Toyota 2UZ-FE 4.7L Engine Specs, Problems, Reliability. The Toyota’s 4.7-liter V8 engine is a popular member of the UZ family. The 2UZ-FE engine was developed with a purpose of using in big trucks and SUVs. That is why it has more considerable displacement, low-rev, and high-torque output.
The 1UZ-FE and 3UZ-FE has aluminum cylinder block while the 2UZ-FE engine had a cast iron block – more reliable and cheaper product. Unfortunately, it significantly affected the weight of the engine. However in the rest, the 2UZ engine block has the comparable design and measurements except increased bore and stroke. It likewise has a 90 degree ‘V’ angle, the 21 mm cylinder bank offset, and bore pitch is 105.5 mm. The engine has a steel crankshaft with 8 counterweights and 5 main journals (the 1UZ crankshaft has six journals), created and sintered connecting rods, aluminum alloy pistons with skirts covered with tin plating for a friction reduction.
On top of the cylinder’s bank, there are aluminum heads. Each one has intake and exhaust camshafts, 4 valves per cylinder. The engine got the exact same technique for camshaft rotation – the consumption camshafts are driven by a timing belt, the exhaust camshafts are driven by gears on the consumption camshaft. The design of the valvetrain for 2UZ is the same when it comes to 1UZ.
Toyota 2UZ-FE 4.7L Engine Specs, Problems, Reliability
The exhaust and intake valve located on opposite sides with an angle of 21.55 degree. The diameter of the intake valves is a 34.5 mm, the exhaust valves have a 29.0 mm diameter (The sizes of sizes are identical to the later version of the 1UZ-FE with VVT-i). The engine has steel strong valve lifters, so valve clearances require a routine adjustment.
The early versions of 2UZ-FE had a simple aluminum consumption manifold with a long consumption manifold port. The engine utilized the heat-barrier gasket in between two metal gaskets fitted in between the intake manifold and each cylinder head. In the first years of production, the engine had a traditional throttle body, and the digitally controlled throttle body system (Toyota’s ETCS-i system) was introduced in late 2002. From the beginning, the 2UZ-FE engine had consecutive multiport fuel injection (SFI).
The injection system used 8 four-hole type fuel injectors (one for each cylinder), the mass air circulation meter, and two air-fuel ratio sensors. The engine is geared up with Toyota’s Direct Ignition System (DIS) which utilizes private ignition coils for all eight cylinders and iridium spark plugs. In addition to that, there are 2 knock sensing units and the Electronic Spark Advance technology for management and change of ignition timing to prevent knocking.
The 2UZ-FE VVT-i Engine
The all post-2007 2UZ-FE engines are geared up with Variable Valve Timing – smart system, much shorter name – VVTi. The system controls almost all the necessary parameters of the engine: throttle position, coolant temperature level, air volume, and so on. According to this info, it can change consumption camshaft timing and enhance the output and effectiveness of the engine at low, mid and high rpm. The 2nd recognizable features is a plastic consumption manifold with variable intake port length. The Toyota’s Acoustic Control Induction System (ACIS) controls the range. The system has 2 phase of intake port length: the long one is for low-engine speeds and, the brief is for at greater engine speeds.
Inside the 2UZ-FE VVTi engine there are new light pistons and oil jets in cylinder block to cool them. The compression ratio was increased as much as 10.0:1 to burn fuel more effective. In 2010 the 2UZ-FE VVTi replaced the old engine entirely. However from 2008 the 4.7-liter engine is gradually replaced by the brand-new 5.7-litre 3UR-FE and 4.6-liter 1UR-FE engines.
Toyota 2UZ-FE 4.7L Engine Problems and Reliability
The 2UZ-FE engines are practically bulletproof, the most long lasting and reliable engines from the Toyota corporation. These engines do not have any style flaws, suggesting lash, sound, wheezing can not be found. The engine has a timing belt that requires the replacement every 90,000 miles. The timing belt is costly however on the other hand is a lot of extra money to repair the significant engine disaster because of the pistons will strike the valves if the timing belt breaks. The good news is, the cast iron block is more long lasting and repairable more quickly.
The engine durability depends upon how well and periodically was upkeep, the quality of oil and gas, driven style and conditions. But the non-problem average mileage for cars with the 2UZ-FE has to do with 300,000 miles.
Toyota 2UZ-FE 4.7L Engine Specs
|Manufacturer||Toyota Motor Manufacturing Alabama|
|Cylinder block material||Cast Iron|
|Cylinder head material||Aluminum|
|Fuel system||Fuel injection|
|Number of cylinders||8|
|Valves per cylinder||4|
|Bore, mm||94.0 (3.7 in)|
|Stroke, mm||84.0 (3.3 in)|
|Displacement, cc||4,663 cc (284.6 cu in)|
|Type of internal combustion engine||Four-stroke, naturally aspirated|
10.0:1 – VVTi versions
|Power, hp||230-232 hp (170-173 kW)/4,800 – non VVT-i, JDM engines;
271-282 hp (202-210 kW)/4,800 – with VVT-i;
|Torque, lb ft||300-311 lb-ft (410-422 Nm)/3,600 – non VVT-i;
315-325 lb-ft (427-440 Nm)/3,400 – with VVT-i;
|Engine weight||562 lbs (255.5 kg)|
|Engine oil weight||5W-30|
|Engine oil capacity, liter||6.4 (0.4 – oil filter)|
|Oil change interval, mile||7,500 (12,000 km) or 6 month|
|Applications||Toyota Tundra, Toyota Sequoia, Toyota Land Cruiser, Toyota 4Runner, Lexus LX 470, Lexus GX 470|