The 3VZ-FE came to life when Toyota recognized that it needed a larger V6 engine to suit the then upcoming 3rd generation Camry platform. It's basic design incorporates an updated version of the last revision of the 3VZ-E's block, mated with the Yamaha designed/built DOHC (24 valve) FE V6 heads, and Toyota's most advanced OBD-I control system. The upper aluminum intake manifold has is a split chamber intake manifold with Toyota's ACIS varriable intake system feeding three sets of runners for both heads. Parts wise, the 3VZ-FE shares very little with previous engines, including the 3VZ-E, and 2VZ-FE. The few parts shared with the 3vz-e, that are interchangeable are the main bearings, little else is the same. In a surprising twist, no electronics from other Toyota (Denso) parts are swappable.
It is a smooth running engine that was used as the 3.0L V6 engine on the Camry platform between 1992-1997.5 DEPENDING on what part of the world you are in. North America saw the engine only in 1992-1993, while Australia & NZ had it from '92-'96, and the engine was available in some parts of Asia, and in the JDM Toyota Windom through 1997.5. The 1992-1993 engine has 185bhp @ 5800rpm,189ft-lb @ 4600rpm. 1994+ have 200bhp @ 5800rpm, 204ft-lb @ 4600rpm. There is no mechanical difference in the engine. In an embarrassing move, Toyota inadvertently created an engine competing with the more performance oriented 7M-GE, & 1JZ-GE installed in sportier, more luxurious cars of the time. Because of this, both stock ignition timing, and fuel tuning were set more conservatively than normal capping power output.
The power spread of the 3VZ-FE is wide, having 100% torque at just 2500rpm - 4600rpm, with power trailing off by 6000rpm. Stock redline is 6850rpm, and the ECU's fuel/ignition cut is over 7000rpm. The valvetrain was designed for no float over the stock programmed operational range.
Tho harder to find in good used condition in North America (unless imported), the 3VZ-FE is a fairly common V6 in most parts of the world, after having a good lifespan in popular models. They are cheap, simple, have few problems, and have become a semi-popular subject for engine swaps.
The 3VZ-FE also started Toyota's trend of severely overbuilding their production V6's. Having a larger forged steel crankshaft, and large cast rods, they are capable of more than doubling stock power output easily. With a few nitrous, and turbocharged examples matching, or exceeding 450 horsepower on both the stock engine, and stock engine management (with a piggyback/interceptor controlling fuel/ignition).