by Sebas007 » Wed Apr 18, 2007 5:22 am
Welcome SG
I didn't know the 3VZ (I know the 3.0L in the 92'-'96 Camry but not the code name and the history)...I did a search and found this on wikepedia. Very interesting 3.0L V6
The 3VZ-FE came to life when Toyota recognized that it needed a larger V6 engine to suit the then-upcoming 3rd generation Camry platform. Its basic design incorporates an updated version of the last revision of the 3VZ-E's block, mated with the Yamaha designed and built DOHC (24 valve) FE V6 heads, and Toyota's most advanced OBD-I control system. The upper aluminum intake manifold has is a split chamber intake manifold with Toyota's ACIS varriable intake system feeding three sets of runners for both heads.
Parts-wise, the 3VZ-FE shares very little with previous engines, including the 3VZ-E, and 2VZ-FE. The few parts shared with the 3VZ-E that are interchangeable are the main bearings; little else is the same. In a surprising twist, no electronics from other Toyota (Denso) parts are swappable.
It is a smooth running engine that was used as the 3.0 L V6 engine on the Camry platform between 1992 and 1997.5 depending on the market: North America saw the engine only in 1992 and 1993, while Australia and New Zealand had it from 1992 through 1996, and the engine was available in some parts of Asia, and in the JDM Toyota Windom through 1997.5.
The 1992-1993 engine has 185 hp (138 kW) at 5800 rpm and 189 ft·lbf (256 N·m) at 4600 rpm. 1994+ have 200 hp (149 kW) at 5800 rpm and 204 ft·lbf (277 N·m) at 4600 rpm. There is no mechanical difference in the engine. In an embarrassing move, Toyota inadvertently created an engine competing with the more performance oriented 7M-GE and 1JZ-GE installed in sportier, more luxurious cars of the time. Because of this, both stock ignition timing, and fuel tuning were set more conservatively than normal capping power output.
The power spread of the 3VZ-FE is wide, having 100% torque at just 2500 rpm - 4600 rpm, with power trailing off by 6000 rpm. Stock redline is 6850 rpm, and the ECU's fuel/ignition cut is over 7000 rpm. The valvetrain was designed for no float over the stock programmed operational range.
Though harder to find in good used condition in North America (unless imported), the 3VZ-FE is a fairly common V6 in most parts of the world, after having a good lifespan in popular models. They are cheap, simple, have few problems, and have become a semi-popular subject for engine swaps.
The 3VZ-FE also started Toyota's trend of severely overbuilding their production V6 engines. Having a larger forged steel crankshaft, and large cast rods, they are capable of more than doubling stock power output easily. With a few nitrous, and turbocharged examples matching, or exceeding 450 hp (336 kW) on both the stock engine, and stock engine management with a piggyback/interceptor controlling fuel/ignition.
There are more and more MR2 owners who would like to do this V6 swap, but if you want something special you should ad the TRD SC on this incredible engine. Unfortunately they are so hard to find 
The torque seems to be incredible 
