The 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 and stroke size of. 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. The [|FV2400-2TC] derivative is one of the few road-going engines that is FAA approved for use in an airplane. Its resemblance to a race engine platform was confirmed in 2007 by David Currier, 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 had not been planned. In its standard, original trim with 10.0:1 compression, power output is, torque of. 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 at 5,400 rpm and torque of at 4,400 rpm. 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 at 5,900 rpm and at 4,100 rpm. For the GS400, output was rated at at 6,000 rpm and at 4,000 rpm. The 1UZ-FE was voted to the Ward's 10 Best Engines list for 1998 through 2000. Applications :
The 2UZ-FE was a 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-revving, high-torque pickup and SUV applications. Its bore and stroke is. Output varies by implementation, but one VVT-i variant produces at 4800 rpm with of torque at 3400 rpm. JDM versions produce at 4800 rpm and at 3600 rpm, while Australian models produce at 4800 rpm and at 3600 rpm. Like the 1UZ-FE it has aluminum DOHCcylinder heads, MFI fuel injection, 4 valves per cylinder with bucket tappets, one-piece cast camshafts, and a cast aluminumintake manifold. For 2010, it was replaced by the 1UR-FE or 3UR-FE, depending on the country. Applications :
The 3UZ-FE, is a version built in Japan. Bore and stroke is . Output is at 5600 rpm with 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 Super GT race cars up to 2009 and a 5.0L version was used in the Grand American Road Racing Series. Applications :
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 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.
VT300i
In 1998, a marine derivative of the UZ powerplant was produced for boating applications. The 4.0 L VT300i engine, producing at 6000 rpm and at 4200 rpm, used the same block as the UZ engine on the Lexus SC 400, GS 400, and LS 400. Applications :
