3RZ-FE Engine

Manufacture of Toyota 3RZ-FE motor was initiated in 1994 as a substitution for 22R-E. Being destined for off-road and commercial automobiles, it kept pretty large capacity for inline-four configuration, reached by application of 95 mm cylinder bore plus forged crankshaft featuring 8 counterbalances and 95 mm stroke. 3RZ utilizes crankcase with two balancer shafts, serving as counterpoise to inertia forces of the second order.

Cylinder block features aluminum dual overhead camshaft with 4 valves per cylinder. Inlet valves are 37.5 mm while exhaust ones are 30.5 mm. Having no hydraulic tappets, valve clearances must be regulated after every 20,000 miles (30,000-40,000 kilometers) are run. Cold motor has valve clearances of 0.15-0.25 mm inlet and 0.25-0.35 mm exhaust. Timing chain controls intake camshaft. Long runner intake manifold permits 3RZ-FE rising torque at low revs. With firing order of 1-3-4-2, motor keeps multi point injection system plus electronic spark advance ignition system.

Along with 3RZ, Toyota also released 2.0L 1RZ and 2.4L 2RZ.

In 2004, this motor was substituted with fresh 2TR-FE.

3RZ-FE Specs

Engine code explaination:

3 – 3-rd generation engine
RZ – Engine family
F – Economy narrow-angle DOHC
E – Multi-Point Fuel Injection

Manufacturer Kamigo Plant
Also called Toyota 3RZ
Production 1994-2004
Cylinder block alloy Cast-iron
Configuration Straight-4
Valvetrain DOHC
4 valves per cylinder
Piston stroke, mm (inch) 95 (3.74)
Cylinder bore, mm (inch) 95 (3.74)
Compression ratio 9.5
Displacement 2693 cc (164.3 cu in)
Power output 112 kW (150 HP) at 4,800 rpm
Torque output 240 Nm (177 lb·ft) at 4,000 rpm
Redline 5,500
HP per liter 55.7
Fuel type Gasoline
Weight, kg (lbs) 173 (380)
Fuel consumption, L/100 km (mpg)
-City
-Highway
-Combined
for T100
15.0 (15)
9.0 (26)
12.5 (19)
Turbocharger  Naturally aspirated
Oil consumption , L/1000 km
(qt. per miles)
up to 1.0
(1 qt. per 750 miles)
Recommended engine oil 0W-30
5W-30
5W-40
10W-30
10W-40
10W-50
15W-50
Engine oil capacity, L (qt.) 5.1 (5.4)
Oil change interval, km (miles) 5,000-10,000
(3,000-6,000)
Normal engine operating temperature, °C (F) 90
Engine lifespan, km (miles)
-Official information
-Real

400,000+ (250,000)
Tuning, HP
-Max HP
-No life span loss
300+



Applications

  • Toyota 4Runner
  • Toyota HiAce Regius
  • Toyota Hilux
  • Toyota Land Cruiser Prado
  • Toyota T100
  • Toyota Tacoma

Toyota 3RZ problems and reliability

3RZ can boast of good reliability and durability, but, clearly, some malfunctions may occur. So, it’s crucial to provide proper service, regulate valves on time and buy only high quality oil and fuel. By following all maintenance rules, you will face no serious malfunctions for a long time.

Motor’s lifespan may be more than 250,000 miles (400,000 kilometers). After running 120,000 miles (200,000 kilometers), timing chain must be examined. Though it’s pretty strong, it may stretch and cause motor knocking. In other aspects, 3RZ is almost faultless.

 

3RZ-FE cylinder Block

Cylinder block alloy Cast-iron
Compression ratio: 9.5:1
Cylinder bore: 95.0 mm (3.74 in)
Piston stroke: 95.0 mm (3.74 in)
Number of piston rings (compression / oil): 2 / 1
Number of main bearings: 5
Cylinder inner diameter (standard): 94.990-95.003 mm (3.7398-3.7403 in)
Piston skirt diameter (standard): 94.933-94.943 mm (3.7375-3.7379 in)
Piston pin outer diameter: 24.000-24.009 mm (0.9449-0.9452 in)
Piston ring side clearance: Top 0.020-0.070 mm (0.0008-0.0028 in)
Second 0.030-0.070 mm (0.0012-0.0028 in)
Piston ring end gap: Top 0.300-0.400 mm (0.0118-0.0157 in)
Second 0.400-0.500 mm (0.0157-0.0197 in)
Crankshaft journal diameter: №3: 59.981-59.994 mm (2.2615-2.3620 in.)
Other: 59.987-60.000 mm (2.3617-2.3622 in.)
Crankpin diameter: 52.987-53.000 mm (2.0861-2.0866 in)



3RZ-FE featured cast iron block with deep skirt plus bores of 95 mm and stroke of identical size. The crankcase was supplied with double counter-rotating balance shafts, revoking secondary inertia forces essential for inline 4-cylinder motors. As each piston achieved maximum rising and falling speed above the stroke’s center, aloft inertial force of two rising pistons exceeded the descending inertial force of two falling pistons. To compensate that, double balance shafts, managed by gear, counter-rotated two times faster than crankshaft.

 

Crankshaft, connecting rods and pistons

3RZ-FE’s forged crankshaft kept 8 counterbalances, making it greatly balanced. Hardened pins, journals and rolled fillets made crankshaft stronger. Moreover, crankshaft kept a torsional damper pulley, lessening noise and vibrations. Crankshaft main bearings and connecting rods were supplied with plastic region tightening bolts.

Motor’s connecting rods were made of forged carbon steel and were able to resist quick pace and tension. Moreover, they were shot-peened for greater hardness and endurance.

Lower attrition of 3RZ-FE was reached due to aluminum alloy pistons featuring resin-covered skirts. Bottom part of pistons was cooled thanks to oil pulverized by oil jet in every big-end bearing.

 

Cylinder head and camshafts

Valve Arrangement: DOHC, chain drive
Valves: 16 (4 valves per cylinder)
Valve timing: INTAKE 230°
EXHAUST 224°
Valve head diameter: INTAKE 37.5 mm (1.4764 in)
EXHAUST 30.5 mm (1.2008 in)
Valve length: INTAKE 103.45 mm (4.0728 in)
EXHAUST 103.60 mm (4.0787 in)
Valve stem diameter: INTAKE 5.970-5.985 mm (0.235-0.2356 in)
EXHAUST 5.965-5.980 mm (0.2348-0.2354 in)
Camshaft cam height: INTAKE 45.31-45.41 mm (1.7839-1.7878 in)
EXHAUST 45.06-45.16 mm (1.774-1.7779 in)
Outer camshaft journal diameter: 26.959-26.975 mm (1.0614-1.062 in)

3RZ-FE’s cylinder head of aluminum alloy was equipped with plastic region tightening bolts.

Timing chain with hydraulic chain tensioner plus oil jet for lubrication controlled intake camshaft. Exhaust camshafts were managed by intake camshaft’s scissors gear, selected for compact packing and able to regulate clearance along with diminishing gear sound.

Valves and timing

3RZ-FE featured 2 inlet and 2 exhaust valves per each cylinder, located under a 19 degree valve angle. Inlet valves had diameter of 37.5 mm while exhaust ones were 30.5 mm. Shim over bucket appliance dealt with valve regulation.

Motor’s valve overlapped at 7 degrees. Intake duration was 1230 degrees while exhaust one was equal to 224 degrees.

Compression pressure
Standard 12.5 kgf/cm2 (178 psi) / 200 rpm
Minimun 9.0 kgf/cm2 (127 psi) / 200 rpm
Compression differential limit between cylinders 1.0 kgf/cm2 (14 psi) / 200 rpm
Oil system
Oil type API SL “Energy-Conserving”
Oil pressure Idle spped: 29 kPa (0.3 kg/cm3; 4.2 psi)
At 3,000 rpm: 245-490 kPa (2.5-5.0 kg/cm3; 36-71 psi)
Spark plug DENSO: K16R–U11, NGK: BKR5EYA–U
Spark plug gap 1.0-1.1 mm (0.0394-0.0433 in)
Spark plug torque 20 N·m (2 kg·m, 14.7 ft·lb)



Valve clearance adjustment data

Calculate the thickness of new adjusting valve shim so valve clearance comes within specified values.

R = Thickness of removed valve shim
N = Thickness of new valve shim
M = Measured valve clearance

Intake:
N = R + [M – 0.20 mm (0.008 in)] Exhaust:
N = R + [M – 0.30 mm (0.012 in)]

Valve shims are available in 17 sizes to range from 2.500 mm (0.0984 in.) to 3.300 mm (0.1299 in.), in steps of 0.05 mm (0.0020 in).

Example (exhaust valve):
R = 2.650 mm
M = 0.500 mm
N = 2.650 + (0.50 – 0.30) = 2.800 mm.

Intake

Raising torque output by long intake runners, this motor applied double inlet ports for having the maximum advantage from 2 inlet valves per cylinder. Having 7.1L air cleaner, 3RZ-FE diminished induction sound by providing intake air collector plus air cleaner hose with intake air resonator featuring large capacity design.

Injection and ignition

3RZ-FE’s electronically managed multiport fuel injection determined the amount of intake air mass with the help of hot-wire mass airflow meter. Featuring combustion chambers of pentroof kind, engine reached compression index of 9.5.

Motor was supplied with Electronic Spark Advance, defining ignition timing by the ECM according to inputs from sensors and regulated in concordance with knocking.



Written by Dan Hoffman

Dan Hoffman

Dan is a co-founder of Engineswork. He knows everything about internal combustion engines. Ask your questions in comments down below this article – he will be glad to help you anytime.

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