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4.0L 32v - 1UZ-FE
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4.0L 32v - 1UZ-FE
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Set of tri-metal crankshaft main bearing half shells without notch for the five main bearings of Toyota and Lexus 1UZ-FE, 2UZ-FE and 3UZ-FE engines.
The 1UZ-FE (4.0 litres), 3UZ-FE (4.3 litres) and 2UZ-FE (4.7 litres) are Toyota petrol V8 engines with four overhead camshafts and 32 valves, fitted notably to the Celsior, Crown, Soarer, Land Cruiser, Sequoia, Tundra, 4Runner and the Lexus LS, GS, SC, LX and GX. The crankshaft journal and housing dimensions are those of the ACL bearing set shown here, for five main bearings.
The crankshaft of this engine 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 66.987 / 67.000 mm Housing bore Ø 71.999 / 72.014 mm Width 22.5 mm |
Manufacturer's note (ACL 5M8088H): this set has no notch, to suit 1UZ, 2UZ and 3UZ.
| Reference | Brand and treatment | Size | Wall thickness (mm) |
|---|---|---|---|
| 5M8088H-STD | ACL Race - Untreated | Standard | 2.491 |
| 5M8088HX-STD | ACL Race - Untreated | Std, increased clearance (HX) | 2.478 |
| 5M8088H-.025 | ACL Race - Untreated | +0.025 | |
| 5M8088H-.25 | ACL Race - Untreated | +0.25 | |
| 5M8088H-.50 | ACL Race - Untreated | +0.50 |
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 |
| +0.50 mm | Journal reground to 0.50 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, +0.25 and +0.50 mm regrind sizes 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 1UZ-FE, 2UZ-FE and 3UZ-FE engines of the following Toyota and Lexus models:
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Hongqi | HQ3 | 3UZ-FE | 280 hp | 2006–2008 |
| Lexus | GS (_S16_) | 1UZ-FE, 3UZ-FE | 283–305 hp | 1997–2004 |
| Lexus | GS (_S19_) | 3UZ-FE | 283–300 hp | 2005–2011 |
| Lexus | GX (_J12_) | 2UZ-FE, 3UZ-FE | 238–305 hp | 2001–2009 |
| Lexus | LS (_F1_) | 1UZ-FE | 245–254 hp | 1989–1995 |
| Lexus | LS (_F2_) | 1UZ-FE | 253–294 hp | 1994–2000 |
| Lexus | LS (_F3_) | 3UZ-FE | 282–294 hp | 2000–2006 |
| Lexus | LX (UZJ100) | 2UZ-FE | 231–275 hp | 1998–2008 |
| Lexus | SC Coupe (_ZZ3_) | 1UZ-FE | 253–294 hp | 1991–2000 |
| Lexus | SC Convertible (UZZ40_) | 3UZ-FE | 280–332 hp | 2001–2010 |
| Toyota | 4 Runner IV (_N21_) | 2UZ-FE | 238–273 hp | 2002–2009 |
| Toyota | Aristo (_S14_) | 1UZ-FE | 235 hp | 1992–1997 |
| Toyota | Aristo (_S16_) | 3UZ-FE | 305 hp | 1999–2004 |
| Toyota | Celsior (UCF1_) | 1UZ-FE | 245 hp | 1988–1993 |
| Toyota | Celsior (UCF2_) | 1UZ-FE | 264–280 hp | 1993–2000 |
| Toyota | Celsior (UCF3_) | 3UZ-FE | 283 hp | 2000–2006 |
| Toyota | Crown (CRS_, JZS_, GRS18_, UZS_) | 3UZ-FE | 280 hp | 2003–2008 |
| Toyota | Crown (_S14_, _S13_) | 1UZ-FE | 260–265 hp | 1991–1995 |
| Toyota | Crown (_S17_) | 1UZ-FE | 280 hp | 1999–2004 |
| Toyota | Crown (_S20_) | 3UZ-FE | 280 hp | 2009–2012 |
| Toyota | Land Cruiser 100 (_J1_) | 2UZ-FE | 233–238 hp | 1998–2007 |
| Toyota | Land Cruiser 200 (_J2_) | 2UZ-FE | 271–315 hp | 2007– |
| Toyota | Sequoia (_K3_, _K4_) | 2UZ-FE | 238–280 hp | 2000–2007 |
| Toyota | Sequoia (_K6_) | 2UZ-FE | 280 hp | 2007–2014 |
| Toyota | Soarer Coupe (_Z3_) | 1UZ-FE | 260–265 hp | 1991–1997 |
| Toyota | Soarer Coupe (_Z4_) | 3UZ-FE | 283 hp | 2000–2005 |
| Toyota | Tundra Pick-up (_K3_, _K4_) | 2UZ-FE | 249–282 hp | 1999–2006 |
| Toyota | Tundra Pick-up (_K5_, _K6_) | 2UZ-FE | 280 hp | 2006–2009 |
| Toyota (Faw) | Crown Royal (_S20_) | 3UZ-FE | 283 hp | 2009–2012 |
| Toyota (Faw) | Land Cruiser 100 (_J10_) | 2UZ-FE | 238 hp | 2003–2007 |
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.
