3.4L (5VZ-FE) Conversion

5VZ-FE Swap

Categories: ->


Note: Feb. 2013 – This article has been heavily revised to correct some information and provide much additional information. If you have read our technical article before, please read it again.

We have completely changed our ‘kit’ offerings for this conversion. Kits have been broken into smaller sections to better accommodate individual customer needs, in an effort to keep the expense of this conversion as efficient as possible. Please see our recommend parts reference for more information.

Off Road Solutions (ORS) has been performing the Toyota 3.4L (5VZ-FE) engine conversion since 2002, making us an innovator in this niche. We offer many conversion parts and technical aid related to this conversion. We have performed and assisted 3.4L swaps into a variety of vehicles; including older Toyota Trucks/4Runners, LandCruisers, rock crawlers, race vehicles, Jeeps and other unique applications. Our parts and expertise are derived from many years of performing and assisting customers with this conversion. This article contains information that should be helpful when considering and performing this conversion.

The 3.4L, 5VZ-FE was released in 1995 with the T100 & Tacoma trucks. It is the successor to the 3.0L, 3VZ-E. The engine code means that it is the 5th engine in the “VZ” family. “F” represents dual overhead camshafts in each engine head. The intake camshaft is driven by the timing belt, which turns the exhaust camshaft by way of a “scissor” gear. The “E” represents electronic fuel injection. This engine is found in 1995.5-2004 Tacoma, 1995-1998 T100, 1996-2002 4Runner and 2000-2004 Tundra models.

There are many advantages that lead people to use this engine in place of other conventional choices. The 3.4L uses better technology than most truck engines of its day. It is lightweight, yet powerful; producing 190HP at 4800 RPM and 220 lb-ft torque at 3600 RPM. It is equipped with a smooth Toyota multi-port fuel injection system, using a distributor-less ignition system and OBDII diagnostics. Its dual overhead camshaft design makes it efficient on fuel and offers great opportunity for power upgrades. This engine does well with forced induction modifications, such as the popular TRD Supercharger system. This engine also fits very well into a Toyota truck or 4Runner. Due to its size and components, the conversion can look “factory”, if performed properly. Don’t forget- one huge advantage is the “cool factor” of swapping in a late-model Toyota engine!

Back To Top

Engine Mounts

The 3.4L 5VZ-FE is equipped with a similar mounting system to that of older Toyota Trucks/4Runners. For this reason it is a direct bolt-in for some applications.

With the use of block mount brackets and rubber insulators from a 3.0L 3VZ-E application, it will bolt straight into the frame mounts of a 3.0L vehicle. In some cases, this can also be done using the block mount brackets and rubber insulators from a Tacoma donor application. The preferred block mount bracket set is of cast steel construction and can normally be found on ‘90-’95 3VZ-E applications.

When performing this conversion in a 3.0L vehicle, the original transmission will also bolt straight to the engine in its original location.

When performing this conversion on applications originally equipped with a 22R/22R-E, the engine frame mounts will require modification or replacement, due to the dimensions and orientation of the 3.4L engine. Once the frame mounts have been modified or replaced, the 3.4L can be easily installed using 3VZ-FE block mount brackets and rubber insulators. ORS offers frame brackets and engine mount solutions for a variety of applications.

ORS also offers our 3.4L Performance Engine Mount Set for applications that require a heavy duty mounting system, such as racing or rock crawling. This mount set requires frame mount modification in every application. ORS offers frame brackets to accommodate our 3.4L Performance Engine Mounts in a variety of applications.

3.4L Performance Engine Mount

3.4L Performance Engine Mount

Back To Top

Manual Transmission

There are 3 Toyota manual transmissions that will bolt-up to and work with the 3.4L 5VZ-FE.

The first is the R150 that is found in models with the 3.0L 3VZ-E. This transmission will bolt to the 3.4L using its own bell-housing. This 5-speed manual transmission is nearly identical to the unit placed behind a 5VZ-FE from the factory (also called the R150). The only note-able external difference between the older and newer R150 is the length of the input shaft, the depth of the bell housing, and the bolt pattern on the rear (4×4 models). The later (3.4L) version uses a longer input shaft and deeper bell housing. The newer version also uses a driver side output transfer case (except T100 models) with a different bolt pattern. This often means it is easier and more economical to use the older R150 from a 3.0L application.

The second manual transmission that can be used is the R151 manual transmission, found behind a 22R-TE (turbo). The 4×4 version is mated with a gear driven transfer case that is equipped with a beefy 23 spline input; one of the strongest transfer cases found in a Toyota, and a popular choice in the rock-crawling arena. The R151 also has a lower first gear ratio. This transmission will require the use of a bell-housing from a 3.0L R150 when used behind the 3.4L 5VZ-FE engine.

The third manual transmission that can be used is the R150 found behind the 3.4L 5VZ-FE engine, w/ its own bell-housing. In 4×4 models this transmission was mated to a LH drop transfer case. The only exception is the T100 version, which used a RH drop transfer case. The 3.4L R150 has a unique bolt pattern at the rear that will require the use of an after-market adapter to install a RH drop transfer case. This adapter will require the customization of a gear-driven Toyota transfer case, equipped w/ a 23 spline input shaft and a ‘top-shifting’ configuration. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case.

The flywheel from either the 3.0L or 3.4L engine can be used. In many cases, the 3.4L version is slightly larger, thus offering a little more strength. A pressure plate, disc and pilot bearing that match the flywheel application can be used. The release (throw-out) bearing needs to match the bellhousing that is being used; a 3.0L application for the old R150/R151, and a 3.4L application for the newer R150. ORS offers clutch kits and individual clutch parts for this conversion.

If using the 3.0L R150 in a 1984-1995 model originally equipped with a 22R/22R-E, the transmission crossmember from the R150 vehicle can be used to bolt the transmission into place without modifications. The drive-shafts from a matching model (wheelbase and 4WD configuration) can also be used to avoid costly modifications to the existing drive-shafts.

If you are using a manual transmission, we recommend using 3.4L donor parts from a manual transmission donor vehicle. This is largely due to a difference in electronics. The engine ECU (computer) and the engine wiring harness are different from manual (MT) to automatic (AT) applications. In an automatic application, the engine ECU is also used to operate the transmission. When an automatic ECU is used in a manual transmission application, there are many trouble codes triggered, due to the absence of the transmission sensor and solenoids. In addition to a ‘check engine’ light that never turns off, this may lightly alter the engine performance in some cases. To some people these issues are OK; in this case the AT stuff can be used and we can still provide parts for such a conversion.

In some situations we have found that a manual transmission donor vehicle can be difficult to locate. For this reason we have helped ‘convert’ many AT donor setups to work with an MT setup. With 1998 and later models this can be done by simply using an MT ECU from the models. With 1995-1997 models this will require the use of an MT ECU and engine harness combination.

Back To Top

Automatic Transmission

There are 2 automatic transmissions that will work with the 3.4L engine conversions.

The first is the A340, found behind the 3.0L 3VZ-E engine, used in Trucks/4Runners and T100s; 1988-1995. The 4×4 version of this transmission was equipped with a unique transfer case (Truck/4Runner models), using a computer-controlled shift solenoid for the low-range function. When using this transfer case in a 3.4L conversion, an additional control circuit must be added to the wiring for the operation of the L4 solenoid. ORS can accommodate this circuit in our conversion wiring harness.

The other obstacle when using the 3.0L A340 in this conversion is the input speed sensor. The sensor in this transmission functions differently than the sensor used in the 3.4L AT applications. While this can be driven, it results in an imperfect shift pattern and continuous trouble code. The exception to this problem is a T100 application, where the 3.4L transmission used the same sensor type as the 3.0L A340 transmission. For this reason, using a T100 donor application (or at least the ECU) will result in perfect shifting and no trouble codes when using the 3.0L A340.

In some cases, the use of a 3.4L neutral-safety switch due to connector shape may be required. Also, note that the 3.4L engine harness will require some connector modifications when using the 3.0L A340 transmission.

The second automatic transmission that can be used with the 3.4L engine conversion comes from a 3.4L 5VZ-FE application, and is also called the A340. This A340 is very similar to the older version, but contains small upgrades to the torque converter, planetary gearsets, and the forward clutch.

The transfer cases found behind the 3.4L A340 in 4×4 Tacoma/4Runner/Tundra models have a LH front drive output, all 1995 and earlier Toyota 4x4s use a RH front drive output. There are external differences between the new and old A340 that prevent the use of an older transfer case. For this reason, an adapter is available that allows the installation of an earlier gear-driven transfer case to the 3.4L A340 auto transmission. This RH front output, gear-driven Toyota transfer case must be equipped w/ a 23 spline input shaft and a ‘top-shifting’ configuration. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case.

If using the 3.4L A340 from a Tacoma/4Runner/Tundra application in a 4×4 vehicle during this engine conversion, the use of a different transmission oil pan will also be required for front driveshaft clearance. The proper oil pan is from a T100 application. ORS offers the parts to properly swap the transmission pan.

When using the 3.4L A340, the transmission cross-member and drive-shafts will likely require modification. The use of a 3.4L shifter assembly or modification to an existing 3.0L shifter will also be required.

When doing a 3.4L 5VZ-FE conversion with an automatic transmission, these parts must come from a 3.4L donor vehicle with an automatic transmission. This is largely because the engine harness and ECU contain much of the control circuit for the transmission.

Back To Top


The wiring can be one of the more complicated parts of this conversion. The 5VZ-FE (3.4L) fuel injection system is different from that of older Toyotas. This means the 5VZ electronics will have to be in installed in the recipient vehicle, in order to make this engine swap possible.

There are 3 primary parts of the OEM 5VZ-FE fuel injection circuit. The first is the engine wiring harness. This is the harness that is primarily attached to the engine. This is sometimes called the injector harness. This harness connects many of the engine components such as the fuel injectors, ignition coils, air flow meter, etc. to the engine computer and the body harness.

The second part is the Engine Control Unit, or ECU. This is also called the Engine Control Module, or ECM. Sometimes it is just called the engine computer. This is the heart of the fuel injection system. This maze of solid state circuitry uses various input signals and outputs to control the engine.

The third part of the 5VZ-FE electronic fuel injection circuit is the body harness. This is sometimes called the “dash” harness or the “main” harness. It stretches across the inside of the dashboard and sometimes into the engine bay. This harness is the largest harness in the vehicle and carries the majority of the vehicle’s circuits. About 40% of the 5VZ-FE fuel injection wiring circuit is contained in this harness.

The engine wiring harness and ECU are easy to install in another vehicle when performing this swap, but the real challenge comes about when it’s time to take care of that last 40%. The ORS Conversion Harness is a great solution to this problem. Our conversion harness is designed to provide that last 40% of the 5VZ fuel injection wiring circuit. This harness connects directly to the 5VZ ECU and engine wiring harness. If the recipient vehicle is a Truck/4Runner w/ fuel injection, this harness also plugs directly into the older Toyota. The original wiring in the recipient vehicle is not altered or changed in order to accommodate the ORS wiring harness. The ORS Conversion Harness will also include the necessary emissions equipment wiring for your application. Additionally, this harness is designed to accommodate your OEM gauges (tachometer will require some additional work during the install), air conditioning, speed sensor, reverse lights, 4×4 system and 4×4 indicator lamp. The installation is almost entirely plug-in with only a small amount of splicing required.

The alternative is to re-wire your entire vehicle with a newer body wiring harness, or wire the engine circuit into your existing electrical system.

Another electrical item to consider is the battery. The 3.4L throttle body inlet faces the RH side, often requiring that the intake system (intake tube, air filter/box) is mounted on the RH side. This requires relocation of the battery. It is very common to re-locate the battery to the LH fender area, while others move the battery out of the engine bay entirely. ORS offers products that will help re-locate the battery to the LH side.

Back To Top

Oil Pan

Most 3.4L engines are equipped with an oil pan that is not compatible w/ most recipient vehicles. If the 3.4L donor application is a Tacoma, 4Runner, or Tundra, a different pan is needed to fit the suspension and steering in older Toyotas and other recipient vehicles. The oil sump on the above applications is in the front of the engine, where the steering and differential will interfere. The proper oil pan parts are from a 5VZ-FE T100 application. 4×4 T100 oil pan parts work w/ Truck/4Runner 4×4 IFS suspension applications, while 4×2 T100 oil pan parts work w/ Truck/4Runner 2WD and ‘solid axle’ (SAS) applications. Other oil pan-related parts, such as the oil sump and dipstick parts, are also required when converting the oil pan. The oil pan found on the 3.0L 3VZ-E engine can be used on the 3.4L 5VZ-FE during this conversion. However, the remaining oil pan conversion parts are still needed from a 5VZ-FE T100 application.

Another concern is the oil dipstick placement. The dipstick on all Tacoma, 4Runner, and Tundra models is in the front of the engine, in the oil pump housing. During this conversion, the dipstick must be moved toward the rear of the engine. 1999 and earlier models have a machined hole with a removable plug, where the dipstick is installed. This plug can be found directly underneath the driver side engine mount, just above the oil pan (see illustration).

Machined hole with removable plug

Machined hole with removable plug

2000 and later models do not have this provision. These models will require drilling a hole in this location.

Off Road Solutions offers a variety of oil pan kits, from ‘full’ equipped kits, to kits without a pan (when re-using the 3.0L oil pan), to kits for converting a T100 oil pan setup from 4×4 to 4×2. ORS also offers a ‘Dipstick Drill Guide’ to aid in the process of drilling a dip-stick-relocation hole on 2000 and later engines.

Back To Top


The OEM 3.4L exhaust uses a crossover pipe that collects the two manifolds and routes behind the engine, above the bell-housing. This pipe, however, exits on the RH side. This can pose a problem when installing this engine into an older Toyota, which has the exhaust system on the LH side. It is more difficult to route the exhaust down the RH side, due to brake and fuel lines, the transfer case, and the fuel tank.

There are a few common exhaust setups used during this conversion.

One very common exhaust setup uses the original exhaust manifolds from the 5VZ-FE, connected by a custom crossover pipe, designed for this conversion. ORS offers a custom crossover pipe, similar to the 3.4L OEM unit, but collects both banks on the LH side. This will allow a cleaner and easier exhaust system installation by “dumping” the exhaust on the proper side of an older Toyota, keeping the undercarriage free of any crossover exhaust pipes. With the ORS crossover pipe, a simple single-pipe exhaust system can be built to complete the exhaust system. If the original exhaust system is the proper diameter, it can be easily fabricated to connect to this crossover pipe.

ORS 3.4L Exhaust Crossover Pipe

ORS 3.4L Exhaust Crossover Pipe

Another common exhaust setup is based around exhaust headers, when additional performance is desired. Aftermarket headers designed to collect under the vehicle are required. With this setup, exhaust is routed down both sides of the engine to a custom crossover pipe underneath the vehicle. Care must be taken when routing the exhaust down the RH side due to fuel lines, brake lines, the front drive shaft, and the fuel tank. The exhaust banks must collect before the first O2 sensor and catalytic converter. This method certainly costs more time and money, but will offer more airflow through the engine. If the donor engine does not have EGR, we recommend purchasing a header set specifically manufactured for non-EGR applications, as the EGR port often interferes with the steering shaft during this conversion.

Another method is to use the original 3.4L exhaust crossover pipe and route the exhaust system on the RH side of the vehicle, normally crossing over to the LH side before reaching the fuel tank. In this case, care must be taken around the fuel and brake lines/hoses on this side of the vehicle.

We recommend researching the local regulations to ensure the exhaust modifications will be legal. If the donor vehicle had 2 catalytic converters (normally 2001 and later models), 2 converters are needed to satisfy the ECU’s catalytic monitor. If the donor vehicle only had 1 converter, 1 good replacement will suffice. 2 oxygen sensors are used on all 3.4L applications. The primary is placed before the catalytic converter(s), but after the banks collect. The other (secondary) is placed after the catalytic converter(s). We recommend using 2.25″ to 2.75″ diameter exhaust components, depending on your performance plans.

The primary O2 sensor (or Air/Fuel Meter in some applications) is essential to the operation of the engine. The ECU uses this sensor to monitor the oxygen content in the exhaust and continuously optimize the air/fuel ratio. This is important for both power output and fuel efficiency. The secondary O2 sensor is used by the ECU to determine the efficiency of the catalytic converter, by comparing it’s readings to that of the primary sensor. The absence of the secondary O2 sensor or catalytic converter will cause a ‘catalyst inefficiency’ trouble code, triggering the check engine light. In some cases, the ECU may also operate on a slightly altered fuel map, affecting engine performance.

Back To Top

Cooling and Plumbing

The cooling system is relatively simple in this engine conversion. The use of a 3.0L 3VZ-E radiator is recommended for older Truck/4Runner applications. This radiator will bolt directly into the existing radiator mounts and will cool this engine sufficiently, even in hot climates. The preferred radiator can be found in ‘89-‘95 V6 Truck and ‘90-’95 V6 4Runner applications. The upper radiator hose from a 3.4L application works well with this radiator. ORS offers a custom lower radiator hose that also works well with this radiator.

Heater hose installation is relatively simple. The heater hose layout found in older Truck/4Runner applications is relatively easy to duplicate when converting to the 3.4L 5VZ-FE. A combination of 3.4L and original hoses can sometimes be used. ORS also offers heater hoses that are selected to work well in this engine conversion.

Due to the nature of the belt pulley, it is best to use the power steering pump from the 3.4L application. 3.0L 3VZ-E application power steering high-pressure and low-pressure hoses can often be re-used during this conversion. ORS offers high and low pressure power steering hoses for replacement purposes or 22R/22R-E applications.

The 3.4L 5VZ-FE uses a high-pressure fuel system with a return line, like a 22R-E or 3VZ-E application. A 22R-E or 3VZ-E fuel pump is normally sufficient to operate the 3.4L engine. With the use of a supercharger, a fuel pump upgrade is recommended.

In 22R-E and 3VZ-E applications, the 3.4L engine can be connected to the existing high and low pressure fuel ports in the engine bay. The stock high pressure fuel hose on the 3.4L is normally not long enough to connect to the existing HP port. ORS offers a small extension or a full replacement high pressure fuel hose for these applications. 3.0L 3VZ-E applications can also utilize the existing fuel filter (located on the frame, under the vehicle). 22R-E applications will require the addition of a fuel filter, as the 22R-E fuel filter is mounted to the engine block. ORS offers a high pressure fuel hose with a built-in fuel filter for 22R-E applications.

For applications with no high pressure fuel system already in place (such as carbureted vehicles), ORS offers custom high-pressure fuel hose setups.

Back To Top

Hood Clearance

The 3.4L 5VZ-FE is physically too tall to fit under the hood of a 1979-1995 Truck/4Runner without modifications. The intake plenum is taller than that of the 3VZ-E, not allowing the assembly to fit between the front suspension and the hood. We have found that a small amount of hood trimming or a 2″ body lift will cure this problem.

When cutting the hood, we have found that a small cosmetic hood scoop will cover the hole cleanly. The necessary clearance hole is a little larger on the ’84-’88 body style, and a TRD supercharger will require a larger clearance hole.

On some 1989-1995 trucks and 1990-1995 4Runners, we have also found that simply removing the bracing under the hood provides barely enough clearance, without cutting the hood panel itself. However, this is not always the case.

Back To Top

Parts Required

When shopping for the parts in this conversion, there are a few groups of parts to consider.

  • Donor Parts – The engine itself and the OEM parts associated with it. These parts are often found in a salvage yard. Another way to obtain the donor parts is to purchase a complete vehicle (normally wrecked) w/ a 3.4L 5VZ-FE engine.
  • Conversion Parts – Parts that cannot be found on the donor or recipient vehicles. Some conversion parts are required to complete the swap, while some may not be required, but make the conversion easier or cleaner. ORS offers many conversion parts and kits to aid in the 3.4L engine conversion.
  • Service/Repair Parts – When doing this conversion it is a good idea to replace simple service/repair parts that need attention. These parts may include spark plugs, drive belts, filters, timing belt, seals, etc. Many of these parts are available through ORS at competitive prices.

Donor Parts

This is a list of the OEM parts required from a 3.4L 5VZ-FE equipped vehicle. These are normally used parts. If parts are purchased through a salvage yard, we recommend purchasing this entire list as a ‘package’ deal from the same vehicle. Many of the parts listed below are normally on the engine.

  • 5VZ-FE long-block; new, remanufactured, or used
  • Both exhaust manifolds (unless using a header system)
  • Intake manifold
  • Intake plenum with throttle body
  • All items on engine related to fuel injection such as injectors, fuel rail, VSV’s, sensors, throttle body, etc.
  • Alternator and brackets
  • Power steering pump and brackets
  • A/C compressor and bracket
  • Spark plugs
  • Spark plug wire set
  • Cylinder coil packs (3)
  • Battery cable harness
  • Engine (injector) wiring harness
  • ECU (engine computer)
  • Igniter assembly (flat, square shape, near intake box)
  • Intake system- tubing, air box, air filter. If upgrading to an aftermarket intake system, only the air flow meter and hardware will be necessary.
  • Air flow meter
  • Evaporative canister (optional)
  • Evaporative vapor pressure sensor
  • Evaporative vapor pressure VSV
  • Evaporative purge VSV
  • Starter (3VZ-E starter can also be used)
  • Flywheel with mounting hardware (unless using 3VZ-E flywheel) M/T
  • Oxygen sensors (2), one on each end of catalytic converter
  • OEM oxygen sensor exhaust ports (welded to pipe)
  • All the OEM hardware you can get your hands on…
  • Automatic transmission assembly w/ torque converter (optional) A/T **
  • Shifter assembly (optional) A/T **
  • Transmission cooler hard lines (optional) A/T **
  • Transmission lower inspection cover (optional) A/T **
  • Drive plate and mounting hardware (optional) A/T **
  • Torque converter x drive plate mounting bolts (optional) A/T **
  • Gear driven transfer case – 23 spline, top shifting configuration (4×4, optional) A/T **

**Items only needed for A/T applications where 3.4L A340 transmission is used

The following parts are required from a 3.0L 3VZ-E application:

  • Radiator, preferably ‘89-’95 Truck, ’90-’95 4Runner
  • Fan Shroud
  • Radiator Fan (3.4L fan will also work)
  • 3.0L fan clutch assembly (3.4L clutch will also work)
  • Engine Mount Brackets, if using OEM style mounts, preferably ’91 and newer
  • OEM hardware for transmission and engine mounting
  • Oil pressure sending unit (if equipped with oil pressure gauge), 22R app. also OK

Back To Top

Conversion Parts, Service and Repair Parts

Click on the heading to see the application guide for that category.



Engine Mounts

Oil Pan

Cooling/Fuel/Power Steering

Clutch and Manual Transmission

Automatic Transmission

Service Parts and Installation Accessories

Back To Top


Off Road Solutions offers full installation service for this engine conversion. We pride ourselves in performing a swap that looks original. We are very detail-oriented and take the time to be sure that the parts are properly installed, and the swap is fully tested. We do all that we can to ensure that problems due to installation will not occur down the road. We can also add performance modifications, such as performance headers and exhaust, a supercharger, and custom gauges. You will find some of our previous installations in the Shop Projects and Customer Rigs sections of this website. If you are interested in an installation, feel free to contact us.

Back To Top


  • Derrick Thornton says:

    I have a 1997 4runner with body rot that runs awesome. If I was swapping it into a blown 1995 3.0 What would be the best way to do it. Would using the front axle from the 1997 fix clearance problems? Will the axle fit? What mods would be required to do the axle swap? Would I gain anything? Do I need to swap both? The axle ratios may create a problem.
    Derrick Thornton

  • chris rosacker says:

    This looks cool. I am slowly losing my 3.0 in an 89 truck and I would love to find somebody in New Mexico that will do this for me. Let me know if you know of anybody!!

  • Nikolas Key says:

    Is there a write up for a conversion from a 96-04 Tacoma 2.7L 3RZ-FE to a 3.4L?

    • ORS says:

      There is not a specific write up for your application yet. The major components/costs to deal with include: the use of a V6 transmission, modifying the engine mount brackets on the frame, changing driveshaft length, and a possible upgrade to a V6 radiator. Depending on the engine and vehicle applications, custom wiring or a conversion wiring harness may be necessary. In this case, the Off Road Solutions Conversion Wiring harness can be used. You are welcome to call with any additional questions or for pricing on a conversion wiring harness.

  • wyoming09 says:

    With this gold mine of information.

    I will for sure source any needed parts

    As I swap a 3.4 into a former 22RTEC Pick Up

  • Paul Cuenin says:

    I have a 90 4runner 3vze manual trans 4×4 did the rebuild last year and want to do 3.4 swap I am wondering if my LCEngineering headers from the 3vze will fit the 3.4 do you know if they have the same hole placement and mounting?

  • Craig says:

    I have a 1992 with 3.0L V6. I did a SAS conversion and would like to find a compatible oil pan that would provide more clearance at the front of the engine. Would you happen to have info on a ’92 3.0L oil pan that would be compatible. Shot in the dark but looks like you have some experience in this area 🙂

    • ORS says:

      You need the oil pan, oil sump (pick-up tube), baffle (between block and pan) and the dipstick from a 1993-1994 2WD 3.0L T100 application. We can sell you the oil pan and dipstick, but the baffle plate and oil sump are no longer available new. You will want to locate these components used or fabricate/modify your existing components to fit the necessary oil pan.

  • corey says:

    This is great feed back and info thanx

  • corey says:

    I would like to do the 4 cylinder swab and get rid of my 3.0

  • Cole says:

    I have a 92 4Runner with the 3.0L and would like to do the swap to the 3.4L. I have a 4′ procomp stage 2 kit in it so with the 4′ drop brackets would i still need to change the oil pan? or is the oil pan not compatible because of where the steering rods are?

    • Mike Caskey says:

      Your application will still require the same oil pan conversion as it would in ‘stock’ configuration. Although you now have more differential x oil pan clearance, you will still need the ‘4×4 IFS’ style oil pan to clear your steering components.

  • reuben says:

    thanks for the great info. I have a 94 T100 4×4 with a 3.0 that has a broken crank. I know to fix this problem would be between 3-4grand. would it just be better to find a 3.4 and would that mod pretty close to installing another 3.0. thanks for any help you offer.

  • joe says:

    i have a 92 x cab sr5 4×4 with a 3.0 liter m/t . got blown head gaskets so im looking for an engine and was actually thinking of doing a 4.0 toy swap but i see now after reading all this info it looks like the 3.4 is the way to go my question is if i do this swap using the 3.4 what kind of money am i looking at spending to do this engine swap ? thanks.

    • ORS says:

      The conversion costs can vary greatly. Used engines (along w/ the needed ‘donor parts’) normally range from $1,000 to $2,000. A helpful collections of conversion parts commonly purchased through ORS normally range from $900 – $1700, really depending on condition of certain parts and some performance options. It is also helpful to leave some money in the budget for exhaust work, an intake system and any small surprises that may arise during the process.

  • John Reilly says:

    I have a 2001 Tacoma 4X4 originally was 2.7L manual
    A 3.4L with auto transmission from a 1998 fourunner was put in, everything seems to be there except the wiring harness under the dash is a mess with spliced wires. I can continue to trace and match the correct wires which seems to be a nightmare. Would your harness work for the one under the dash?

    • ORS says:

      We build a version of our ‘Conversion Wiring Harness’ that is a simple solution to the wiring in your conversion. You will need to call for pricing; the size and scope of this conversion wire harness varies based on the engine and vehicle applications.

  • Cordell Taylor says:

    So what bell housing do I need? The one from the 3.0 or 3.4? And how much is instillation through you guys?

    • Mike Caskey says:

      You will want to use the bell housing that matches your transmission application. While the 3.0L(3VZ-E) and 3.4L(5VZ-FE) versions of the R150 transmission are very similar, their input shafts are different lengths, requiring the proper bell housing to match. The only exception to this rule is the R151 transmission from a turbo-charged 22R-TE vehicle. This transmission will require the use of a 3.0L application bell housing when used with a 3.4L engine.

  • Cordell Taylor says:

    I’ve got a 92 pickup 4×4. How would the 4×4 work after I do this like is there anything I need to change?

    • Mike Caskey says:

      If your ’92 has the ADD (Automatic Differential Disconnect) system, it will continue to work as it did originally with the use of the ORS Conversion Wiring Harness. Our wiring harness will once again complete this circuit in your ’92 after the removal of the original engine and related wiring. Our harness also provides the necessary wiring to ensure the 4WD indicator light continues to function. With many 88-95 automatic transmission applications, the transfer case uses a unique computer-controlled system to shift into Low Range. In this case, this circuit is once again completed with the ORS Conversion Wiring Harness and will function as is should when the conversion is done.

  • Irving Renewal says:

    I have a 92 Toyota Motorhome with 3.0 automatic. I’d like to swap in a 3.4 but have a couple questions after studying this site. First, if I use my A340 trans, do I just need a later T100 ECU to make it work correctly with the 3.4? This site seems to suggest that. If so, will this ECU also work with a later model 3.4 from a vehicle other than a T100? I’d like to get a late model engine with low miles. Third, does the conversion wiring harness that you offer couple the original under dash harness to the new ECU, or does it replace the under dash harness completely? Thanks for this great, information-filled website!

    • ORS says:

      We appreciate your input on the website. You will need a T100 ECU to properly operate your ’92 A340 transmission. 3.4L T100 applications range from 1995-1998. A T100 ECU will require the use of an engine wire harness from the corresponding year (any 3.4L model will work). For example, a 1998 T100 ECU will require the use of a 1998 T100, Tacoma or 4Runner engine wire harness. However, a T100 ECU and corresponding engine wire harness can be used on any 3.4L engine, including later year models (in some cases this also requires changing a few sensors). Our Conversion Wire Harness couples the original (’92) under-dash harness to the 3.4L engine wire harness and ECU – your under-dash harness will stay in place.

  • John says:

    Could I bolt a 3.4l out of a 98 auto 4runner into a 93 manual 4×4?

    • ORS says:

      Yes, this can be done. The clutch/flywheel from a 3.4L or 3.0L will work. An M/T engine ECU (computer) and sometimes engine wire harness is also recommended. Take a look at our tech article, specifically the wiring and transmission sub-sections.

  • John says:

    I want to keep my tyranny and clutch. Just bought a new one

  • Glenn Ehrhardt says:

    Hey Mike, my son has a 1994 Toyota Pick Up with a 3.0 w/ 5 Speed Manual Transmission. We have to date blown two of these engines. The first engine was a blown head gasket, now the second engine threw a rod out the side of the block. I am trying to decide if the smart decision would be to buy another 3.0 install and sell or upgrade by purchasing a 3.4 and doing the conversion. The transmission is in good shape, new clutch, pressure plate,release bearing.
    I guess my biggest question, what would you guesstimate the conversion cost to be ?

    Thanks for the article very well written and detailed.

    • ORS says:

      Glenn, sorry for not replying sooner. Engine conversions normally cost more money and will require more labor than an engine replacement, but in this case will yield noticeably more power and reliability. That being said, the 3.4L conversion is the most cost effective and simplest swap for your 1994 application. Your 1994 transmission and clutch components can be used and work well with the 3.4L engine. The conversion costs can vary greatly. Used engines (along w/ the needed ‘donor parts’) normally range from $1,000 to $2,000. A helpful collection of conversion parts commonly purchased through ORS normally range from $900 – $1700, really depending on the condition of certain parts and some performance options. It is also helpful to leave some money in the budget for exhaust work, an intake system and any small surprises that may arise during the process.

  • Chris w. says:

    Have a 1990 dually that I would like to convert. I know the 3.4 swap works for 4 runners, but will it work in a non 4×4 application? I am concerned about clearance

    • ORS says:

      This conversion will also work w/ your 2WD 1-ton (dually) model. Customers have performed this conversion in their standard 2WD trucks along w/ some 1-ton models (including motorhome/RV conversions). Everything will fit the same w/ the exception of our Exhaust Crossover Pipe, which will interfere with the shift mechanism on the side of the transmission, due to the column-shift setup. This has been cured by either converting to a floor shifter or using shift mechanism parts from a later model.

  • bryan carothers says:

    I have a 95 4runner 4 x 4 with the 3.0 and would like to put the 3.4 in it. Will hood trimming be necessary, do the motor mounts match up and will it bolt up to the transmission with any issues? Will I also need a new computer for the new engine? I’m going to try this myself but i want to know how difficult it will be.

    • ORS says:

      Brian, give the tech article here a good read. All of your questions are answered in it and it will give you lots more information on the swap. Let us know if you need any help!

  • Ben Hart says:

    Will a bell housing from a 2.7 bolt to a 3.4 I hatched my 2.7 and am looking to swap in a 3.4 for some extra ponies

    • ORS says:

      The 2.7L came with a ‘W’ series manual transmission and the 3.4L uses an ‘R’ series manual transmission. The R series is stronger for the larger engine. You will need an R series transmission and bellhousing for the this engine; the R150 from a Tacoma/4Runner 3.4L engine application would be the simplest option.

  • Ernel Galsim says:

    I am interested in a 3.4l conversion in my 1989 4Runner (1st gen). However, I already have a chevy 4.3l in it which I am not happy with. I would like a quote on the cost for you to do the conversion. It has a 1994 4.3l v6 with 4l60e transmission using advanced adapters adapter into a Toyota transfer case. I would like to have A/C in the vehicle, as well as an automatic transmission.


  • chris bush says:

    Hi, I have a 1986 4 runner with a 22RE , w56 5sp trans. top shift t-case.
    When doing this conversion (4.3L) am I able to use the w-56 trans…?

    • ORS says:

      Take a look at the manual transmission section in the article above. There are 3 manual transmissions that will bolt up with a 3.4L for this swap, but the W56 is not one of them.

  • tyler says:

    I have a 91 pickup 4×4 3.0 5 spd, the motor is blown and im looking to replace it. ive heard that I could use a 3.4 . If so would it bolt right in? what would need to be changed?

  • jason massey says:

    I have a 91 Toyota pick up 4×4 with the 3.0 v6. I’m looking to swap the motor from a 95 3.4 Toyota what all will I have to do to get this to work??

  • Justin says:

    I have a ’95 4runner and i’m about to get a ’99 4runner thats run great for the engine and transmission and I was just wondering what will I need for the swap to be done. I know I will need the harness, crossover pipe, relocation tray and the rear sump oil pan kit but not sure because i’m french. I would like to know if i’m correct and what else would I need to do it.

  • RC says:

    Looking at your 3.4L conversion tech info:

    Will the 4×2 T100 oil pan work for ’86 4runner IFS? You mention the 4×4 T100 for my vehicle as it is currently, but I might switch to SAS in the future, and changing oil pans twice would be a bite.

    • ORS says:

      The 4×2 T100 oil pan will only work w/ a 2WD or SAS front suspension. It will not allow the clearance necessary for the stock ’88 (IFS) front differential. The 4×4 (IFS) version of the T100 oil pan will work with SAS suspension in some cases, depending on suspension travel and axle placement. We recommend using the 4×4 T100 pan for now since it will be necessary for your current suspension, then checking for clearance once the SAS is complete. At that point you may find the 4×4 pan still fits, or you may have to change the pan and the oil sump to the 2WD type if more clearance is needed.

  • Travis Mayer says:

    I just bought a 1988 4×4 4 runner with a 3.0. It has a blown head gasket and i just want to do the 3.4 swap! It has a manual transmission and i was wondering what parts am i going to need off this website to do it ? If i was to pull a motor out of a vehcile which one should i pull it out of for the easiest conversion?

    • ORS says:

      The list of necessary ‘conversion’ parts can vary greatly from one customer to another. Here is a link to a list on our technical article w/ a detailed presentation of our conversion parts that will help decipher what will best fit your needs: http://www.offroadsolutions.com/tech-info/3-4l-5vz-fe-conversion/#donor_parts
      Although we strongly recommend consulting the above link to decipher your individual needs, here is a list of very useful (sometimes deemed necessary) conversion parts when starting w/ a 3.0L vehicle:
      -conversion wire harness
      -Exhaust Crossover Pipe
      -battery relocation tray &fuse box extension cable
      -Oil pan conversion kit
      -Fuel High Pressure Hose
      Any 3.4L donor application will work. Here are some differences among the donor applications. 1998-2004 donor applications work better with the TRD Supercharger than the 1995-1997 applications. Some 2003-2004 Tacoma/Tundra models as well as 2001-2002 4Runner models used an Electronic Throttle Control System (drive by wire). While this system works well with a conversion, some people are wary. 2002-2004 Tacoma/Tundra and 2001-2002 4Runner applications used an EVAP system that was mounted near the fuel tank and a more complicated to deal w/ during a conversion. However, these can be adapted to a simpler under-hood EVAP system if you local emissions laws will allow. The differences listed here do not prevent a conversion, they may simply be obstacles.

  • rodger sorrels says:

    I have a 94 4×4 with the 3.0 and I found a supercharged 3.4, how hard would this conversion be, what all would I need to replace…

  • Tom says:

    If I have a 1990 4runner with auto tranny and I want to swap the 3.4 motor and 3.4 auto tranny, can I also swap the 3.4 transfer case and go with a driver drop axle? I have a solid driver drop axle I would like to use for my SAS.

    • ORS says:

      Yes, this has been done. The only notable challenge may be building the exhaust on the RH side to avoid the drive-shaft. In this case, you will need to shield the fuel and brake lines from the heat of the exhaust then avoid the fuel tank with the exhaust routing under the vehicle. This has been a good solution for some customers.

  • cskin says:

    I have a 96 4runner 4wd 3.4 engine (5vz-fe) with a manual trans. could I put the 3.4 out of the 96 into a 94 4runner 4wd with a 3.0 and use the auto trans out of the 94 3.0? how would the ECM and TCM be converted using the conversion harness or is it possible?

    • ORS says:

      In order to use an automatic transmission you will need an engine wire harness and computer (ECU) from an Automatic Transmission (A/T) 3.4L (5VZ-FE) donor application. This does not mean you need the entire engine; you will at least need the engine wire harness, ECU, flex plate (in place of flywheel), possibly a different throttle body (for linkage), and some brackets. In order to use the ’94 3.0L type auto trans you will specifically need an ECU from an A/T T100 3.4L donor application. An A/T T100 3.4L ECU is compatible with a corresponding T100 A/T engine wire harness, and can also be matched up with an engine wire harness from ’95-’98 Tacoma and ’96-’98 4Runner A/T donor applications. The year/model of the T100 ECU will determine which Tacoma/4Runner wire harness application is compatible.

  • Casey says:

    I have a 94 4runner with a MT. Im on my second 3. Slow rebuild and over it! I have found a 98 donner 4runner with a AT in it. I can get the whole vehicle for 900 bucks. The question is should i wait and find a donner with a MT? Or is it not that big of a deal. I have read the aricle a number of times and still unclear on the ECU and harness swap.

    Thank You!

    • ORS says:

      This ’98 engine can be easily used w/ your MT setup and I would recommend using it if is a good deal. Post ’98 AT engines will accept a specific MT ECU (which will vary based on the engine) without further modification, making this very simple. You can simply tie-up or remove the connections for the Auto Trans on the engine harness during the install. If you cut these connectors off, be sure to seal the wire ends to prevent a possible electrical short.

      In your case, this ’98 4Runner AT engine will accept the following MT ECU’s (all 3.4L MT 4×4):
      1998 4Runner
      1998-1999 Tacoma
      1998 T100
      2000 Tacoma FED 48-state (non CA) ONLY

  • Paul says:

    I have done about five 3.4 swaps in different Toyota vehicles all with manual tranys. I just did my first one with an auto and thought if I left the original computer and harness in it and tied into the 3.4 tps and put in an extra cts,could this work for proper trans shifting?

    • ORS says:

      You will probably be best off using the 3.4L AT computer due to the difference in EFI and ignition systems. If you wish to use the 3.0-vintage transmission you will want to use a computer from a T100 along w/ a compatible 3.4L engine harness, due to the specific VSS type used in a T100.

  • Mfairchild says:

    I have a 1994 4Runner with a Manuel transmission. I am looking at replacing the 3.0 with the 3.4 5ze-fe. Is there a reason these engines are so expensive? I have found a Tacoma t100 with the 5ze-fe. It has 150k miles and good compression. They are asking a $1000 for the engine alone. Does anyone know the average life of this engine?

    • ORS says:

      We have seen a lot of these engines still running well with 250 or 300k miles. However, the lifespan of any engine is directly related to the care/maintenance that was performed and how the engine was used throughout it’s life. A used engine is at best a very small gamble. If you haven’t already, try searching on http://www.car-part.com. One option you may consider is a ‘JDM’ (Japanese-imported) engine. They are in better condition than most US-based used engines but will require some additional parts to be compatible w/ a conversion; such as an engine harness, ECU, and possibly throttle body and exhaust manifolds.

  • Matto says:

    Many thanks for the awesome write up. I am looking to make this swap in my 92 4runner sr5 4×4 with the 3.SLOW V6 in it. I had been looking to do this much later however I recently threw a rod and am now faced with the decision to rebuild or go ahead with the swap. This endeavor may prove to be a little too much for me to tackle on my own and was wondering if you knew of any shop in the northeastern US that has experience doing this swap.

    • ORS says:

      We do not have an installer recommendation in your area. We recommend searching for an installer that is a Toyota specialist, possibly an independent repair shop that is not afraid to think/work outside the box a little. We are very happy to discuss the install with your perspective installer if they would like to contact us.

  • Jason lack says:

    Would I need to upgrade the axles in a 84 4Runner to do this swap?

    • ORS says:

      Many people do not. Your axles are similar in strength and components to axles used behind this engine. However, a few simple upgrades that can be done: 1)upgrade your rear axle housing and shafts to a 86-95 P/U housing. It will bolt up, give you 3″ more width, larger brakes and slightly stronger components. 2) Upgrade your rear differential to the ‘8″ V6’ type. It is a direct bolt-in and is an upgrade to the ring/pinion gears and carrier. This differential was used behind the 3.4L. The upgraded housing that was mentioned may contain this differential already. 3) Upgrade your front differential to a ‘High Pinion’ type, found in 91-97 LandCruiser front-ends. This will not only be an upgrade to the ring/pinion gears and carrier, it will also use the ideal side of the gear as it is designed specifically for use in the front.

  • Kyle says:

    I am thinking about doing this swap in my 91 pickup. Would the old A/C system hook up to the compressor setup on the 5vzfe engine? Are the compressors for 3vze and 5vzfe interchangeable? If the setups don’t match up is there a conversion kit so I can have climate control. I live in AZ so it’s pretty important here.

    • Mike Caskey says:

      The AC will not connect directly. However, there are 2 simple methods to solve this:
      1. Remove the top of the 1991 compressor housing (4 bolts), and install this onto the top of the 5VZ compressor. This will allow your ’91 hoses to bolt right up.
      2. Install the clutch from the 5VZ compressor onto the 1991 compressor (3VZ compressor will bolt to the 5VZ engine).

  • Joe Ambrose says:

    Good Day,
    My son recently borrowed my one owner 1989 toyota pickup 4×4 5spd and the 3.0 failed while he was driving. He feels guilty though I have explained that it could have been me driving when this happened. That said on his limited budget he wants to fix it. He recommended a 3.4 conversion. I would like to know the most economical route and what year/model I should look for for a donor vehicle. My plan would be to buy a complete vehicle from a salvage yard. Any help appreciated.

    • Mike Caskey says:

      Finding all the parts from one donor vehicle can often save money when purchasing donor parts. If you obtain an entire donor vehicle you may be able to re-gain some of the cost by selling unrelated parts from that vehicle. Since it’s a V6, it is also cost-effective to re-use the transmission in your ’89. As far as our conversion parts, check out this chart. If the counter-parts on your engine or on your truck are in good shape, reference the ‘notes’ column to see what parts you may not need.

  • Casey says:

    I’m looking to do this swap in my 84 pickup. I have a complete 96 Tacoma for all parts needed however since my pickup has a g series transmission that’s an issue. I can aquire a r150 from a t100 though. Would this transmission bolt up and be useable?

    • Mike Caskey says:

      The T100 transmission and transfer case will work. However, you will have to customize the cross-member/frame mount to make it fit. The simplest transmission choice would be a 3.0L 3VZ transmission/transfer case from a 1988-1995 Truck/4Runner. The cross-member from this same application will allow this transmission to bolt directly to the stock mounting holes under your frame, putting the engine in just the right place for the 3.4L engine.

  • Shon says:

    Do you guys sell a lot with all parts needed to perform swap for 1990 4×4 m/t for a package price? And will you ship to Hawaii?

    • Mike Caskey says:

      We do not sell a complete package or kit. We no longer do this because we have found that our customer’s needs vary too greatly. Although it’s more work to select the parts, we’ve found that we can serve our customer’s needs and budget best by offering all parts individually. Here is a chart of our conversion parts offering to help make that selection:
      We are also glad to help you select the right parts for your situation either over the phone or via email.

  • Ryan says:

    Hello. Thanks (again) for the great swap write up. I’ve got an ’86 2WD A/T dually that I want to put a 5vz into and am a little confused about what donor vehicle would be best for that, specifically, as far as the transmission, oil pan, and exhaust go. Thanks!

    • Mike Caskey says:

      If you want to keep the vehicle auto-trans, I would suggest a 4×2 donor vehicle w/ the auto transmission (non-prerunner). This will also give you a good transmission to use. A 4×2 Tacoma or 4×2 T100 would work. The T100 transmission will be set up for a heavier vehicle, but either will work. The 1-ton T100 ECU could require a change-out as this ECU will be looking for an EGR system in some cases. Since you will be dealing with a column shift setup, you can retro-fit the donor vehicle’s shift linkage to your ’86 or modify your ’86 linkage to fit the newer transmission. You may find an oil pan already on the engine that fits. If not, our 2WD/SAS oil pan conversion kit will work well. For simplicity, our Exhaust Crossover Pipe will allow you to build an exhaust system down the LH side, as it currently is.

  • Juan says:

    I have a 1995 4runner and i am looking to swap in a 3.4 engine. my question is. Since i live in California, how does it affect smog?

    • ORS says:

      We have sold parts to MANY people in CA that have successfully performed and ‘passed’ this swap. First of all, we recommend you discuss your plans with your local testing center before beginning the project to be sure you won’t encounter any surprises. The general concept is to install the emissions equipment from the 3.4L donor vehicle into your vehicle. The ORS Conversion Wire Harness and related parts will allow the use of the newer 3.4L emission system and computer system. Fortunately the newer emissions are not complicated and are relatively easy to install during the swap.

  • Brian says:

    I am interested to know if there is a installer in the Los Angeles area that you know of? I would like to do the 3.4 swap in my 92 4runner 3.0 auto 4×4.

    • ORS says:

      We do not work with anyone specifically in that area. We recommend looking for an Independent Repair Shop that specializes in Toyota, but is not afraid of a little High Performance or custom work. These types of places seem to make the best installers.

  • Daniel amaya says:

    What is required to transplant 3.4 1995 into 1998 2.7. Will everything swap over? Or is there fab work required?

    • Mike Caskey says:

      There is typically fabrication work to be done on the frame-side engine mount brackets along w/ the transmission mounts. You will also need different length driveshafts (possibly take from donor vehicle) and likely a larger radiator. I imagine some plumbing for the power steering will also be needed. You will also find the wiring connections to be different. The connector housings will be at least slightly different along w/ the pin-out. You can obtain good electrical wiring diagrams to sort out the differences. You could also contact us, we can build you a custom ‘adapter’ harness to make the connections proper.

  • alan says:

    I have a 95 4 runner 3.0 with an a/t. I am looking to swap to a 98 3.4 from a 4 runner. Any special considerations other than harness adaptor, battery, additional o2 sensor, and oil pan?

    • Mike Caskey says:

      You have listed most of the parts related to fitting the engine for your application. For your 3.0L application, here are the parts that will make the swap effort simpler:
      Conversion Wiring Harness, Battery relocation parts, Oil Pan Conversion kit, Exhaust Crossover Pipe, High Pressure Fuel Hose.
      In your case, our remaining conversion parts replace items that are in poor shape, either on your vehicle or the engine.

  • Khatt Inthachanda says:

    I have a 93 tacoma and I want to swap the 3.4l into it. Could I buy everything online?

  • Davemc says:

    Hi ORS – I have a 1995 Toyota pickup Xtracab SR 5 4×4 standard 5 speed with a 3.0 engine. It has a RH Front differential and the engine has quit after 400,000 km. I was going to put a JDM 3.4 in there. Two questions – will I need a JDM ECU? And will I need an adapter for the RH Transfer case? Thanks for any info you might have.

    • Mike Caskey says:

      The JDM engines are in excellent condition compared to the average US-based used 5VZ-FE engine, and is a great way to go. Unfortunately, you cannot use the JDM engine wire harness or the JDM ECU. If using a JDM engine, you will likely need the following parts from a US/Canada model for compatibility reasons:
      -ECU (engine computer)
      -engine wire harness (injector harness)
      -exhaust manifolds – ONLY if using the ORS Exhaust Crossover Pipe
      -on RARE occasion, throttle body
      -brake booster fitting, Toyota PN 90404-51237 – we can also provide this

      The following are normally not included (but sometimes are) w/ the JDM and would also be needed:
      -air flow meter
      -ignition igniter
      -oxygen sensors
      -EVAP emissions components

      We suggest using your ’95 5-speed transmission. The transmissions that are sometimes sold w/ the JDM engines are from odd all-wheel-drive applications and are not compatible w/ any US parts/adapters.

  • davemc48 says:

    I have a 1995 pickup Xtracab 4×4 std. with the 3.0 in it. It needs a rebuild and I have located a 2003 Tacoma with a 3.4 and auto transmission. I have read your swap info and it is excellent. before I buy the 3.4 and commit to this, one question – does the 3.4 bolt on to the 3.0 pickup transmission? Thanks

    • Mike Caskey says:

      Yes, the 3.4L engine will bolt up to any 3.0L transmission, automatic or manual. The 3.0L auto trans requires some special wiring, but will bolt up.

  • Thomas says:

    I have a 1986 Toyota Pick up. Currently, a 22r. I have been reading the article but haven’t seen anything concerning a carbureted engine. I have a two part question:

    To do the 3.4 swap, is it absolutely necessary that the truck be fuel injected before a swap can take place?

    If the truck had to be fuel injected before the swap (which it is not)….
    Would I be able to put a 3.4L powertrain- Engine, Transmission, Transfercase, ECU, harnesses- as well as a 3.4 dashboard and an efi gas tank to make it work properly?

    • Mike Caskey says:

      This swap has been done many times in carbureted vehicles. You will use many of the parts that a 22R-E vehicle would use. Our Stand-alone Conversion wiring harness is designed for your application. The biggest difference is the fuel system. It is ideal to use an in-tank fuel pump. The simplest way to do this is using a fuel tank from a similar-vintage pick-up/4Runner that had fuel injection. You can then use that fuel pump or install a 3.4L fuel pump in it’s place. You will need new lines/hoses from the tank to the engine bay to handle the higher pressure. You can use the hard lines (tank to engine bay) from a 88-95 3.0L application, purchase a custom high-pressure hose from us, or build you own HP hose/line setup.

      You can use the 3.4L drive-train. However, a 3.0L transmission/transfer case (and even rear differential) would be a much easier fit into your chassis. The 3.0L trans will also bolt right up to the new engine.

  • kyle_bennett1420 says:

    If this is swapped into a 91 pickup 3vz application, will the ac plumbing hook up to the 5vz ac compressor?

    • Mike Caskey says:

      The AC will not connect directly. However, there are 2 simple methods to solve this:
      1. Remove the top of the 1991 compressor housing (4 bolts), and install this onto the top of the 5VZ compressor. This will allow your ’91 hoses to bolt right up.
      2. Install the clutch from the 5VZ compressor onto the 1991 compressor (3VZ compressor will bolt to the 5VZ engine).

  • Orlando Muniz says:


    I have a 1989 Toyota Pickup 2wd, I’ve been wanting to do this swap for some time now. I have some questions about the donor car, as well as transmission.

    1) Donor Car- i was looking at either buying an 2wd t100 or 2wd tacoma. What would you think that would fit better or be a simpler?

    2)I have an automatic tranny in my truck right now, i want to swap my tranny to a manual. would it be better to get the tranny from the donor car or getting the transmission that originally came with the truck.

    3) going from auto to a manual tranny i know some of the wiring is going to be different. With your wiring harness, would that be taking care of the tranny swap??

    • Mike Caskey says:

      In you case, you will not find much difference between the Tacoma and T100 applications. The T100 may have a better oil pan and the T100 engine wire harness lead is a little longer and fits into your cab a little easier. I would not make either a deciding factor over engine condition/price. Since you have a 2WD either trans application will work. The older trans may bolt right up, while the newer trans may require modification to the mounts. The older trans may also not require driveshaft mods, the newer one might. One advantage of the newer trans could be mileage/condition.

      When swapping from auto to manual, the ORS Conversion Wire harness will take care of the electrical differences.

  • Mitch says:

    I have a 2000 Tacoma 4×4 with a 22re pushing an Automatic transmission. I want to swap to the 3.4. Seems from what I’ve read, this is going to be a big conversion. Possible?

  • E3 says:

    Hey Hey Hey ORS group Greetings,
    I am attempting a 3.0 to 3.4 swap. I have a 1991 4runner with a bad 3.0 with a manual 5 speed as well as a 1997 4runner with the 3.4 auto. I was pleasantly surprised to find your site. I have printed off your tech article an gunna use it as my reference. After reviewing the literature I have a couple questions. The harness issues. Does the ORS harness solve the issues with the other 40%? Is the harness swap still needed in addition to the ORS harness?

    • Mike Caskey says:

      Yes, our Conversion Wiring Harness will complete the 40% of the engine circuit from the ‘donor’ body harness. This includes the OBD2 connection, select emissions equipment, power control, fuel pump, etc. When used w/ a good (intact) engine wiring harness, 100% of the engine circuit will be in place. It will also ensure the 100% of your ’91’s original body circuits are intact. We can also offer you specific instructions to modify your ’97 AT engine harness for use w/ an M/T ECU (engine computer).

  • Jacob says:

    Hey, I’ve got a question. I’ve got a 94 pickup with the 3.0 and 300k miles. I found a used 3.4 with 110k on it but it’s off of an AT. You mentioned in the article that you have a conversion kit for the wiring but didn’t give further info. I’d like to glean a little more info on if it’s a ton more work to put an auto 3.4 in a manual 3.0. Thanks!

    • Mike Caskey says:

      In most cases, a Manual-Trans ECU (computer) can be installed on an Auto-Trans engine wire harness. You are welcome to contact us w/ your specific application info to get the proper M/T ECU application. We take care of the remaining wiring issues via the ORS Conversion Wiring Harness.

      • JoeH says:

        Kinda piggybacking this question…I have an 89 pickup that I am looking to do a swap, i found a 96 4runner with an a/t and a 97 ECU from a 4×4 tacoma m/t on ebay. Will i be able to use the engine out of the 96 with the ECU from the 97 with your wiring conversion and be good to go?

        • Mike Caskey says:

          The 1995-1997 A/T 3.4L 5VZ engine wiring harnesses will not fit up to 1995-1997 5VZ M/T ECUs. There is a connector housing and wire terminal difference that makes this a mess. With some small modifications to the 1995-1997 A/T engine wire harness, a 1998-vintage M/T ECU can be used, which will plug right in. ORS has detailed instructions on this modification that can be sent to you at no charge, along with a detailed list of M/T ECU applications that would work with this modification.

  • troy says:

    If i read this correctly if i use a 5VZ-FE out of a 95 t100 and put it in a 93 pickup i do not have to change the oil pan??

    • Mike Caskey says:

      If the T100 was a 4×4 and your ’93 is also a 4×4, then yes, the T100 oil pan will fit your ’93 chassis perfectly. The T100 and the ’93 have different pan shapes between 4×4 and 4×2.

  • Eric says:

    I have a 91 Toyota pickup. I am interested in doing the 3.4 conversation that you guys do. Who can I talk to about getting a inquiry

  • Phill Garcia says:

    Hello there im sorry in advance im sure this question has been asked already i just cannot seem to find the answer and not good at reading.
    my truck is a 94 4runner 3.0 5speed 4×4
    I have a 3.4 long block JDM
    Igniter MAF and ECM from a 96 4runner 2wd AT.
    Youre wire harness is my next purchase my question is will this ecm work with the swap and youre harness to run the engine properly or do i need to find a 3.4 4×4 MT ecm??
    Thank you very much Phill.

    • Mike Caskey says:

      In addition to the ORS Conversion Wiring Harness, a 5VZ-FE 3.4L engine wire harness (on engine itself) is also needed. The 3.4L engine circuit is interlaced into both the engine wire harness and the body wiring of it’s original vehicle. The ORS Conversion Wiring Harness covers the portion of the circuit that was originally in the body wiring, still requiring an engine harness to complete the circuit. A good-condition used engine wire harness is the most common way to complete the circuit. Since most engine harness applications are no longer sold new at the dealer, ORS will also be offering an all-new engine wiring harness around late 2016, to be used along with the ORS Conversion Wiring Harness.

      An A/T (auto transmission type) ECU can be used with a manual transmission. However, there will be trouble codes (check engine light) due to the absence of the auto trans. To prevent this, an M/T (manual transmission type) ECU is the best solution. Any A/T engine wire harness can be made to fit an M/T ECU, this is easier with some applications more than others. Feel free to consult ORS with specific compatibility requests of engine harness and ECU applications.

  • Joseph says:

    Will the motor mounts in my 1988 Toyota 4×4 work for the 3.4L swap or will I need to do some work to get the new engine to fit? The article above references that they all work but states that the ’90-’95 are best candidates.

    Thank you!

    • Mike Caskey says:

      We highly recommend using engine block brackets and mounts from a 1991-1995 Truck/4Runner (non-T100) 3.0L 3VZ-E engine, when fitting the 3.4L engine in ’88-’95 3VZ frame mounts or the ORS Conversion frame brackets. The ’88-mid’90 model year brackets/mounts are not a good fit onto the 5VZ 3.4L engine block.

  • matt says:

    So i am just starting my 5vz swap into a 88 runner. Have the r150 manuel trans. Any insight into towing? I want to get a little single axe travel trailer and travel cross country. the one i am looking at is about 3000 lbs empty probably 3500 lbs when you put all your crap in there. Thought on cross country’n this combo? I am definately thinking i need to upgrade the brakes. Would love some imput.

    • Mike Caskey says:

      It sounds like a reasonable plan. The 5VZ-FE engine ought to give you plenty of power for towing this trailer. Your biggest concern will be the chassis suspension, brakes and steering. There are several factors to consider such as a safe trailer hitch and the height of the ball vs. tongue being proper. You also want to be sure your brakes are up to the task, in great condition at a minimum. You will find some extensive upgrades that can be done to both your rear axle and your brakes at http://www.frontrangeoffroadfab.com. We can sell you these parts or you can go direct with them. You also want to be sure your steering and suspension components are in good condition. One last but very important suggestion is making sure your rear suspension is up to the task. You want to be sure that your 4Runner is still level with the trailer attached and loaded (no squat in rear suspension), to avoid scary and unsafe handling. If accomplishing this makes your rear suspension too stiff for your non-trailer use, you may consider air bags or a weight-distributing hitch.

Trackbacks and Pingbacks

Leave a Comment

Leave a Reply

Your email address will not be published. Required fields are marked *