2022 Toyota LandCruiser 300 Series: new details on 3.3-liter diesel engine emerge



New video reveals new details about the LandCruiser’s 3.3-liter V6 diesel – here’s what you need to know.

The cat is already out of the bag: The Toyota 2022 LandCruiser 300 Series will be powered by a new, smaller turbodiesel V6 motor.

Replacing the current 4.5-liter turbodiesel V8 engine in the LandCruiser 200 Series, the new engine delivers more power and torque for less displacement: 227kW and 700Nm, exceeding the 200 kW and 650 Nm of the Toyota V8.

However, new details about Toyota’s new diesel powertrain have emerged via a video released on Toyota Global YouTube Channel. We’ve covered it – here’s everything you need to know.

First, the engine ushered in a new naming convention for Toyota diesel engines.

Unlike previous Toyota diesel engines which followed the lines of the 1VD-FTV, 1HD-FTE or 12H-T, the the new 3.3-liter V6 diesel is called “F33A-FTV”.

This may be related to the LandCruiser’s new platform, known as the TNGA-F. This stands for Toyota New Global Architecture, with F referring to the ladder frame chassis and the on-frame body construction of the LandCruiser.

Unlike other major four-wheel-drive manufacturers including Land Rover and Nissan, Toyota has chosen to stick to the same basic engineering philosophy as the outgoing LandCruiser 200 Series, but with a new exterior design. .

The F33A-FTV is the first diesel V6 Toyota ever produced, with inline four- and six-cylinder diesel engines being the setups of choice throughout much of LandCruiser history, with the exception of the V8. diesel from the 1VD series.

This all-new engine uses a so-called “hot V” design, with exhaust ports located inside each row of cylinders, interchanging locations with the “cold” intake ports.

This allows the two turbochargers to be nestled directly next to the exhaust ports (in other words, between the rows of cylinders) – a design common to many modern European V6s and V8s.

As a result, the exhaust gases have a shorter distance to travel between the cylinders and the turbocharger, which improves response and also reduces the complexity of tailpipes and emission equipment.

This hot V layout also allows for two-stage turbocharging, which effectively gives single and dual supercharging in one housing.

At low revs, a single turbocharger is used to improve response and maximize torque. As rpm increases, a valve opens to allow exhaust gases to flow into the second turbocharger, in order to continue to supply sufficient compressed air to the engine.

This is in stark contrast to the twin-turbo 1VD-FTV V8, which featured two turbos running separately from each other, each fueling its own bank of cylinders.

The two LandCruiser 300 series turbochargers are variable geometry units, which allows each of them to adjust their internal shape and size according to engine speed and load.

The technical video released by Toyota suggests the use of a water-to-air intercooler, instead of a more commonly used air-to-air intercooler.

While many Australians are currently grooming wreaths and obituaries for the much-loved V8 diesel, one of the main reasons for Toyota’s switch to a smaller V6 is simple: weight reduction.

The outgoing diesel V8 used a nodular graphite cast iron engine block, although it is not clear whether the new diesel V6 block is constructed from a different material.

Some modern diesel engine designs use aluminum alloy cylinder blocks, but use a stronger iron cylinder liner in order to cope with the higher combustion pressures and temperatures that accompany turbocharged diesel engines.

And with the 300 Series losing around 100 kilograms in diesel form over the outgoing LandCruiser 200 Series, a good chunk of that economy will undoubtedly come from the smaller, lighter engine.

The new engine is also mounted 28mm lower and 70mm further back in the chassis, allowing for a more balanced weight distribution compared to the outgoing LandCruiser.

This new engine is also associated with a new 10-speed “Direct-Shift 10” automatic gearbox, manufactured by the Aisin company belonging to Toyota.

With four additional gear ratios available, the LandCruiser 300 Series will benefit from a lower first gear ratio, for better acceleration and off-road performance. Compared to the 200 Series LandCruiser with the 4.5-liter V8 and six-speed automatic transmission, the first gear ratio has increased from 13.030: 1 to 16.28: 1.

Gear ratios have narrowed, and a higher top gear allows for lower revs while driving on the highway, with a 2.027: 1 ratio compared to 2.299: 1 for the 200 series.

The new transmission also locks the torque converter more often, increasing efficiency and lowering operating temperatures.

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While we are not sure exactly what type of fuel injection system Toyota used in the new LandCruiser 300 series, it is likely to be a top configuration.

In addition to the intake and exhaust ports optimized for power and efficiency, the fuel injectors will use up to seven injection cycles per combustion event, as they seek the cleanest and most efficient combustion. diesel fuel.

You will notice this as soon as you start the engine. Instead of a noticeable whirring noise from the motor fan, a new electronically controlled fan allows it to remain disconnected from the rotating motor when not needed, such as at start-up, at low operating temperatures and at high temperatures. speed.

This allows the LandCruiser to be both more efficient and quieter on the move.

The crankcase design allows the LandCruiser to sit at forty-five degree angles, both uphill and downhill, without any risk of running out of oil. The oil pan itself is deep, with the pickup and strainer located as low as possible.

Toyota says the new LandCruiser will “overtake” the outgoing model by up to 30mm, thanks to a redesigned suspension geometry and a next-generation e-KDSS stabilizer bar disconnect system.

That’s right, one of the main features of the LandCruiser 200 series may not have been adapted to the new model.

Instead of featuring a split tailgate, the new LandCruiser seeks to use a one-piece, top-hinged tailgate. The third row of seats now folds down into the floor, rather than against the sides of the cabin, as seen in the 200 Series.

Sam purcell

Sam Purcell has been writing about cars, four-wheel drive, and camping since 2013 and has been obsessed with everything that happens longer than he remembers. Sam joined the CarAdvice / Drive team as an off-road editor in 2018, having learned his skills at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures.

Learn more about Sam Purcell


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