctly and should not bleed down.

It's easy access with the upper intake runner removed. Its tricky and tight with the upper intake runner left in place (but possible). Not necessary at all to remove engine. I just used the engine on stand for the video.

They weren't powerful , economical , or reliable. I believe using multi-layer-steel head gasket instead of the composite material along with crossover delete will at least make it reliable. This is the second one I've done and so far so good.

@@bensfixitpage341 I had this exact same engine. It was plenty powerful for me.

@@princenoah21 you do know the nick-name for this engine don't you?

@@bensfixitpage341 yeah yeah, the 3 slow. I've heard it a billion times. Again, it had plenty of power for my needs.

@@princenoah21 i agree with you. Its not something you would brag about but it moves fine.

Cool glad that helped

I got lucky and found a good spare in my collection of parts I I've been hanging on to.

What would you do differently?

@@hotrod7181 I have the very same set up as yours gut the converter removed all Egr system got rid of all the unessary vacuum lines bumped the timing up couple degrees my little 3vze is a torque monster with stock manifolds

I chose this route simply for economic reasons. If I had 3 4 or maybe 5 thousand disposable dollars laying around I would have gone the 5VZFE conversion route. Its hard to so say with certainty what difference in power there is with this Frankenstein engine but judging by the seat of the pants feeling I get I'm very happy with the power it makes. I'm also happy that its emissions are clean during its last 2 smog test. It was a gamble that paid off. Not sure if you watched all of the videos so I'll give you the 2 big considerations I found. #1 assembling this specific combination will turn your engine into an interference engine if the timing belt were to ever break or jump. #2 don't make the mistake I made with the oil pump! You must modify the back of the 3vze pump for clearance between the pump and the first crank main journal. Have fun.

​@@bensfixitpage341 How much hp do u think it makes compared to a stock 5vzfe

Enough to notice that there is a difference but not so much that I would do one over the other. This was 100% done for financial reasons. I don't have bags of cash laying around to do a 3.4 swap. I just needed a good reliable engine when no decent 3.0 were available. Its currently a daily driver and I'm happy with the results.

My favorite part of this was that it free to fix. Just clean out the crusty coolant tubes going to to the throttle. Let me know if it fixes yours.

It seems like after a head gasket fails a bunch of junk moves around and blocks these tiny tubes. I hope yours cleans out as easy as mine did.

What year is your Toyota? What state do you live in?

I want to straight pipe mines too , where do I fit to see a video?

Sorry I'm sure what you're asking or saying?

Absolutely the worst design Toyota ever made is the rear crossover

Yes I can't imagine what they were thinking?

Crossover delete on this one.

Its a bit ugly but it works great

I bought the 4runner with no engine so have no reference to compare it to. After reading about this engine i thought It would be silly to not do a crossover. Most of my worries was in using a 3.4 bottom end but that turned out good. Is yours running hot?

I'll make a follow up video soon. I was a little nervous about how it would do on its smog test but it ran awesome. I was afraid that being 400ccs bigger might make it lean but the numbers were great even with the 300,000 mile original catalytic converter. Haven't been using it much still need to fix the A/C.

I was worried mine would do the same. I bought some header wrap to insulate the new exhaust pipe but it never gave me trouble. Maybe I haven't spent enough time in stand still traffic. Is yours a stick or auto?

@@bensfixitpage341 stick

Mine's no slow go any more. Did 4 things. 1. Gutted the Cat. Converter 2. Egr delete 3. Cross over pipe delete. 4. Advanced the timing . 18.5 mpg highway 16 city.

@@dannyhall5147 hope you live in California!

​@@dannyhall5147what timing did you set it at??

Very hard to get more power out these engines. It is what it is. Get a 3.4 if you want a little more power

Yes the distributor is what kept me from using the 3.4 5VZFE heads. I would had loved to use the 4 valve heads and cams but the distributor could find no home on the 5VZFE heads. Check out my last video I think its part 9. Runs really nice. I don't drive it nearly as much as I'd like to but I'm very happy with how it runs. I was a little concerned about if it would have trouble passing smog because of possibly having NOX emissions from different compression or running slightly leaner being 400ccs larger but even with the original 300,000 mile catalytic converter it recently passed its smog test easily. So overall I'm happy with the outcome. It was a little time consuming but it saved me money and it was fun.

@@bensfixitpage341 Thank God, i dont have to worry about emissions in AL. From what ive experienced the 3.4 bottom end is bullet proof. Nice job. makes you feel good when all your hard work....works out

My bad I thought you were responding to a crossover delete video. Answer to your question is no the intake can stay on to ream out the little pipes

The heat from pipe has not been an issue. I did buy some header wrap because I was worried about it but after installing the pipe it seemed like there's plenty of clearance so I didn't bother wrapping it.

@@bensfixitpage341any updates on transmission? Changed oil at all?

When it comes time to do a clutch I'll cut it and weld on flanges or V-band clamps. That pipe running under the transmission was a 5 minute way to finish it so I could test drive it.

Yes it's running great! I'll make a follow up video one of these days. Maybe after its next smog check it would be a good time to make a final video on the project. Remember to clearance the back of your 3VZE oil pump!!!(super important)

How ir work?

I guess one the Toyota engineers ran the #s and found a way to make a slow engine even slower

To make the transmission more serviceable

Yes!!! Piston will contact valves if belt jump or breaks with this configuration

Are you going to build one the engines?

Not at this time. If I had seen your video a month ago, I would have certainly repeated your method of repair. I currently sharpen the 3vze engine block for repair pistons. And this comes out more expensive than using the 5vz engine block.The 5vz engine block without cylinder heads costs about 400-450 usd. And the cost of repair pistons, rings, gaskets has already exceeded 500 usd

We in Russia still have a problem with the registration of such changes. There is a number on the engine block and it is registered with the police. You can't just remove and put another engine in.

Yes original 3VZE ecu harness and injectors , sensors

Fuel consumption still the same?

I didn't drive it much prior to the engine modification to get an idea of what kind of mpg it used to get. Seems to be around 15 mpg now. It could be all in my head but I feel like it has more torque with this Frankenstein engine.

@@bensfixitpage341 Got you. Tell me, is reverse replacement possible? Should 5vz engine heads be installed on the 3vz engine block?

I believe the 5VZFE heads will fit on a 3VZE block but there's no provision for the distributor. My first consideration was install the entire 5VZFE engine but I had no harness or ecm. Since I'm on a tight budget $ I didn't want to invest $1000 dollars in machine work (boring, turning crank, resizing rods etc) I found a nice 5VZFE engine for $150 dollars and had fun doing what I believe nobody has tried yet.