3.4L (5VZ-FE) Conversion

5VZ-FE Swap

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Intro

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!

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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

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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.

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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.

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Wiring

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.

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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.

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Exhaust

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.

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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.

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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.

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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

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Conversion Parts, Service and Repair Parts

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

Wiring/Electrical

Exhaust

Engine Mounts

Oil Pan

Cooling/Fuel/Power Steering

Clutch and Manual Transmission

Automatic Transmission

Service Parts and Installation Accessories

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Installation

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.

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32 Comments

  • 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.
    Thanks
    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?

  • 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 :-)

  • 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?
    thanks

    • 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.

  • 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.

  • 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.
    Glenn

    • 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.

    Thnaks.


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