Its possible. The reliefs cut into the pistons don't match though. If the timing belt jumped teeth, there would be contact. I.E. it becomes an interference engine where it normally isn't.
How did the fuelmileage change with your Franken 3vze? I'm thinking of doing this to my 93 toyota. Mainly because of the simplicity of the 3vze over the 3.4
This is super interesting, watched the whole series and loved how you kept everything short and sweet. As a 3VZE owner myself I wonder if you’d recommend this over just doing the 3.4 swap? Seems like it may be faster doing it your way, as you wouldn’t have to modify the wiring harness. But have you noticed any power difference?
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.
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.
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.
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)
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.
Its possible. The reliefs cut into the pistons don't match though. If the timing belt jumped teeth, there would be contact. I.E. it becomes an interference engine where it normally isn't.
How did the fuelmileage change with your Franken 3vze?
I'm thinking of doing this to my 93 toyota. Mainly because of the simplicity of the 3vze over the 3.4
Would it be possible to run 5VZFE heads on a 3VZE? Or are they completely different ? If so I wonder how the outcome would be
Well most yeas for the 3vz were distributor based which would make it harder
This is super interesting, watched the whole series and loved how you kept everything short and sweet. As a 3VZE owner myself I wonder if you’d recommend this over just doing the 3.4 swap? Seems like it may be faster doing it your way, as you wouldn’t have to modify the wiring harness. But have you noticed any power difference?
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.
I'm confused. Why use the 3.4 block with the 3.0 heads? Wouldn't that restrict air in the engine and make it weaker?
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.
Is it still running?? This is awesome
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?
Crossover pipe or two pipe solution?
Crossover delete on this one.
Any updates?
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.