Do you still have the Solidworks file? I am about to start my 2uz swap and that would help me out a lot.

Such a swap has my interest too, at some point later though.

Honestly, the way tech is rapidly evolving, there might be some very exciting and viable options in a few more years.

Ford gets it. Not just for economical cars...

https://www.youtube.com/watch?v=bXFHgoon7lg

im reading your post about the v8 swap on a runner, I have a second gen and i'm thinking to swap the engine , right now I'm gathering just a bit of info how did it went on yours, I know it has been awhile since you done it , just whatever you can remenber.

What kind of economy does it get?

I'm picking up a 2uz this weekend.

what all do I need from the donor truck aside from the engine, the engine harness, and the ECU?

Would it be easier to just swap in a ls motor? As easy in an engine swap go. I love me a Yota but these engines are getting old.

No freaking way an LS engine is an upgrade over a 2UZ motor. The swap might be easier but the LS engine isn't going to hold up like a 2UZ can. 2UZ motors are known to easily go into the 500k mile range. Those engines are bullet proof.

I'm pretty sure that's it really. You're going to have to do quite a bit to get the harness right but you probably already know that.

pretty sure I'm going to hire that part out (harness work) - that's a lot of research time that I've already got booked!

Many of us will be eager to follow this for sure.

What other engine swaps did you ponder? Curious if the 1uz entered the picture, and if so, why you ultimately decided upon the 2uz...

From what I remember, the 2uz is the more bullet-proof of the two, likely because of its full iron block. It has better torque specs also, so I imagine those might have been the reasons...

That said, a VVT 1uz has about the same torque (300+) as a non-VVT 2uz and weighs 200 pounds less. I just recall on my engine-swap wishlist from 2+ years ago I had the 1uz on top, but realize I might have missed a consideration such as pricing, availability, ease of install, etc...

EDIT/ADD - Some helpful info:

our factory V6
Toyota 3.4L 5VZ FE Engine Specs, Problems, Supercharger

1uz
Toyota 1UZ-FE Engine Specs, Reliability, Problems, Oil

2uz
Toyota 4.7L 2UZ-FE Engine Specs, Reliability, Oil | Tundra, LX 470 engine

Thanks for the links! I'll research those.

As far as the 2uz vs 1uz; it really started with finding a local 2uz for $500 with less than 1/2 the mileage of my current 5vz, and rolled downhill from there. It's hard to find weight comparisons, but what I did find seems to suggest a weight equivalency between the two?

As I researched further, I learned that the early 1uz is the bulletproof engine (overbuilt bottom end and rods) whereas after '93 the rods were made much narrower and end up being the failure point for the 1uz, 2uz, and 3uz engines if you start modifying them for more power.

I assumed that vvti would make the swap unnecessarily complicated, so I didn't look at those engines.

Here's what I learned from the internet (mind you, I don't necessarily trust any of this until it is verified, but it was the best data I could find):

22re (2.4L) - 315-375 pounds, 105 hp, 136 lb/ft torque
5vz (3.4L) - 420 pounds, 193 hp, 220 lb/ft torque
1uz (pre '94) (4.0L) - 364 pounds, 259 hp, 260 lb/ft torque
2uz (4.7L) - 467 pounds 582 POUNDS(see post 61), 230 hp, 302 lb/ft torque
3uz (4.3L) - 386(?) pounds, 282hp, 307 lb/ft torque

so based on that, and the availability of a cheap engine, I opted for the torque advantage and relative weight equivalency of the 2uz over the 1uz for the 3rd gen. (and changed my mind when I weighed the 2uz.)

(however, I also found an early 1uz for my '93 minitruck )

In retrospect, I think getting a new supercharger from Magnusson for the 5vz would be a far simpler, far less expensive, and ultimately more sensible choice. I'm looking at 500-600 for the conversion bellhousing (I'm 5spd) and $1800 for a ready-to-go custom harness before even getting into engine mounts (which I'll make), exhaust, radiator, fan conversion, A/C work, etc. Plus, I expect there will be a COG shift forward with the extra length of the V8 (wrong direction!) <- going 1uz would definitely help with this, though, for sure.

I'm still going to pick up the engine, though.

Figured you might have lucked into a 2uz. Yup, understood. Really good info and reflection, thanks Keith. What you shared is why I'm still leaning 1uz...

I just realized @phattyduck likely has some solid input here, vvt considerations, etc.

As far as the weight delta between the 1uz an 2uz, from those links I provided earlier, if those are accurate, it's about 200 lbs (364 vs 562).

Someday, hopefully not long from now, when battery technology has sufficiently advanced from today's, we'll be doing EV conversions. I know, sounds sacrilegious... For those who want torque though, lordy, big-time FAT.

Everything I read said there was a weight delta of 80 pounds between the aluminum block and the iron block, so 200 sounds inaccurate to me...

however, I'll weigh it once I have it in the shop. if it is indeed that heavy, I'll resell it.

Got me looking... That's a big difference. If indeed just 80 pounds, I'd actually lean toward a 2uz also, I think.

Another source for the 2uz, also at 562 lbs:

Toyota 2UZ-FE (4.7 L, V8, DOCH) engine: review and specs, service data

The same site doesn't have the weight for the 1uz though:

Toyota 1UZ-FE (4.0 L, V8, DOCH) engine: review and specs, service data

A few other sources also state 364 pounds for the 1uz. A tuner website:

1UZFE: Everything You Want to Know | Specs and More – Dust Runners Automotive Journal

Yeah, I was going to suggest that but you already bought the engine. The reason why motor swaps in 4Runners and Tacomas are not very common is the ability to bolt-on significant power in a day. A supercharged 5vz is ~440 lbs, 256 HP, 280 lb/ft TQ per Toyota dyno. Easily increased with fuel and boost to over 300 HP/TQ.

Used superchargers normally have minimal wear and would only require a simple rebuild of bearings and seals.