I think that says a lot about the 100 platform that people are willing to put new engines in after 430k miles! I don’t see a lot of Land Rover guys putting new drivetrain bits into their Range Rovers with those kind of miles...if they exist!
I agree. In that the engine is least important factor when buying a 100 series. Body and frame are far more important to me. Drive-train is secondary consideration. As engine is cheapest to repair and 2UZ-fe is one of the best engine every built for reliability, if properly maintained.
damn, that is kinda s***ty :/ im positive it didnt come out of a 100 because the oil pan, they dont have an option for 2wd so no reason to have a different oil pan, any draw backs to the USA variant? im going to rebuild the original engine anyways but first gotta take it apart and blueprint it, see what actually needs changing etc, it'd be pretty crazy just to need bearings / rings and some head work with 430k, ill check pistons/bores etc
"Draw backs" Well, Yes! Depending on whom you believe. Japanese built is best. That and low miles is why JDMs are preferred. But we can't get 2UZ JDMs, at least not VVT, that I am sure of. I've been told not even non VVT 4.7L JDMs are available in north America.
Each model Toyota that uses the 4.7L 2UZ has the same block and heads. They are either 2UZ-fe or the newer 2UZ-fe VVT. Each model 100 series (Land Cruiser & LX470), 4 Runner, GX470 Japanese built and Tundra & Sequoia USA built. Have difference in parts that bolt onto long block (block and heads). I can say the 100 series has oil dip stick on LH and handle is a T in either. The 4 Runner and GX470 have dip stick on RH in VVT (not sure in non VVT, but likely the same). In searching images of Sequoia engine non VVT, I see dip stick on LH and handle is a yellow ring, as you have on your freshly purchased engine.
I also know the casting marks on Japanese forged blocks have a very different format than USA forged blocks. You'll see some examples in the links I've provided below.
Is there a difference and does it matter?
Well, depend on whom you listen to. I spent a few months, as I looked for a VVT 2UZ 4.7L to replace a blown engine. Researching the Japanese built vs USA built. I became very carefully in my selection after a buying a 08 4runner 4.7L VVT engine that water had entered the heads. It had some rust in cylinders that could be honed out.
But that meant a rebuild job, when I was looking for a drop-in low mile Japan built engine. I could have drop-it-in as is, and it would probably run okay for 20K or 30K perhaps. But it would have likely become a smoker longer term.
"See index in my first link of signture line" Look for engines and you'll find
What are the differences between 2UZ-fe VVti engines, & where can I get one?? and
Engine Block Identification number decipher? also see the
Unicorn for the swap I did.
Anyway; It was repeatedly said in mud, that the USA built did not have forged rods. This is not true. The engine are the same spec top to bottom. But the USA built has more issue of rod failure and piston knock/slap (Toyota tic) than Japanese pre ~07. The Tundra owners complained a lot about having a loud knock and breaking rods. Whereas the Japanese built engine of the 100 series, 4R and GX470 we'd hear very little along these lines. Tundra crowd gave the TRD SC (supper charged) engine a bad name, busting rods. WHY? Was it true, It was!. It's said (busting rods) that is why TRD stop making the SC bolt-on package. Was this a case of more SC were installed in Tundra's or a real rod issue, IDK.
So after speaking to a number of well known (in mud and elsewhere) Toyota mechanics. I became a believer that up until around 2006-07 the USA built did have and issue with slap and busted rods. That after that, it wasn't seen/heard of much. But the 4.7L was not used as much after 2007 either. So was issue correct or not, IDK.
I do know, that with the introduction of 2UZ VVT, Toyota added oilers in crankcase pointing up into cylinder walls. Was this to get ride of the Toyota Tic, possibly.
IMHO, it has to do with USA environmental laws. In-that, in process to make the metals, there are different, due to these laws, IMHO. Many say it tolerances, which "may" have some truth. Saying Japanese workers are superior, IDK. Or the robotic machine are different, IDK. But I did learn (found blue print), the factory in Japan has a foundry at the head of the plant. I only found some anecdotal evidence on USA plants. That USA plant received and machined the casting. No actually evidence of whom creates the metals and rough casting of block, heads, piston and rods.
The anecdotal evidence was found while studying the one million mile Tundra, a 2005 built engine. So here we have an example of a really good USA built, confusing isn't it. In it you'll see rods are the same forged as we have and cylinder still have honing marks.
After spending a few months touring various Toyota facilities, the Million Mile Tundra’s body, interior, and engine were recently torn down to examine just how well each individual piece held up during its life.
www.trucktrend.com
What I do know is too many sellers of engine lie. I had many say and engine was a JDM or had less than 100K miles. As I verify their claims, I found most engine where not what they said. Many had over 200K miles on them.
All engine blocks have casing marks, that tell manufacture the pour it came from. That on finial assembly the body, frame and engine are assigned a VIN #. The VIN on the engine of the 2UZ is on the RH head. That if RH head replaced, with new OEM it may not have a VIN # plate or VIN # plate may fall off factory head or be removed for obvious reason the valve of Japaneses engine being higher. So most times, it's removed by unscrupulous sellers.
Any way sorry for high-jack your thread.
diesel engine + chassis move to the body of the petrol engine and vice versa.
i just got a lift and dont even get to use in on my LC because my garage is too short, only works on my normal cars :/ i have a red s2000, this silver one is my buddies i made an exhaust for (technically just modded some of the routing)
