Like the title says. I was meaning to put it in my mr2, but I just dont have the time/patience/money/enthusiasm/space (take your pick). Motor is in the ocala area, I dont have a vehicle capable of delivery, but I might be able to arrange for one if the price is right.

Contact by PM, email @ sadflk2001@hotmail.com or call between 8am-6shared_pm at 352-427-2017.

 

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does this hook up to a rwd tranny?

 

I honestly have no idea, I will try to find out.

 

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some info courtesy of WIKI

3VZ-FE
The basic design is a revised 3VZ-E iron block truck motor, mated with aluminum DOHC 24-valve heads and Toyota's most advanced OBD-I control system. The upper aluminum intake plenum is of the split chamber design with Toyota's ACIS variable intake system feeding three sets of runners for both heads.

Because of the truck roots, the 3VZ-FE happens to be a physically tall motor. To make the engine fit in FWD engine bays, Toyota tilted the motor towards the firewall. This "tilt" is so severe (~15 degrees) that reaching the rear bank of cylinders is nearly impossible without first removing the intake plenum.

Parts-wise, the 3VZ-FE shares very little with the VZ engine family. The main bearings are shared with the 3VZ-E, but little else. Cams can also be interchanged between the 5VZ-FE and 3VZ-FE heads. In a surprising twist, no electronics from other Toyota (Denso) parts are swappable.[citation needed]

The 3VZ-FE is a smooth running engine that was used 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. 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 rshared_pm and 189 ft·lbf (256 N·m) at 4600 rshared_pm. 1994+ have 200 hp (149 kW) at 5800 rshared_pm and 204 ft·lbf (277 N·m) at 4600 rshared_pm. There is no mechanical difference in the engine. Compression ratio is 9.6:1 for both versions. In an embarrassing move, Toyota inadvertently created an engine competing with the more performance oriented 7M-GE (200 hp) and 2JZ-GE (225 hp) installed in sportier, more luxurious cars of the time. Because of this; the stock ignition timing and fueling was noticeably detuned. The power spread of the 3VZ-FE is wide, having 100% torque between 2500–4600 rpm, with power trailing off by 6000 rshared_pm. Stock redline is 6600 rpm, and the ECU's fuel/ignition cut is 7200 rshared_pm.

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 (particularly into the mid-engine MR2).

The 3VZ-FE has a larger forged steel crankshaft and large cast rods. They can handle double the stock power output, although forged pistons & rods are recommended. A few nitrous and turbocharged examples match or exceed 450 hp (336 kW) on both the stock engine and engine management with a piggyback chip controlling fuel & ignition.

Applications:

1992–1993 Toyota Camry
1991–1996 Toyota Windom/Lexus ES300

 

considered sold

 

this is a 94+ motor... by the way

 

lol... this piece is still sitting in my garage... the project car is long gone. More correctly its my dads garage and it needs to go, so you pick it up at 100, I deliver (youll need a hoist at the other end) for 125/150 depending on location.