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Long before my 3.0 V6 (3VZE) died, I had been investigating what motor would be a suitable candidate for a swap. It was mainly pipe dream which I was thoroughly enjoying. Then I was thrust into a potential swap full force when my headgasket sprung an external leak on March 3, 2005. For a fleeting moment I considered a repair/rebuild of my 3.0, but I came to my senses and chose to not dump any additional money into arguably Toyota's worst engine. Fortunately, this was not my only mode of transportation so I was able to take my time compiling parts and knowledge on which swap I'd attempt. I had one criteria to any swap I'd attempt (this being my first swap) - it had to remain all Toyota.

1KZ-T		1KZ-T/TE		1KZ-TE in Stand
1KZ-TE in Stand		1HD-FT		1HZ

I had looked into diesels and there seemed to be a number of nice diesel options. Not only were there the various diesel variants that already appeared in various 2nd and 3rd Gen 4Runners outside of the U.S., there was also the intriguing idea of using a larger truck diesel from a Hino truck. (Hino is Toyota's heavy truck brand). Some of the engines that would be reasonable swaps for the 2nd Gen 4Runner include 1KZ-T, 1KZ-TE, 1HD-FT or 1HZ.

Upon investigating this further, there were a couple of hurdles I chose not to take on. Firstly, there is the matter of emissions testing in PA where the truck would be registered - I had gotten a lot of conflicting information about how or if a vehicle with such a swap could even be registered let alone inspected in the state. I never did get to the bottom of it. Secondly, swapping in a diesel requires changing over the fuel system as well, including the fuel tank. While I will eventually move my fuel tank, I chose not to go down this path due to the uncertainty surrounding the registration.

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5M-GE		7M-GE		2JZ-GTE

There have been a number of folks who have done either a 7MGE or 7MGTE swap (and the older 5M-GE motor as well). These seem to be great swaps and can generate a lot of power. Unfortunately, one other condition of my swap is that the motor swapped into any vehicle registered in PA must be of equal age or newer than the registered vehicle. Since the last US model 7M engine was produced in 1992, this presented a problem. I could step up to the new version of the 7M (2JZGT and 2JZGTE), but those motors carry a pretty hefty price tag since they're in the last Supra (93-98) and various Lexus models (GS300, SC300, IS300). I came across a 1JZ engine in my research also, but I'm not sure what years this engine was available, or if it was even available in the U.S. at all. So the cost of the motor and the modifications needed to make such a long motor fit made me rule this one out too.

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5VZ-FE		5VZ-FE with Supercharger		1GR-FE

The 5VZE (3.4L) V6 swap has grown quite a bit in popularity. There are a number of documented swaps and it seems to be "easy" as far as engine swaps go. This swap seems to be easier with a manual transmission, but I prefer an automatic and planned to keep this feature. In reality, this is the option that was the runner up to the 1UZFE for me. These motors have been available for quite some time (first debuted in the 95.5 Tacoma and 96 4Runner), but I wanted more normally aspirated power and also something a bit different. Now that the 1GR-FE (4.0L V6) has been around for a few years, we will probably start seeing these swaps also. I only know of one so far - see the link below

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1UZ-FE		2UZ-FE		3UZ-FE

The UZ series of engines by Toyota are their only V8 engine. The displacement of this engine ranges from 4.0L up to 4.7L.

The 1UZ was found in the U.S. in various Lexus car models including the LS400, SC400, and GS400. These Lexus models have Toyota badged counterparts throughout other parts of the world including the Crown, Celsior and Soarer models. The 1UZ motor first appeared around 1989 in the LS400 here in the U.S. and continued on largely unchanged up until 2001 when the 3UZ was introduced. There are three generations of the 1UZ - the early version was available from 1989 - 1994. A revised version of the 1UZ came out in 1995 that uses a different type of AFM and sequential fuel injection with the output upped to 300hp. The engines look very similar except for the large plastic shroud over the later engine. In 1999 the 1UZ got VVTi and is considerably different than the earlier engines. It has variable length inlet runners and the throttle body mounts on the front of the plenum chamber. Also the front engine covers over the cam gears are alloy.

The 2UZ is found in Toyota trucks and SUVs including the Tundra, Sequoia, 98+ Land Cruisers, and 2003 4Runners as well as Lexus SUVs including the 99+ LX470 and the 2003+ GX470. The main difference between the 1UZ and the 2UZ besides displacement (2UZ is 4.7L) is that the 2UZ is a cast iron block while the 1UZ is all aluminum. The 2UZ also has VVTi and the same intake setup as the last model of the 1UZ.

The 3UZ became available in 2001. This 4.3L VVTi all alloy quadcam makes about 330 horsepower and was introduced in 2001. Externally it is largely identical to the 4.0 VVTi.

Note that all the V8s come backed with a 4 or 5 speed electronic auto from the factory. There is no such thing as a factory manual version. While mating these motors to a manual transmission is possible, it requires a custom bellhousing, flywheel and clutch. There are two main companies offering conversion kits to use a manual transmission - the only downside is that they are both in Australia.

Of these Toyota V8's available, I chose the early 1UZ. It is simply an awesome package - couple that with how inxpensive they've become (commonly available from $500 - $1000). Look at the 1UZ motor on paper and you'd wonder why more folks haven't done this swap. Maybe I'm on the lead edge of a craze here in the U.S...

244 Cu In. (4.0L)
250 HP/260 Ft. Lbs
4 Cams - 32 Valves
Aluminum Block and Heads
6 Bolt Mains - Forged Internals

375 lbs.

The feature to look for on these early engines is the oil pan sump position. For swapping into an IFS equipped 4Runner or Pickup, a front sump is desirable. There are also mid and rear sump variants available during these years. If your truck has a solid front axle, a rear sump is desirable.

My inspiration for doing this swap came from Australia and from one person in particular. His name is Dave Krenske - he goes by Twisty_Toy94 on the various forums. His setup epitomizes what I wanted my 4Runner to be - with a few minor differences. His 1UZ powered Hilux Surf (4Runner) is a 5 speed on 33's while mine is an automatic with a Marlin dual ultimate on 35's. You can check out a nice article on Dave's rig in the December 2005 issue of Australian 4WD Monthly. My main source of information has been the helpful folks over on the Lextreme forum including Peewee, Zuffen, Webbie, Madmont, Sideshow, Toymanf, and of course Lex himself.

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