The Toyota UZ engine family is a 32-valve quad-camshaft V8 piston engine series used in Toyota's luxury offerings and sport utility vehicles.[1] Three basic versions have been produced, the 1UZ-FE, 2UZ-FE, and 3UZ-FE. The UZ series was mostly replaced by the UR series but the 3UZ-FE continues to be produced for the current model Crown Majesta 4WD (Japanese market only).
1UZ-FE
The 4.0 L (3,968 cc or 242.1 cu in) all-alloy 1UZ-FE debuted in 1989 in the first generation Lexus LS 400/Toyota Celsior and the engine was progressively released across a number of other models in the Toyota/Lexus range. The engine is oversquare by design, with a bore size of 87.5 mm (3.44 in) and stroke of 82.5 mm (3.25 in).[1] It has proved to be a strong, reliable and smooth powerplant with features such as 6-bolt main bearings and belt-driven quad-camshafts. The water pump is also driven by the cam belt. The connecting rods and crankshaft are constructed of steel. The pistons are hypereutectic.
Its resemblance to a race engine platform (6 bolt cross mains and over square configuration) was confirmed in 2007 by David Currier (in an interview with v-eight.com), vice president of TRD USA, stating that the 1UZ platform was based on CART/IRL engine design. It was planned to be used on GT500 vehicles, however its subsequent use in the Daytona Prototype use was not planned.
In its standard, original trim with 10:1 compression, power output is 191 kW (256 hp), torque of 353 N·m (260 lb·ft).
The engine was slightly revised in 1995 with lighter connecting rods and pistons and an increased compression ratio to 10.4:1 resulting in peak power of 195 kW (261 hp) and torque of 363 N·m (268 lb·ft).
In 1997, Toyota's VVT-i variable valve timing technology was introduced along with a further compression ratio increase to 10.5:1, bumping power and torque to 216 kW (290 hp) and 407 N·m (300 lb·ft). In the GS400 application, output was rated at 300 hp and 310 lb·ft of torque.
The 1UZ-FE was voted to the Ward's 10 Best Engines list for 1998 through 2000.
Applications:
1989–2000 Lexus LS 400/Toyota Celsior
1990–2002 Toyota Crown/Toyota Crown Majesta
1991–2000 Lexus SC 400/Toyota Soarer
1992–2000 Lexus GS 400/Toota Aristo
Toyota MR2 Le Mans Car
2UZ-FE
The 2UZ-FE was a 4.7 L (4,664 cc or 284.6 cu in) version built in Tahara, Aichi, Japan and at Toyota Motor Manufacturing Alabama. Unlike its other UZ counterparts, this version uses a cast iron block to increase durability, as it was designed for low-reving, high-torque pickup and SUV applications. Its bore is 94 mm (3.7 in) and stroke is 84 mm (3.3 in). Output varies by implementation, but one VVT-i variant produces 202 kW (271 hp) at 4800 rpm with 427 N·m (315 lbf·ft) of torque at 3400 rpm. JDM versions produce 173 kW (232 hp) at 4800 rpm and 422 N·m (311 lbf·ft) at 3600 rpm, while Australian models produce 170 kW (230 hp) at 4800 rpm and 410 N·m (300 lbf·ft) at 3600 rpm.
Like the 1UZ-FE it has aluminum DOHC cylinder heads, MFI fuel injection, 4 valves per cylinder with bucket tappets, one-piece cast camshafts, and a cast aluminum intake manifold. For 2010, it was replaced by the 1UR-FE in all applications.
Applications:
2003–2004 Lexus GX 470
1998–2005 Lexus LX 470
1998–2005 Toyota Land Cruiser
2003–2004 Toyota 4Runner
2000–2004 Toyota Tundra
2001–2004 Toyota Sequoia
Toyota Racing Development offered a bolt-on supercharger kit for the 2000-2003 Tundra and the 2003 GX 470.
Another 2UZ-FE variation adds VVT-i and electronic throttle control.
Applications:
2005–2009 Lexus GX 470
2006–2007 Lexus LX 470
2005–2009 Toyota 4Runner
2006–2011 Toyota Land Cruiser
2005–2006 Toyota Tundra
2005–2009 Toyota Sequoia
3UZ-FE
The 3UZ-FE, is a 4.3 L (4,292 cc or 261.9 cu in) version built in Japan. Bore is 91 mm (3.6 in) and stroke is 82.5 mm (3.25 in). Output is 216 to 224 kW (290 to 300 hp) at 5600 rpm with 441 N·m (325 lb·ft) of torque at 3400 rpm. It has an aluminum engine block and aluminum DOHC cylinder heads. It uses SEFI fuel injection, has 4 valves per cylinder with VVT-i. In 2003, the engine was linked to a six-speed automatic in applications with improved fuel efficiency.
A 4.4L version replaced the 3S-GTE as the engine used in Toyota's 500 hp (370 kW) Super GT race cars up to 2009[citation needed] and a 5.0L version was used in the Grand American Road Racing (Grand Am) Series.
Applications:
Lexus LS 430
Lexus GS 430
Lexus SC 430/Toyota Soarer
Toyota Crown Majesta
Super GT
Toyota Supra GT500 Race Car
Lexus SC 430 GT500 Race Car
Derivatives
In 1997, the US Federal Aviation Administration granted production certification for the FV2400-2TC, a twin-turbocharged airplane powerplant based on the UZ series Lexus engine.The 360 hp (270 kW) FV2400 was developed in partnership with Hamilton Standard, which provided the digital engine-control system. The goal was to produce a four-seat propeller aircraft.
In 1998, a marine derivative of the UZ powerplant was produced for boating applications. The 4.0 L VT300i engine, producing 300 hp (220 kW) at 6000 rpm and 310 lbf·ft (420 N·m) at 4200 rpm, used the same block as the UZ engine on the Lexus SC 400, GS 400, and LS 400. The marine engine was used on the Toyota Epic waterski boat.
Tuesday, July 9, 2013
VVTi 1UZ Comparison
LS400 — NEW FEATURES
Engine Control System
General
The engine control system has been changed from that of the ’97 LS400 in the areas described below.The VVT-i, ETCS-i, and ACIS systems have been adopted.
The cruise control system and the engine immobiliser system have been integrated with the ECM.
A function to communicate with the multiplex communication system has been added.
The engine control system of the 1UZ-FE engine in the ’98 LS400 and ’97 LS400 are compared below.
Main Components of Engine Control System
1) General
The following table compares the main components of the 1UZ-FE engine in the ’98 LS400 and ’97 LS400.
2) Mass Air Flow Meter
The hot wire type mass air flow meter has been changed to the plug-in type. Its basic operation is the same as that of the previous type.
3) Crankshaft Position Sensor
The timing rotor of the crankshaft position sensor has been changed from the previous 12 teeth tom 34 teeth, with 2 teeth missing. It detects the crankshaft angle at 10 intervals.
4) Camshaft Position Sensor
The camshaft position sensor is mounted on the left bank cylinder head. To detect the camshaft position, a protrusion that is provided on the timing pulley is used to generate 1 pulse for every 2 revolutions of the crankshaft.
5) VVT Sensor
A VVT sensor is mounted on the intake side of each cylinder head. To detect the camshaft position, a timing rotor that is provided on the intake camshaft is used to generate 3 pulses for every 2 revolutions of the crankshaft.
VVT-i (Valiable Valve Timing-intelligent) System
1) General
The VVT-i system is designed to control the intake camshaft within a wide range of 50° (of crankshaft angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improved torque in all the speed ranges and fuel economy, and exhust emissions.
2) Construction and Operation
a. VVT-i Controller
The VVT-i Controller comprises the outer gear that is driven by the timing belt, the inner gear that is affixed to the camshaft and a movable piston that is placed between the outer gear and inner gear.
Having helical splines (twisted, vertical grooves) on its inner and outer periphery, the piston moves in the axial direction to shift the phase of the outer gear and inner gear, thus causing the valve timing to change continuously.
b. Camshaft Timing Oil Control Valve
The camshaft timing oil control valve controls the spool valve position in accordance with the command of the ECM thus allocating the hydraulic pressure that is applied to the intake camshaft timing pulley to the advance and the retard side. When the engine is stopped, thecamshaft timing oil control valve is in the most retarded state.
By the command of the ECM, when the camshaft timing oil control valve is in the position given in Fig. 1, hydraulic pressure is applied from the left side of the piston, which causes the piston to move to the right. Because of the twist in the helical splines that are cut out in the piston, the intake camshaft rotates in the advance direction in relation to the camshaft timing pulley. When the camshaft timing oil control valve is in the position given in Fig. 2, the piston moves to the left and rotates in the retard direction. Furthermore, the camshaft timing oil control valve shuts off the oil passages to maintain the hydraulic pressure at both sides of the piston, thus maintaining the phase at that position. This enables the phase to be set to a desired position.
c. ECM
In proportion to the engine speed, intake air volume, throttle position and coolant temperature, the ECM searches an optimal valve timing under each driving condition and control the camshaft timing oil control valve. In addition, the ECM uses signal from the VVT sensors and the crankshaft position sensor to detect the actual valve timing, thus performing feedback control to achieve the target valve timing.
ETCS-i (Electronic Throttle Control System-intelligent)
1) General
The ETCS-i system, which realizes excellent throttle control in all the operating ranges, has been adopted.
In the conventional throttle body, the throttle valve opening is determined invariably by the amount of the accelerator pedal effort. In contrast, the ETCS-i uses the ECM to calculate the optimal throttle valve opening that is appropriate for the respective driving condition and uses a throttle control motor to control the opening.
The ETCS-i controls the ISC (Idle Speed Control) system, the cruise control system, and the VSC (Vehicle Skid Control).
A duplicate system is provided to ensure a high level of reliability, and the system shuts off in case of an abnormal condition. Even when the system is shut off, the accelerator pedal can be used to operate the vehicle in the limp mode.
....and more, you need download to view
Engine Control System
General
The engine control system has been changed from that of the ’97 LS400 in the areas described below.The VVT-i, ETCS-i, and ACIS systems have been adopted.
The cruise control system and the engine immobiliser system have been integrated with the ECM.
A function to communicate with the multiplex communication system has been added.
The engine control system of the 1UZ-FE engine in the ’98 LS400 and ’97 LS400 are compared below.
Main Components of Engine Control System
1) General
The following table compares the main components of the 1UZ-FE engine in the ’98 LS400 and ’97 LS400.
2) Mass Air Flow Meter
The hot wire type mass air flow meter has been changed to the plug-in type. Its basic operation is the same as that of the previous type.
3) Crankshaft Position Sensor
The timing rotor of the crankshaft position sensor has been changed from the previous 12 teeth tom 34 teeth, with 2 teeth missing. It detects the crankshaft angle at 10 intervals.
4) Camshaft Position Sensor
The camshaft position sensor is mounted on the left bank cylinder head. To detect the camshaft position, a protrusion that is provided on the timing pulley is used to generate 1 pulse for every 2 revolutions of the crankshaft.
5) VVT Sensor
A VVT sensor is mounted on the intake side of each cylinder head. To detect the camshaft position, a timing rotor that is provided on the intake camshaft is used to generate 3 pulses for every 2 revolutions of the crankshaft.
VVT-i (Valiable Valve Timing-intelligent) System
1) General
The VVT-i system is designed to control the intake camshaft within a wide range of 50° (of crankshaft angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improved torque in all the speed ranges and fuel economy, and exhust emissions.
2) Construction and Operation
a. VVT-i Controller
The VVT-i Controller comprises the outer gear that is driven by the timing belt, the inner gear that is affixed to the camshaft and a movable piston that is placed between the outer gear and inner gear.
Having helical splines (twisted, vertical grooves) on its inner and outer periphery, the piston moves in the axial direction to shift the phase of the outer gear and inner gear, thus causing the valve timing to change continuously.
b. Camshaft Timing Oil Control Valve
The camshaft timing oil control valve controls the spool valve position in accordance with the command of the ECM thus allocating the hydraulic pressure that is applied to the intake camshaft timing pulley to the advance and the retard side. When the engine is stopped, thecamshaft timing oil control valve is in the most retarded state.
By the command of the ECM, when the camshaft timing oil control valve is in the position given in Fig. 1, hydraulic pressure is applied from the left side of the piston, which causes the piston to move to the right. Because of the twist in the helical splines that are cut out in the piston, the intake camshaft rotates in the advance direction in relation to the camshaft timing pulley. When the camshaft timing oil control valve is in the position given in Fig. 2, the piston moves to the left and rotates in the retard direction. Furthermore, the camshaft timing oil control valve shuts off the oil passages to maintain the hydraulic pressure at both sides of the piston, thus maintaining the phase at that position. This enables the phase to be set to a desired position.
c. ECM
In proportion to the engine speed, intake air volume, throttle position and coolant temperature, the ECM searches an optimal valve timing under each driving condition and control the camshaft timing oil control valve. In addition, the ECM uses signal from the VVT sensors and the crankshaft position sensor to detect the actual valve timing, thus performing feedback control to achieve the target valve timing.
ETCS-i (Electronic Throttle Control System-intelligent)
1) General
The ETCS-i system, which realizes excellent throttle control in all the operating ranges, has been adopted.
In the conventional throttle body, the throttle valve opening is determined invariably by the amount of the accelerator pedal effort. In contrast, the ETCS-i uses the ECM to calculate the optimal throttle valve opening that is appropriate for the respective driving condition and uses a throttle control motor to control the opening.
The ETCS-i controls the ISC (Idle Speed Control) system, the cruise control system, and the VSC (Vehicle Skid Control).
A duplicate system is provided to ensure a high level of reliability, and the system shuts off in case of an abnormal condition. Even when the system is shut off, the accelerator pedal can be used to operate the vehicle in the limp mode.
....and more, you need download to view
Tuesday, July 2, 2013
[DL]Mitsubishi Lancer Evolution 6 Workshop Manual - EVO 6 (VI) (CP9A) Service Manuals
Mitsubishi Lancer Evolution 6 EVO 6 2001 Factory Service Repair Manual covers all the repair procedures you will ever need.This service manual is also used by the mechanics from you local service.
This is the official complete service repair manual for the Mitsubishi Lancer Evolution 6 EVO 6 2001.
The service manual include:
-TABLE OF CONTENTS
-INTRODUCTION
-LUBRICATION & MAINTENANCE
-SUSPENSION
-ENGINE
-BRAKES
-BODY
-COOLING
-AUTOMATIC & MANUAL TRANSMISSION
-FRONT & REAR AXLE
-WHEEL & TIRE
-CHASSIS
-EMISSION CONTROL
-STEERING
-PROPELLER SHAFT
This manual is in PDF format.To open the manual you need any pdf reader.
If you have trouble opening the manual please do not hesitate to contact us.
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Mitsubishi Eclipse 2006 Service Repair Manual Download
2006 Mitsubishi Eclipse Factory Service Repair Manual covers all the repair procedures you will ever need.This service manual is also used by the mechanics from you local service.
This is the official complete service repair manual for the 2006 Mitsubishi Eclipse.The service manual include:
-general information
-engine
-engine lubrication
-fuel
-engine cooling
-intake and exhaust
-engine electrical
-engine and emission control
-clutch
-manual transaxle
-automatic transaxle
-front axle
-rear axle
-wheel and tire
-power plant mount
-front suspension
-rear suspension
-service brakes
-parking brakes
-steering
-body
-exterior
-chassis electrical
-component locations
-configuration diagrams
-splice locations
-circuit diagrams
-alphabetical index
This manual is in PDF format.To open the manual you need any pdf reader.
If you have trouble opening the manual please do not hesitate to contact us.
CLICK ON THE INSTANT DOWNLOAD BUTTON NOW!
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Mitsubishi Lancer Evolution 4 & 5 Workshop Manuals Full Download
This Workshop Manual contains procedures for service mechanics, including removal, disassembly, inspection, adjustment, reassembly and installation. Figures taken from registration documents are given in metric units only. All other figures are given in SI units with metric units in brackets. Use the following manuals in combination with this manual as required.
EVO 4 (IV) (CN9A) / EVO 5 (V) (CP9A) Service Manuals
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Service manual for Mitsubishi MF 92 4g61, 4g63 y 4g64 engines (english)
Service manual, workshop manual and repair manual for Mitsubishi MF 92 4g61, 4g63 y 4g64 engines. 108 pages with specifications of each area of engine cylinders, fuel management and emission control, pistons ...
It is written in English.
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Mitsubishi Eclipse 92-94 electrical diagrams and wiring diagrams in english
Whether your an expert Mitsubishi Eclipse mobile electronics installer, Mitsubishi Eclipse fanatic, or a novice Mitsubishi Eclipse enthusiast with a 1994 Mitsubishi Eclipse, a car stereo wiring diagram can save yourself a lot of time. Automotive wiring in a 1994 Mitsubishi Eclipse vehicles are becoming increasing more difficult to identify due to the installation of more advanced factory oem electronics.
One of the most time consuming tasks with installing an after market car stereo, car radio, satellite radio, xm radio, car speakers, tweeters, car subwoofer, crossovers, audio equalizer, car amplifier, mobile amp, car amplifier, mp3 player, ipod or any car audio electronics is identifying the correct color car audio wires for your 1994 Mitsubishi Eclipse.
The Modified Life staff has taken all its Mitsubishi Eclipse car radio wiring diagrams, Mitsubishi Eclipse car audio wiring diagrams, Mitsubishi Eclipse car stereo wiring diagrams, Mitsubishi Eclipse car radio wiring schematics, Mitsubishi Eclipse car wiring diagrams and cataloged them online for use by our visitors for free. Our automotive wiring diagrams allow you to enjoy your new mobile electronics rather than spend countless hours trying to figure out which wires goes to which 1994 Mitsubishi Eclipse part or component.
Feel free to use any Mitsubishi Eclipse car stereo wiring diagram that is listed on Modified Life but keep in mind that all information here is provided “as is” without any warranty of any kind and most of the car audio wiring diagrams listed on our enthusiast website are submitted by the Modified Life community. Use of the Mitsubishi Eclipse wiring information is at your own risk. Always verify all wires, wire colors and diagrams before applying any information found here to your 1994 Mitsubishi Eclipse.
1994 Mitsubishi Eclipse Car Stereo Wiring Diagram
Car Radio Battery Constant 12v+ Wire: Red/Black
Car Radio Accessory Switched 12v+ Wire: Blue
Car Radio Ground Wire: Chassis
Car Radio Illumination Wire: Green/White
Car Stereo Dimmer Wire: Black/Yellow
Car Stereo Antenna Trigger Wire: White/Black
Car Stereo Amp Trigger Wire: N/A
Car Stereo Amplifier Location: N/A
Car Audio Front Speakers Size: 4″ Speakers
Car Audio Front Speakers Location: Dash
Left Front Speaker Positive Wire (+): White/Blue
Left Front Speaker Negative Wire (-): Black/Blue
Right Front Speaker Positive Wire (+): White/Red
Right Front Speaker Negative Wire (-): Black/Red
Car Audio Rear Speakers Size: 6 1/2″ Speakers
Car Audio Rear Speakers Location: Side Panels
Left Rear Speaker Positive Wire (+): Yellow/Blue
Left Rear Speaker Negative Wire (-): Gray/Blue
Right Rear Speaker Positive Wire (+): Yellow/Red
Right Rear Speaker Negative Wire (-): Gray/Red
and more
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