3VZ, 1MZ, 2JZ, camshaft duration, valve diameter, and valve lift specifications

[Jason.MZW20]

Some of you may be wondering about some of the finer points of your V6 engine. Well, here they are:

3VZ-FE
Displacement: 2959cc
Intake camshaft duration: 230
Exhaust camshaft duration: 230
Valve overlap: 12 degrees
Intake valve lift: 7.85 mm
Exhaust valve lift: 7.60 mm
Intake valve diameter: 34.0 mm
Exhaust valve diameter: 27.3 mm
Intake valve overall length:
Exhaust valve overall length:
Valve stem diameter:

Valve spring
Free length: 41.4 mm +/- 0.2 mm
Installed height: 28.2 mm +/- 0.016 mm

Valve lifter bucket
Diameter: 30.96 mm - 30.98 mm
Bore diameter: 30.99 mm - 31.02 mm

1MZ-FE (without VVT-i)
Displacement: 2995cc
Intake camshaft duration: 228
Exhaust camshaft duration: 228
Valve overlap: 6 degrees
Intake valve lift: 7.85 mm
Exhaust valve lift: 7.60 mm
Intake valve diameter: 34.0 mm
Exhaust valve diameter: 27.3 mm
Intake valve overall length: 95.50 mm
Exhaust valve overall length: 95.50 mm
Valve stem diameter: 5.5 mm

Valve spring
Free length: 43.66 mm +/- 0.02 mm
Installed height: 33.80 mm +/- 0.074 mm

Valve lifter bucket
Diameter: 30.96 mm - 30.98 mm
Bore diameter: 30.99 mm - 31.02 mm

For reference:

2JZ-GE (without VVT-i)
Displacement: 2997cc
Intake camshaft duration: 233
Exhaust camshaft duration: 236
Valve overlap: 6 degrees
Intake valve lift: 8.26 mm
Exhaust valve lift: 8.41 mm
Intake valve diameter: 33.5 mm
Exhaust valve diameter: 29.0 mm
Intake valve overall length: 98.55 mm
Exhaust valve overall length: 98.55 mm
Valve stem diameter: 6 mm

Valve spring
Free length:
Installed height:

Valve lifter bucket
Diameter: 30.96 mm - 30.98 mm
Bore diameter: 30.99 mm - 31.02 mm

While the 2JZGE has a 45 degree included valve angle versus the 22.5 degrees of the 3VZ/1MZ, it does not considerably outperform the 3VZ/1MZ even with slightly hotter cams and increased valve lift.

In fact, if the engines were equal in camshaft duration, valve lift, and valve diameter, there's a good chance that either "economy" motor would outperform the "performance" oriented motor, if only slightly.

[Silent Runner]

Hey thats pretty interesting to note as a comparison of these engines. It makes me think about about the potential in performance of these engines in side by side comparison as you have. I wonder how much difference there is in these three engines in cylinder head flow, through porting design and finishing levels. the 2JZ should be the highest output engine due to its cam timing, but if a 3VZ, or 1MZ, we issued in higher quality level of porting and finishing, I agree they might well exceed the 2JZ's output overall, esp. with their tuned intake systems. Nice info! Made me think a bit.

[2wickedtoyz]

I did this with excel to further clarify

[fenixus]

^ someone should upload it to their Google Docs and share the document publicly for easy reading and downloads and such

[Jason.MZW20]

Originally Posted by 2wickedtoyz

I did this with excel to further clarify

Pretty clean, I like that. Although, you do list the lowest specs for the 1MZ. In the Solara and Avalon with a 2-way exhaust muffler, power output rises to 200hp / 214lb-ft. The 1MZ is particularly sensitive to exhaust back pressure with those smaller exhaust valves.

There were several different power outputs for the 1MZ w/o VVT-i:

The early 1MZ which you listed (1994-1996)

1997-2001 Gen 4 Camry
194hp/209lb-ft (M/T and Federal)
192hp/207lb-ft (CA emissions with 3 catalysts)

1999-2003 Solara and 1997-1999 Avalon
200hp/214lb-ft
198hp/212lb-ft (CA emissions)

1MZ MR2
210hp / 220lb-ft (stock y-pipe, manifolds, ECU)
Dynos read about 175whp and 188wtq with all stock equipment

[Jason.MZW20]

For further reference, I'll include something that has more of a direct correlation on how much technology has advanced in the 10+ years since the 1MZ. It'd probably be better suited in the Gen6/7 forums, and someone may put it there, but:

2GR-FE/FSE
Displacement: 3456cc
Intake camshaft duration: ~244-252 (est)
Exhaust camshaft duration: ~244-252 (est)
Intake valve diameter: 38.0 mm
Exhaust valve diameter: 32.0 mm
Intake valve lift: 10.9 mm
Exhaust valve lift: 10.7 mm
Overall intake valve length: 105.85 mm
Overall exhaust valve length: 110.4 mm
Valve stem diameter: 5.5 mm

Intake cam lobe width: 15.35 mm
Exhaust cam lobe width: 14.10 mm

Valve spring:
Wire diameter: 3.3 mm
Coil inner diameter: 18.0 +/- 0.2 mm
Free length: 51.7 mm

Notice the valve face diameters and HUGE amount of valve lift. Now you know why the 2GR-FE/FSE should really be considered a 2GR-GE/GSE. It dynos at 276whp and 250wtq when mated to a M/T (2GR-FE only), or 100whp more than the 1MZ from an increase of 0.5L and a large amount of intake/exhaust flow volume.

[Chris Crash]

Sooooo swap some 2GR cams into the 1MZ?

[Jason.MZW20]

Originally Posted by Chris Crash

Sooooo swap some 2GR cams into the 1MZ?

Not possible. The 2GR uses roller-rockers, which is how they achieve such high levels of valve lift without dramatically altering the cam lobe profile. The rocker arm multiplies valve lift.

Plus, both cams (x2) are chain driven and use VVT-i.

The 2MZ intake cams get you 9.85mm of valve lift with the same 228 duration. It'd be much more useful at 244+ duration.

A 2MZ intake/3MZ exhaust 1MZ would look like this:

Intake cam duration: 228
Exhaust cam duration 240 (+12 degrees)
Intake valve lift: 9.85mm (+2mm)
Exhaust valve lift: 8.60mm (+1mm)

3MZ exhaust cams should actually be standard fare for TRD S/C 1MZs as the 1MZ has more difficulty flowing enough exhaust gas volume with smaller exhaust valves than other engines (even the 2AZ uses 29mm exhaust valves, as does the 3UZ V8).

[Chris Crash]

I'll have to look into getting some cams then...

[2wickedtoyz]

very nice nice stuff

[Jason.MZW20]

Originally Posted by Chris Crash

I'll have to look into getting some cams then...

Depending on which route you take, reground cams or 2MZ/3MZ, you have to remember that either of them will affect your valve clearance. With reground cams that have higher duration and higher lift, there's the potential of the cams running the valves out of clearance even with the thickest shims (or shimless buckets) Toyota offers. You'd have to use longer valves to compensate for that. So, things can get mighty expensive. The 2MZ/3MZ cams were made with the stock Toyota shims and valve lengths in mind, but you still have to recheck the valve clearance after installation.

The best thing for all of us to do is just to swap in 2GRs.

[Silent Runner]

Again, cool information! Just a couple of nit picks on the data. It looks like you my have swapped the RPM on the 3VZ-FE and 1MZ-FE, hp and torque data. My info says the 3VZ, peaks at 185hp @ 5200rpm, and 195ft/lbs at 4400rpm. Those are the rpm #'s you gave for the 1MZ, but it seems to me that the 1MZ, made more power and torque but at higher rpm for both. My published info, for the 3VZ, on torque, comes out of old Car & Driver Issues, for 92', and 93' Camry's, the 185hp number is the same as yours on both, but at 5200rpm.
Oh ya, they say it has a 9.6:1 compression ratio too, and you all will love this, the estimated base price for the XLE was $18,500, with a DLX starting at $13,500!

[Jason.MZW20]

Originally Posted by Silent Runner

Again, cool information! Just a couple of nit picks on the data. It looks like you my have swapped the RPM on the 3VZ-FE and 1MZ-FE, hp and torque data. My info says the 3VZ, peaks at 185hp @ 5200rpm, and 195ft/lbs at 4400rpm. Those are the rpm #'s you gave for the 3VZ, but it seems to me that the 1MZ, made more power and torque but at higher rpm for both. My published info, for the 3VZ, on torque, comes out of old Car & Driver Issues, for 92', and 93' Camry's, the 185hp number is the same as yours on both, but at 5200rpm.
Oh ya, they say it has a 9.6:1 compression ratio too, and you all will love this, the estimated base price for the XLE was $18,500, with a DLX starting at $13,500!

The 3VZ also produced 200hp @ 5400rpm and 207lb-ft @ 4400 overseas with a few tweaks (mostly AFR).



That's a 3VZ MR2 dyno (4th gear, M/T), but it is tuned with a GReddy E-Manage Ultimate (piggyback) using the A/T 3VZ ECU,has a custom y-pipe, and ported heads/manifolds. I'd expect around 10-15whp less in a stock Camry 3VZ M/T.

Right around 5800rpm is when it starts producing VVT-i/BEAMS 3SGE peak torque levels, which is an indication the motor is running out of breath. These engines need cams with more duration and valve lift for the top-end. Peak power should come just before redline, not well short of it.

The torque curve is quite nice in the low-mid range.

[Bdub215]

could we add the 1mz vvt-i to this list? I'm curious about something...

[Jason.MZW20]

Originally Posted by Bdub215

could we add the 1mz vvt-i to this list? I'm curious about something...

1MZ-FE VVT-i
Intake camshaft duration: 236 degrees (static)
Exhaust camshaft duration: 236 degrees
Overlap: 6 degrees (static), variable with VVT-i active

Valve lift specifications may have changed though Toyota provides no data. Usually when no data is given, it is similar to previous iterations.

Estimates
Intake valve lift: 7.85-8.85mm
Exhaust valve lift: 7.60-8.60mm

Other data is similar to 1MZs without VVT-i

Because a decent power gain was not realized (+10hp, +6lb-ft to 210hp/220lb-ft), you could assume valve lift characteristics were NOT changed and the resultant power increase came from longer duration cams coupled with intake variability. Only the Highlander's VVT-i 1MZ produced 220hp/222lb-ft due to a largely shortened rear bank exhaust manifold coupled with a completely different and still unequal y-pipe.

The 3MZ's exhaust valve lift was increased 1mm because Toyota did not increase the valve face diameter to 28 or 29mm. Duration was further increased to 240 degrees to help the larger displacement engine expel its exhaust gas even with physically smaller valves than other Toyota engines.