Land Cruiser V35A Engine

My buddy had one of those way back in the day. It chewed up every cent he had but he loved it. It was more like having two inline v6 than a v12. Everything was doubled. Crazy design

 

I truly thought a Turbo engine would get twice the mpg towing the same load at high altitude, or any load at high altitude actually. Not the case realworld, on par at best with the 5.7l. Same mpg with a bit more power doesn't get me all giddy about a complex twin turbo. We're always over 5300ft on the Colorado Plateau, YMMV of course.

I'm always interested in a powertrain that maximizes both power and mpg. In my case a hybrid Sequoia could be the future.

 

It takes a certain amount of power to tow heavy weights. The only trucks that can get "good" MPGs when towing are diesel trucks.

Gas powered trucks with significant loads all guzzle gas at exactly the same rate, no matter what type of gas engine they have, and even if they are hybrid. Hybrid systems just can't generate the sustained high power levels needed to improve MPGs under load.

The main differences for gas powered trucks are how they get better MPGs when unladen. The F-150 went on a weight diet. Other trucks use tall gearing, aggressive upshifting and cylinder deactivation. The 2 worst trucks for MPGs are the Titan and Tundra, because both use short final drives, somewhat normal shifting patterns, and drive like a "normal V8", meaning they feel much peppier because all cylinders are always on and the gearing is short. All of the MPG tricks, lighter weight, hybrid, cylinder deactivation, tall gearing, go out the window once significant weight/load is applied....all trucks need to start dumping lots of fuel and bypass their usual MPG tricks to keep up with a load.

 

You sold me! Wow thats great to know cuz the only thing I worry about is how fast I can tow up a mountain...SUPER IMPORTANTE! The fact the F150 beat my truck by 0.11 seconds up that mountain makes me want to sell my Tundra.

 

Don’t forget the other trucks burned less fuel while pulling up the mountain faster.

I expect the V35A-FTS is going to be a beast. If it sounded like I was suggesting you buy a Ford that was not the intent. I was demonstrating that 1.) Forced induction V6’s can out perform a naturally aspirated V8. As a bonus 2.) Said forced induction V6 can do it burning less fuel in the process.

 

The test only allows them to go the speed limit, so the EcoBoost would have been capable of accelerating “at any time” at that altitude according to the driver who had to back off so they weren’t speeding. In comparison the Tundra was giving all it had, and couldn’t do the speed limit.

So we’re not talking about a little bit more power, we’re talking about a lot more power at altitude.

 

Extra power is fine with me but if the mpg's are not better that disappoints me. In my case, my case only, I don't need the extra power. I need mpg's towing from Denver to Durango and back every month of the year.

Anyway, here's another article about the V35A in the LS500 Toyota V35A-FTS 3.5L Twin Turbo Engine Specs, Problems, Reliability, oil, LS 500 (motorreviewer.com)

The debate is moot of course because if I want a new Sequoia to replace the 2019 it will have a TTV6. I do hope the new Seq will have a larger stock fuel tank. If the LC300 gets 29g's the new Seq hopefully gets 29+g's.

 

Unless a Diesel engine is an option or the hybrid proves to be good at improving towing efficiency, I don’t see the V35A-FTS saving tons of fuel towing in the mountains over the 3UR-FE. If you’re working the truck to make road speed you are going to have to make “X” amount of horsepower, and if that number is pretty close to full rated power there is no free lunch. It then comes down to the energy potential of the fuel, and diesel has more energy potential than gasoline and is able to be burned in a higher compression environment without detonation.

The most significant way you can save fuel is by slowing down. Less air resistance, lower cruising RPM’s on everything means less friction and less rolling resistance. There’s a reason class 8 trucks are tooling along at 60 MPH on the highway even when it’s an owner operator with a big 600HP rig capable of cruising around with a load at or above the speed limit.

Even diesel pickup truck owners can frequently be seen complaining that their trucks don’t get the same mileage they used to. Well no shit guys, 25 years ago a diesel 1 ton made 240HP and wanted to tow trailers at 55-60 MPH. You don’t get to make 475HP and 1000lb-ft of torque and tow the same trailer at 75 MPH and get the same mileage.

What the new engine is going to offer is approximately equal fuel consumption towing to the 3UR-FE, significantly better mileage unladen, and significantly more power. The power difference will be even more noticeable for those of us 3000ft above sea level and up. That 3% power loss every 1000ft of altitude gain for naturally aspirated engines starts to stack up past that, and a turbocharger does a damn good job of compensating for that to keep you at or near full rated power.

Figure pulling the grade to the Eisenhower tunnel at 11,000ft our 3UR-FE that makes 381HP at sea level is only cranking out 255HP up there! That’s only 239lb-ft of torque being made at 5600 RPM. Think about that: it’s less powerful at 11,000ft than a Tacoma with a 3.5L V6 at sea level!

Everyone has different goals and needs, for me as long as it is safe and within my capabilities as a driver and the equipment, I will happily trade a bit of fuel consumption to make point A to point B take less time. Then again I don’t tow frequently, so the fuel costs I would save on the rest of the time more than make up for the fuel costs to do my infrequent towing. I just make sure I’m on fresh oil, premium fuel for cheap insurance against knock (maybe some octane booster too if it is a hot day), a full coolant reservoir, and inspect the tires and draft gear. Make sure I have tools with me, and off I go. I will slow down quite a bit compared to my normal pace though, I don’t trust most trailer tires any further than I can toss them, nor the wheel bearings. When you tow borrowed trailers, or rented trailers that is just how it is.

 

If you're towing heavy on steep grades you're also more likely to keep the transmission torque converter locked up (a good thing) if you just downshift and slow down.

Keeping the torque converter locked up greatly improves both fuel efficiency and transmission fluid temps.

I've put the hazard lights on and slowed to 35 mph towing on really steep grades before. It wasn't that I couldn't go faster. It was because holding 65-70 mph would only get me to my destination 1-2 minutes sooner while burning twice as much fuel.

 

I will keep my V8 thanks.

 

Unless my situation changes dramatically I’ll be keeping my two V8’s as well: one 3UR-FE and an LS3 will stay in the fleet for the foreseeable future.

I will also be adding a truck, and unless Toyota royally screws up the next Tundra will probably be it. So I will have a TTV6 of some description around too, which will be my 3rd turbocharged engine in a vehicle I’ve owned.

 

Bullshit the Tundra doesn't have aggressive upshifting.

 

Gotta disagree, the Tundra transmission is alway willing and eager to use the tallest possible gear even when you don't want it to. Getting it to downshift is infuriating because even with your foot on the floor sometimes it just wants to not kick down and get with the program.

 

I don't see where JuicyJ said anything about the Tundra having aggressive upshifting. He stated that "Other trucks use tall gearing, aggressive upshifting and cylinder deactivation." And, "The 2 worst trucks for MPGs are the Titan and Tundra, because both use short final drives, somewhat normal shifting patterns, and drive like a "normal V8"."

 

TF u talking about Willis?

 

Yeah, he said other trucks have aggressive upshifting. I'm saying I don't know or care what other trucks have but the Tundra definitely has aggressive upshifting.

 

Does my truck really need to be in 6th gear at 10 mph because the car in front of me accelerated too slowly?

 

Gotcha. your wording made it sound different, I see what you are saying tho.

 

I try not to speak on current Tundra as I don't have one, nor have I driven one.

I can commiserate though, I have an Infiniti with a 7AT that can be annoying in it's shift logic. The 5AT in my old Titan is the best automatic I've ever owned, so I don't get how the same manufacturer can go from excellence to shittiness

 

It’s called emissions. Lower RPM means slower and more complete combustion to the expense of everything else, including drivability and engine lifespan.

 

If the new Tundra were to get a manual transmission (which I know it won't) and, say, 1700 lbs+ of payload, I'd trade in my current truck in a heartbeat.

 

Heck yes! I wish Toyota were listening. It's a shame the newest truck you can get with a manual (that can actually pull things) is a 2018 RAM 2500. If half-tons are really the mall crawlers that the industry is starting to treat them as, then why not toss a manual in there again?

 

I'm going to take what you said and disregard it.

Unless I see some credentials

 

Fuel mileage - judging by fuelly.com reports for the Ford 3.5l TTV6 - 2021 Ford F-150 MPG - Actual MPG from 60 2021 Ford F-150 owners (fuelly.com) shows the avg mpg for many is in the 18-20mpg range, if I'm reading it right. But there are also plenty in the 14-17mpg range.

Time will tell what mpg folks get with the Toyota TTV6. I guess it will depend on how often you're in boost. Unladen maybe it gets you 20mpg.

Power delivery at altitude is great, but you're in boost and drinking fuel at apx the same rate as the 3UR-FE. We can debate this forever and it's fun to do so, but the bottom line is if we want to move on to the next gen Sequoia or Tundra we'll be buying a TTV6 with maybe the 8-spd auto in lower trims and a 10-spd auto in higher trims. And no trans cooler.

 

I’m not sure if the 10 speed has an air to liquid transmission cooler, no mention on the Land Cruiser 300 info so far. I think omitting that feature is a bad decision if they go that way.

Although having expressed a personal desire for a trans cooler loop that exchanges heat with air, not engine coolant; the new direct shift 10 speed apparently stays in torque converter lockup in every gear except 1st and 2nd if I remember correctly. So that will reduce transmission heat quite a bit by working the fluid far less.

I am sure the aftermarket will offer a solution if Toyota omits the transmission cooler. The GM and Ford 10 speeds also don’t have one, but the aftermarket offers them.

Also as another plus the Land Cruiser version of the V35A-FTS uses a normal spin on oil filter, so it shouldn’t be too hard to add an oil cooler. Not a direct help to transmission fluid temps, but if the transmission is cooled by engine coolant the less heat the engine dumps into the coolant the more cooling the loop can provide to the transmission. Pulling more heat out of the oil helps cooling performance, and helps the oil maintain film strength and all the oil functions.

 

I'm leaning the same way. The V35A will probably be fine for longevity and low-maintenance, it's been in the LS500 for a few years and Toyota had enough confidence to put it in the LC300.

We'll pile up some miles on this new to us '19 Sequoia with the old reliable 5.7 and 6-spd trans. We'll see what the future holds and maybe jump on a used next gen Seq in six or seven years.

 

Well, I’m not trying to sell you anything. I would encourage you to go ahead and do some research on that topic if you are interested.

http://www.sciencedirect.com/science/article/pii/S1876610217301996/pdf?md5=28d3a7f7d94bde61226ba15dac591f5b&pid=1-s2.0-S1876610217301996-main.pdf