Engines Toyota V, 3V, 4V, 4V-U, 4V-EU, 5V-EU
The V series of engines opened a new page in the creation of qualitatively new models of power units by Japanese engine builders. Traditional massive power units have been successfully replaced by lighter ones. At the same time, the configuration of the cylinder block has changed.
Description
In the early 60s, engineers at Toyota Motor Corporation developed and put into production a series of new generation engines. The V engine was the founder of the newly created model range of power units. It became the first eight-cylinder V-shaped gasoline engine with a volume of 2,6 liters. At that time, its small power (115 hp) and torque (196 Nm) were considered quite sufficient.
Designed for the executive car Toyota Crown Eight, which was installed from 1964 to 1967. In the early 60s, the eight-cylinder engine was an indicator of the quality and high class of the car.
Design features
The cylinder block, instead of cast iron, is for the first time made of aluminum, which significantly reduced the weight of the entire unit. Inside (in the collapse of the block) a camshaft and a valve drive are installed. Their work was carried out through pushers and rocker arms. The camber angle was 90˚.
The cylinder heads were also made of aluminum alloy. The combustion chambers had a hemispherical shape (HEMI). The cylinder head is a simple two-valve, with an overhead spark plug.
Cylinder liners are wet. Pistons are standard. The groove for the oil scraper ring is enlarged (widened).
The ignition distributor is an ordinary well-known distributor.
The gas distribution mechanism is made according to the OHV scheme, which has a positive effect on the compactness and simplification of the engine design.
The secondary vibration is balanced by the work of the opposite pistons of the CPG, so the installation of balance shafts in the block is not provided. Ultimately, this solution reduces the weight of the unit, and its design greatly simplifies.
3V motor. It is arranged similarly to its predecessor (V). Produced from 1967 to 1973. Until 1997, it was installed on the Toyota Century limousine.
It has a few large dimensions. This made it possible to increase the piston stroke by 10 mm. The result is increased power, torque and compression ratio. Engine displacement also increased to 3,0 liters.
In 1967, the traditional distributor was replaced by an electronic ignition system. In the same year, a device for automatically turning on the cooling fan was developed.
In 1973, the production of the engine was discontinued. Instead, the production mastered an improved version of the predecessor - 3,4 L. 4V. Information on the engines of this particular model was not preserved (with the exception of that indicated in Table 1).
It is known that its release was carried out from 1973 to 1983, and its modifications were installed on the Toyota Century until 1997.
Engines 4V-U, 4V-EU equipped with a catalytic converter according to Japanese standards. In addition, the 4V-EU power units, unlike their predecessors, had electronic fuel injection.
The latest entry in the V-series has undergone a number of significant changes from its earlier counterparts. Engine displacement 4,0 l. 5V-EU unlike its predecessors, it was an overhead valve, with a gas distribution system made according to the SOHC scheme.
Fuel injection was carried out by the EFI electronic control system. It provided economical fuel consumption and reduced the toxicity of exhaust gases. Additionally, starting a cold engine is noticeably easier.
Like the 4V-EU, the engine had a catalytic converter that provided exhaust purification to existing standards.
A reusable metal collapsible oil filter was used in the lubrication system. During maintenance, it did not require replacement - it was enough just to rinse it well. System capacity - 4,5 liters. oils.
The 5V-EU was installed on the 1st generation Toyota Century sedan (G40) from September 1987 to March 1997. The production of the engine lasted for 15 years - from 1983 to 1998.
Technical specifications
In the summary table for ease of comparison, the technical characteristics of the V series engine range are presented.
| V | 3V | 4V | 4V-U | 4V-EU | 5V-EU | |
|---|---|---|---|---|---|---|
| engine's type | V-shaped | V-shaped | V-shaped | V-shaped | V-shaped | V-shaped |
| Placement | longitudinal | longitudinal | longitudinal | longitudinal | longitudinal | longitudinal |
| Engine volume, cm³ | 2599 | 2981 | 3376 | 3376 | 3376 | 3994 |
| Power, HP | 115 | 150 | 180 | 170 | 180 | 165 |
| Torque, Nm | 196 | 235 | 275 | 260 | 270 | 289 |
| Compression ratio | 9 | 9,8 | 8,8 | 8,5 | 8,8 | 8,6 |
| Cylinder block | aluminum | aluminum | aluminum | aluminum | aluminum | aluminum |
| Cylinder head | aluminum | aluminum | aluminum | aluminum | aluminum | aluminum |
| Number of cylinders | 8 | 8 | 8 | 8 | 8 | |
| Cylinder diameter, mm | 78 | 78 | 83 | 83 | 83 | 87 |
| The piston stroke, mm | 68 | 78 | 78 | 78 | 78 | 84 |
| Valves per cylinder | 2 | 2 | 2 | 2 | 2 | 2 |
| Timing drive | chain | chain | chain | chain | chain | chain |
| Gas distribution system | OHV | SOHC | ||||
| Hydraulic compensators | ||||||
| Fuel system | Electronic injection | Electronic injection, EFI | ||||
| Fuel | Gasoline AI-95 | |||||
| Lubrication system, l | 4,5 | |||||
| Turbocharging | ||||||
| Toxicity rate | ||||||
| Resource, outside. km | 300+ | |||||
| Weight, kg | 225 | 180 |
Reliability and maintainability
The quality of Japanese engines is beyond doubt. Almost any internal combustion engine has proven itself to be a completely reliable unit. Correspond to this criterion and the created "eight".
Simplicity of design, low demands on the used fuels and lubricants increased reliability and reduced the likelihood of failures. For example, the developments of the past decades were not distinguished by sophisticated fuel equipment, and a hardy chain drive nursed over 250 thousand kilometers. At the same time, the service life of the "old" engines, of course, subject to more or less adequate maintenance, often exceeded 500 thousand kilometers.
The power units of the V series fully confirm the validity of the saying "the simpler, the more reliable." Some motorists refer to these engines as "millionaires". There is no direct confirmation of this, but many people say that the reliability of the premium class. This is especially true for the 5V-EU model.
Any motor of the V series has good maintainability. Boring liners, as well as grinding the crankshaft for the next repair size, does not present any difficulty. The problem lies elsewhere - it is difficult to search for "small" spare parts and consumables.
There are no original spare parts for sale, since the engine release is not supported by the manufacturer. Despite these difficulties, a way out of any situation can be found. For example, replace the original with an analogue. In extreme cases, you can easily purchase a contract engine (although this only applies to the 5V-EU model).
By the way, the Toyota 5V-EU power unit can be used as a swap (swap) kit when installed on many brands of cars, even Russian-made ones - UAZ, Gazelle, etc. There is a video on this topic.
The V-shaped gasoline GXNUMXs created by Toyota were the beginning of the development of a new generation of engines.
