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Toyota 3UR-FE Specifications
| Engine Model: Toyota 3UR-FE |
| Engine Type: 4-cycle 8-cylinder 32-valve DOHC VVT-i liquid-cooled gasoline |
| Total Displacement: 345 cu.in (5.66 L) |
| Rated Engine Power: 381 Hp (284 kW) at 5600 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
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| General Technical Data |
The Toyota 3UR-FE is a 5.7-liter V8 gasoline engine belonging to Toyota’s UR family of modern large-displacement engines. Introduced in 2007, it replaced the earlier 2UZ-FE engine, offering higher output, improved efficiency, and reduced emissions through the application of advanced technologies such as Dual VVT-i (Variable Valve Timing - intelligent) and an aluminum alloy construction.
The 3UR-FE powers a range of Toyota and Lexus full-size vehicles, including the Toyota Tundra, Sequoia, and Land Cruiser, as well as the Lexus LX570. Designed for both performance and reliability, the 3UR-FE delivers strong torque, refined operation, and durability required for heavy-duty use, towing, and off-road conditions.
It is a DOHC, 32-valve, all-aluminum engine
that exemplifies Toyota’s approach to balancing power with longevity and
smoothness. The 3UR-FE combines a lightweight structure with a robust
bottom end, incorporating forged steel crankshaft and connecting rods
for strength under high load conditions. It is engineered to meet
stringent U.S. and global emission standards while maintaining the
smooth refinement expected in Toyota’s premium vehicles.
The 3UR-FE engine has a displacement of 5663 cc (5.7 liters or 345 cubic
inches) achieved by a bore of 94.0 mm (3.70 inches) and a long stroke of
102.0 mm (4.02 inches). This undersquare configuration emphasizes torque
over high-rpm horsepower, providing strong low- and mid-range
performance. The compression ratio is 10.2:1.
The V8 layout features a 90-degree bank angle with aluminum alloy cylinder block and heads. Each bank is equipped with dual overhead camshafts operating four valves per cylinder, totaling thirty-two valves. Valve timing is controlled by Toyota’s Dual VVT-i system, which continuously adjusts both intake and exhaust camshaft phasing to optimize power, torque, and emissions.
Firing order is 1-8-7-3-6-5-4-2. The crankshaft
is supported by five main bearings. The engine employs an integrated
knock control and sequential multi-port fuel injection. Maximum power
output is approximately 284 kW (381 horsepower) at 5600 rpm, while
maximum torque reaches 543 Nm (401 lb-ft) at 3600 rpm. Redline is around
5800 rpm. The idle speed is electronically regulated at approximately
650 ± 50 rpm. The 3UR-FE complies with ULEV II and later LEV III
emission standards, depending on market application.
The engine block is a high-pressure die-cast aluminum alloy with
cast-iron cylinder liners for wear resistance. The crankshaft is forged
steel with rolled fillets for durability. Lightweight aluminum pistons
with molybdenum-coated skirts reduce friction and noise. Each piston
features two compression rings and one oil control ring. The connecting
rods are forged steel, cracked cap type, for precise bearing alignment.
The main bearing caps are secured by four bolts each, with additional side bolts for structural rigidity. The oil pan is a two-piece design: an upper cast aluminum section that reinforces the block, and a lower stamped steel sump. This structure contributes to vibration damping and overall stiffness. The cylinder heads use a pent-roof combustion chamber design with centrally located spark plugs for efficient combustion and knock resistance.
| Fuel System |
The 3UR-FE uses a sequential multi-point electronic fuel injection (EFI) system managed by the engine control unit (ECU). Fuel is supplied by an in-tank electric pump through a high-pressure line to the fuel rails. Each cylinder has an injector located at the intake port, providing finely atomized fuel under all conditions.
The fuel pressure regulator maintains pressure at approximately 380 kPa (55 psi). The system includes a mass air flow sensor, manifold absolute pressure sensor, and wideband oxygen sensors to ensure optimal air-fuel ratio. Unleaded gasoline with a minimum octane rating of 95 RON (91 AKI) is recommended. The returnless fuel system minimizes evaporative losses and complies with evaporative emission standards.
The fuel filter is integral with the pump module and typically maintenance-free for the life of the vehicle. The system’s evaporative emission control (EVAP) components include a charcoal canister, purge valve, and pressure control valves to prevent vapor release. The fuel injectors are sequentially pulsed under ECU control for precise metering and smooth response.
| Lubrication System |
A fully pressurized wet-sump lubrication system ensures consistent oil delivery. The trochoid-type oil pump, driven by the crankshaft, circulates oil through a full-flow paper-element filter before feeding the main gallery, crankshaft, camshafts, and valve train. Piston oil jets provide additional cooling under load. Oil pressure is typically 350 to 550 kPa (50 to 80 psi) at 3000 rpm, and 100 kPa (15 psi) at idle.
The engine’s oil capacity with filter change is approximately 7.9 liters (8.3 US quarts, 7.0 Imperial quarts). Toyota recommends API SN or higher grade engine oil, typically SAE 0W-20 or 5W-30 depending on climate. A positive crankcase ventilation (PCV) system recycles blow-by gases, reducing emissions and maintaining internal cleanliness. The aluminum oil cooler mounted near the filter maintains stable oil temperature under heavy loads. The oil filter should be replaced every 10,000 km (6,000 miles), and oil should be renewed at the same interval under normal conditions, or sooner in severe service such as towing or dusty environments.
| Cooling System |
The cooling system is a pressurized, liquid-cooled type with belt-driven water pump and thermostatic control. Coolant circulates through the block, heads, radiator, and heater core. The thermostat begins opening at approximately 80°C (176°F) and is fully open at about 95°C (203°F). System pressure is maintained at around 108 kPa (15.6 psi). The cooling fan assembly features dual electric fans controlled by the ECU based on coolant temperature, air conditioning load, and vehicle speed.
Coolant capacity is approximately 12.0 liters (12.7 US quarts, 10.6 Imperial quarts). The recommended coolant mixture is 50/50 ethylene glycol and distilled water, protecting down to -35°C (-31°F). The radiator is aluminum with plastic end tanks and a cross-flow design. The cooling system includes temperature sensors for both ECU regulation and gauge display. Maintenance involves periodic inspection of hoses, belts, and coolant level, with coolant replacement every 160,000 km (100,000 miles) or five years, whichever comes first.
| Intake and Exhaust Systems |
Air enters through a large-capacity air cleaner housing with replaceable dry paper filter, followed by a plastic resonator and an electronic throttle body (ETCS-i). The intake manifold is lightweight aluminum, optimized for even air distribution and mid-range torque. The exhaust manifolds are stainless steel and feed into dual catalytic converters located close to the cylinder heads for rapid warm-up and reduced emissions.
Downstream oxygen sensors monitor catalyst efficiency. The system is tuned for low backpressure while minimizing noise. Some versions incorporate secondary air injection during cold start to accelerate catalyst activation. The 3UR-FE’s induction and exhaust tuning provide a broad torque curve and quiet operation while complying with emissions standards.
| Ignition and Electrical System |
The ignition system employs a coil-on-plug design, with eight individual coils controlled by the ECU. Spark plugs are iridium-tipped for durability and high ignition energy, with a gap of approximately 1.1 mm (0.043 inch). Replacement interval is typically 160,000 km (100,000 miles). The charging system includes a 12-volt alternator rated at about 130 amperes.
The starting system uses a high-torque reduction-gear starter motor. Electrical grounding is provided through multiple engine-to-chassis straps. The ECU integrates ignition, fuel, and VVT-i control, ensuring smooth transitions across load and speed ranges. The knock sensors located on each bank allow adaptive ignition timing, preventing detonation and optimizing performance.
| Valve Timing, Drive Mechanism, and Camshaft System |
The timing mechanism uses a silent-type roller chain to drive the camshafts from the crankshaft. Dual VVT-i continuously adjusts both intake and exhaust cam timing using oil-pressure-actuated phasers controlled by the ECU. This system enhances torque delivery, reduces fuel consumption, and improves emissions. The chain tensioner is hydraulically operated with an automatic ratchet mechanism to maintain proper tension over time.
Timing chain replacement is generally not required under normal service conditions but should be inspected beyond 300,000 km (186,000 miles). Camshaft bearing caps and followers are precisely machined for low friction and durability. Valve actuation is via roller rocker arms with hydraulic lash adjusters, eliminating the need for periodic clearance adjustment.
| Dimensions and Weight |
The 3UR-FE measures approximately 740 mm (29.1 inches) in length, 810 mm (31.9 inches) in width, and 720 mm (28.3 inches) in height. Dry weight is approximately 235 kg (518 lbs). The aluminum block and heads contribute to weight reduction compared to the previous 2UZ-FE cast-iron engine, improving vehicle balance and efficiency.
Engine mounting employs hydraulic mounts to reduce vibration transmission. The compact overall length and integrated accessory drive design allow efficient packaging in both front-engine, rear-wheel-drive, and four-wheel-drive configurations.
| Maintenance Data |
Recommended oil and filter replacement interval is every 10,000 km (6,000 miles) or six months under normal driving conditions. The air filter should be replaced every 30,000 km (18,600 miles). Spark plugs require replacement at 160,000 km (100,000 miles). Coolant replacement is scheduled every 160,000 km (100,000 miles) or five years. The serpentine accessory drive belt should be inspected every 40,000 km (25,000 miles) and replaced as needed. Engine idle speed is electronically controlled at approximately 650 rpm.
Normal compression pressure is about 1,400 kPa (203 psi) per cylinder at 300 rpm, with a minimum acceptable value of 1,100 kPa (160 psi). Difference between cylinders should not exceed 100 kPa (15 psi). Engine oil pressure warning lamp should extinguish within 3 seconds of engine start. Standard coolant temperature at operating condition is around 90°C (194°F). Regular inspection of PCV valve, hoses, and sensors ensures sustained reliability.
| Tightening Torques |
Cylinder head bolts: 39 Nm (29 lb-ft), then 90 degrees, plus an
additional 90 degrees.
Main bearing cap bolts: 60 Nm (44 lb-ft) plus 90 degrees.
Connecting rod bolts: 30 Nm (22 lb-ft) plus 90 degrees.
Camshaft bearing cap bolts: 10 Nm (7 lb-ft).
Crankshaft pulley bolt: 250 Nm (184 lb-ft).
Flywheel bolts: 85 Nm (63 lb-ft) plus 90 degrees.
Spark plugs: 18 Nm (13 lb-ft).
Oil drain plug: 40 Nm (30 lb-ft).
Intake manifold bolts: 25 Nm (18 lb-ft).
Exhaust manifold nuts: 35 Nm (26 lb-ft).
Valve cover bolts: 9 Nm (7 lb-ft).
Engine mount bolts: 60 Nm (44 lb-ft).
| Vehicle Applications |
The 3UR-FE engine is primarily used in Toyota’s and Lexus’s large SUVs,
pickups, and luxury off-road models requiring high torque and
reliability.
Applications include:
- Toyota Tundra (2007-present)
- Toyota Sequoia (2008-present)
- Toyota Land Cruiser 200 Series (2007-2021)
- Lexus LX570 (2007-2021).
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