5VZ-FE Found in 1995.5-2004 Tacomas, 96-02 4runner, 95 T100(Rumor has it this was a Disti 5vz),00-03 Tundra -Weasy2k
1MZ-FE 94-99 Avalon, 94-02 Camry, 99-02 Solara, 98-03 Sienna
1MZ-FE*^ 03-04 Camry/Solara
1MZ-FE* 98-99 es300/rx300, 00-04 avalon/sienna 01-04 highlander
3MZ-FE*^ 03-05 highlander, 04-05 Sienna, 05 camry/solara, 03-05 RX/ES 330
1GR-FE*^ 05 Tacoma
2GR-FE*^ 05 Avalon, 05 Rav4
2GRS-FE* IS350!!! i want!
* vvti equip
^ Drive by wire
Note: a Supra engine WILL NOT FIT!! it’s an inline6 get with the program!!
Drive by wire:
Out of all the new v6’s only the vvti 1mz never had it. the 3mz and gr series are all equip with it. There is also the +03 camry/solara too but they don’t have vvti. I wouldn’t suggest anyone to use these unless you plan to use a gr engine. Other wise you’ll have to deal lag; the pedal is designed for fuel economy in mind….
Transmission: The following transmission will work with some modification
E153 – although big compared to the s54 it’s much stronger and can take a beating. Mr2 transmission may need to have it’s dowel pins remove to fit on the block. I didn’t document the number of bolts used in a mr2T bellhousing as im using a v6 bellhousing w/ internals. but from my understanding it will cover more than the s54. Theres also a plus to using this tranny since some comes with LSD.
S54 – Opposite from the tranny above the mounting holes need to be enlarge.
note: if using an e153 on a n/a chasis you need the rear turbo hubs, axles and shifter cables
You need a v6 flywheel from any of the engine listed above that came with a manual transmission. With the exception of the vz’s truck flywheel. The MR2T flywheel will not work as the crank pattern is different; you can weld/redrill it but that will just compromise the strenght of the flywheel. Using a e153 you can use a stock turbo cluch setup but if using a s54 you need a E153 pressure plate and a s54 clutch combo (splines on the tranny is different)
Every v6 from my understanding has one except for the longitudinal mounted ones like the 5vz’s. BUt if your using an S54 the axle doesnt need it. This is only for those using the E153. The bearing on Mr2T axle needs to be moved about 1/4″ left or right im not sure anymore it’s been too long.
In an Mr2 setup there are 4 mounts; 3 sits on the transmission and the other sits on the waterpump bracket (passenger side). You only need to make one mount for the passenger side. I suggest buying a spare driver side mount from the transmission and shaving off the plating and build a mount around it. You also need to reinforce the metal cylinder around the rubber mount because it has a weak spot. Mitch has a draft for the plate that goes ontop of the water pump bracket.
Other than the 5vz where the exhaust joins ontop of the tranny, they will merge under the oilpan. Headers that come with precat are not usable as they will hit the motor mounts. Theres too many variants but i’ll just leave it for the exhaust shop to deal with
1988-1995 3.0 L 3VZ-E V6, 150 hp (112 kW) at 4800 rpm with 180 ft·lbf (244 N·m) at 3600 rpm
1992-1993 3.0 L 3VZ-FE V6, 185 hp (138 kW) at 5800 rpm with 189 ft·lbf (256 N·m) at 4600 rpm
1994-1995 3.0 L 3VZ-FE V6, 200 hp (149 kW) at 5800 rpm with 204 ft·lbf (277 N·m) at 4600 rpm
1995-2004 3.4 L 5VZ-FE V6, 190 hp (142 kW) at 4800 rpm with 220 ft·lbf (298 N.m) at 3600 rpm
1992-1996 3.0 L 1MZ-FE V6, 185 hp (137 kW)
1997-2001 3.0 L 1MZ-FE V6, 194 hp (145 kW)
2001-2003 3.0 L 1MZ-FE* V6, 220 hp (164 kW)
1997-2001 2.5 L 2MZ-FE V6, 200 hp (149 kw) at 6000 rpm with 180 ft·lbf (244 N·m) at 4600 RPM
2004-2005 3.3 L 3MZ-FE* V6, 230 hp (172 kW)
1GR-FE* 236 hp (183 kW) at 5200 rpm with 266 ft.lbf (382 Nm) of torque at 3800 rpm
2GR-FE* 268 hp (200 kW) at 6200 rpm with 248 ft.lbf (336 Nm) of torque at 4700 rpm
2GR-FSE** 315 hp (232 kW) at 6400 rpm and 377 Nm (277 ft.lbf) at 4800 rpm
4GR-FSE** 204 hp at 6400 rpm with 265Nm of torque at 4800 rpm
** dual vvt-I
MZ, VVT-i, 2000+
3.0L 1MZ – 190hp @ 5600rpm, 197lb-ft @ 4400rpm (87 octane)
3.0L 1MZ – 198hp @ 5600rpm, 211lb-ft @ 4400rpm (91 octane)#
3.3L 3MZ – 210hp @ 5600rpm, 220lb-ft @ 3600rpm (87 octane)
3.3L 3MZ – 218hp @ 5600rpm, 236lb-ft @ 3600rpm (91 octane)
# Estimation – engine was not tested with 91 octane
Note the loss in performance by using 87 octane.
GR, VVT-i/DVVT-i, 2003+
4.0L 1GR – 236hp @ 5200rpm, 266lb-ft @ 4000rpm (87 octane)*
4.0L 1GR – 239hp @ 5200rpm, 278lb-ft @ 3700rpm (91 octane)*
3.5L 2GR – 268hp @ 6200rpm, 248lb-ft @ 4700rpm (87 octane)**
3.5L 2GR – 272hp @ 6200rpm, 254lb-ft @ 4700rpm (91 octane)**
Direct injected, RWD versions
3.5L 2GR – 306hp @ 6400rpm, 277lb-ft @ 4800rpm (91 octane, IS350)^**
3.5L 2GR – 303hp @ 6200rpm, 274lb-ft @ 3600rpm (91 octane, GS350)^**
3.0L 3GR – 245hp @ 6200rpm, 230lb-ft @ 3600rpm (91 octane)**
2.5L 4GR – 204hp @ 6400rpm, 185lb-ft @ 4400rpm (91 octane)**
* Single VVT-i, roller rockers
** Dual VVT-i, roller rockers
^ Dual fuel injection or D-4S, port and direct
The 1MZ had two variants in non VVT-i form, based off of the 1997 returnless fuel system model.
3.0L 1MZ – 194hp @ 5200rpm, 209lb-ft @ 4400rpm
3.0L 1MZ – 200hp @ 5200rpm, 214lb-ft @ 4400rpm
According to official Toyota papers, engineers changed the intake and exhaust plumbing to enhance the 1MZ’s performance specifically for the Solara.