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4.6L 32v - 1UR-FE/FSE
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4.6L 32v - 1UR-FE/FSE
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Set of 10 tri-metal crankshaft main bearing half shells for the five main bearings of the Toyota 1UR, 2UR and 3UR V8 engines.
The 1UR-FE, 1UR-FSE, 2UR-FSE, 2UR-GSE and 3UR-FE are Toyota V8 engines of 4.6 to 5.7 litres with 32 valves. They power the Toyota Land Cruiser 200, Sequoia, Tundra, Crown and Century, as well as the Lexus GS, GX, IS, LC, LS, LX and RC. ACL offers a Race Series tri-metal main bearing set for these engines.
The crankshaft of these engines runs on five main bearings. Each journal turns between two half shells, one seated in the block and the other in the main bearing cap: they carry the crankshaft. The ACL Race Series tri-metal set shown here replaces them on built engines.
In a trimetal bearing, a steel back carries a copper-lead intermediate layer with high load capacity, itself covered by an anti-friction running layer that spares the main journal. The set is supplied complete: 0 half shells, i.e. The complete set covers the five main bearings of the crankshaft. The upper and lower half shells are different: each goes in its own position.
Trimetal targets high, sustained loads, whereas aluminium bi-metal is limited to low to medium loads: about 8,000 psi for the latter, up to 12,000 psi for a performance trimetal, 50% more. The benefit shows in strength and durability on turbo, supercharged and high-revving engines.
| ACL bearings Crankshaft journal Ø 66.988 / 67.000 mm Housing bore Ø 71.999 / 72.014 mm Width 22.5 mm |
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| 5M8632H-STD | ACL Race - Untreated | Standard | 2.491 |
| 5M8632HX-STD | ACL Race - Untreated | Std, increased clearance (HX) | 2.478 |
| 5M8632H-.025 | ACL Race - Untreated | +0.025 | 2.5035 |
| 5M8632H-.25 | ACL Race - Untreated | +0.25 | 2.616 |
Running clearance is the gap between the bearing and the main journal, filled by the oil film.
While the engine turns, the main journal floats on this oil film, which carries the load without direct contact with the bearing. Film thickness depends on clearance: too tight, oil passes poorly, temperature rises and the risk of seizure grows; too wide, oil escapes, the film carries less and oil pressure decreases. A correct clearance ensures both sufficient lubrication and a well-maintained film.
| Size / grade | When to choose it | ACL Race Series |
|---|---|---|
| Standard (STD) | Standard journal, not reground | 0.067 to 0.080 mm |
| Increased clearance (HX) | Wider clearance: high oil flow, high rpm | 0.092 to 0.105 mm |
| +0.025 mm | Polished journal | 0.067 to 0.080 mm |
| +0.25 mm | Journal reground to 0.25 mm | 0.067 to 0.080 mm |
Checking on assembly: lay a calibrated strip (Plastigauge) on the journal, torque the main cap to spec, then compare the crushed strip against the gauge to read the clearance.
These ACL trimetal main bearings are aimed at built engines and racing: where a standard bearing quickly reaches its limit, they accept more power, more rpm and more boost. The range includes the standard size, a +0.025 mm size for a main journal that has only been polished, a +0.25 mm regrind size and the HX version with increased clearance for high-revving engines or engines needing a high oil flow. It allows the same part number to be kept after the crankshaft is reground and the clearance to be tailored to the oil used and the engine's duty.
 | An Australian specialist in high-performance engine bearings since 1949, ACL Bearing Company produces the Race Series: precisely made trimetal bearings, available in numerous sizes and recognised on built engines across the world. |
This main bearing set fits the following vehicles, by engine code:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| LEXUS | GS (_L1_) F | 2UR-GSE | 473–477 hp | 2015– |
| LEXUS | GS (_S19_) 460 | 1UR-FE, 1UR-FSE | 326–347 hp | 2007–2011 |
| LEXUS | GX (URJ15_, GRJ15_) 460 4WD | 1UR-FE | 296–306 hp | 2010– |
| LEXUS | IS II (_E2_) IS F | 2UR-GSE | 423 hp | 2007–2013 |
| LEXUS | IS III (_E3_) 500 | 2UR-GSE | 479 hp | 2021– |
| LEXUS | LC Coupé (_Z10_) 500 | 2UR-GSE | 464–477 hp | 2016– |
| LEXUS | LC Convertible (_Z10_) 500 | 2UR-GSE | 464–477 hp | 2020– |
| LEXUS | LS (_F4_) 460 / 460 4WD / 460 AWD / 600h AWD | 1UR-FE, 1UR-FSE, 2UR-FSE | 341–445 hp | 2006– |
| LEXUS | LX (_J2_) 460 / 570 | 1UR-FE, 3UR-FE | 318–389 hp | 2007– |
| LEXUS | RC (_C1_) 5.0 F / F | 2UR-GSE | 449–481 hp | 2014– |
| TOYOTA | CENTURY (_G6_) Hybrid | 2UR-FSE | 431 hp | 2018– |
| TOYOTA | CROWN (_S20_) 4.6 | 1UR-FSE | 347 hp | 2009–2012 |
| TOYOTA | LAND CRUISER 200 (_J2_) 4.6 V8 / 5.7 V8 | 1UR-FE, 3UR-FE | 305–386 hp | 2007– |
| TOYOTA | SEQUOIA (_K6_) 4.6 / 4.6 4WD / 5.7 / 5.7 4WD / 5.7 FLEX | 1UR-FE, 3UR-FE | 314–386 hp | 2007– |
| TOYOTA | TUNDRA Pick-up (_K5_, _K6_) 4.6 / 4.6 4WD / 5.7 / 5.7 4WD / 5.7 Flexfuel | 1UR-FE, 3UR-FE | 310–386 hp | 2006– |
Replacing the bearings during a build or rebuild guards against the most expensive failure: a worn-out main bearing scores the main journal, contaminates the oil circuit with debris and forces at least a crankshaft regrind, or even block repairs. Against such costs a new set weighs little: it is the cheapest part of the crankshaft assembly, but the one whose failure costs the most.
