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Toyota V35A-FTS Specifications
| Engine Model: Toyota V35A-FTS |
| Engine Type: 4-cycle 6-cylinder DOHC VVT-i twin-turbocharged liquid-cooled gasoline |
| Total Displacement: 210.3 cu.in (3.44 L) |
| Rated Engine Power: 409-415 Hp (305-309 kW) at 6000 rpm |
| Fuel System Type: Toyota D-4ST direct injection |
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| General Technical Data |
The Toyota V35A-FTS is a 3.4-liter twin-turbocharged V6 gasoline engine developed by Toyota’s advanced powertrain engineering division as part of the Dynamic Force engine series. Introduced in 2017 with the Lexus LS 500 and later used in other high-performance rear- and all-wheel-drive models, it replaced the long-serving 3UR-FE and 2UR-GSE naturally aspirated V8 engines in many applications. The V35A-FTS represents Toyota’s move toward downsized, forced-induction technology emphasizing high thermal efficiency, reduced emissions, and exceptional torque delivery across the rev range.
With a compact 60-degree aluminum block, dual
turbochargers, and D-4ST dual fuel injection, the engine combines
smoothness, high output, and improved fuel economy. The standard version
produces around 309 kW (415 hp) and 600 Nm (442 lb-ft) of torque, while
the Euro 6d 2021-on revision incorporates enhanced exhaust treatment and
revised calibration for improved emissions compliance and fuel
efficiency.
The V35A-FTS uses a combination of advanced systems—such as VVT-iW
(Variable Valve Timing-intelligent Wide) on the intake side, VVT-i on
the exhaust, electronically controlled wastegates, and an air-to-water
intercooling system—to optimize performance and drivability. Despite its
smaller displacement compared to the V8 engines it replaces, the
twin-turbo V6 achieves superior low-end torque and smoother transient
response.
The engine’s design focuses on NVH suppression,
employing a deep-skirt aluminum block with ladder-frame reinforcement
and balance shaft system. It also serves as the foundation for hybrid
variants such as the V35A-FXS used in the LS 500h, underscoring its
modular, high-efficiency architecture.
The Toyota V35A-FTS displaces 3,445 cc (210.3 cubic inches) achieved by
an 85.5 millimeter (3.37 inch) bore and a 100.0 millimeter (3.94 inch)
stroke. The long-stroke configuration supports high torque output and
strong combustion efficiency. The compression ratio is 10.5:1—remarkably
high for a turbocharged engine—made possible by Toyota’s advanced
combustion chamber design and dual fuel system that alternates between
port and direct injection to mitigate knocking.
The firing order is 1–4–2–5–3–6, and the
crankshaft is supported by four main bearings with fully counterweighted
forged steel construction. Pistons are lightweight aluminum with cooling
oil jets beneath each crown. The connecting rods are forged and
fracture-split for accuracy. The block is die-cast aluminum with Siamese
cylinder bores and cast-in iron liners. The heads are aluminum alloy,
crossflow type with pent-roof combustion chambers, each bank housing
dual overhead camshafts for four valves per cylinder, totaling 24
valves.
Peak output in standard calibration is approximately 309 kW (415 hp) at
5,200–6,000 rpm and 600 Nm (442 lb-ft) of torque from 1,600 to 4,800
rpm. The Euro 6d update introduced new ECU mapping and catalytic
converter revisions, slightly reducing power to around 305 kW (409 hp)
but broadening the torque curve. The engine’s redline is 6,600 rpm, and
idle speed is about 650 ± 50 rpm. Boost pressure typically peaks near
1.1 bar (16 psi), controlled electronically. The engine meets Euro
6d-TEMP, LEV III, and ULEV70 standards, with CO2 output in typical
applications between 220 and 260 g/km.
| Fuel System |
The V35A-FTS employs Toyota’s D-4ST (Direct-injection 4-stroke Superior with Turbo) dual-injection system, combining both direct and port fuel injection. Under cold-start and low-load conditions, the port injectors assist in improving mixture homogenization and reducing particulate formation, while at higher loads the direct injectors deliver high-pressure atomized fuel directly into the combustion chamber for cooling and efficiency. Fuel is supplied from an in-tank electric pump to a camshaft-driven high-pressure pump generating up to 20 MPa (2,900 psi).
Fuel rails distribute the pressurized fuel to six multi-hole direct injectors. The ECU continuously modulates injection mode based on engine speed, load, and temperature. The fuel system operates returnless to reduce vapor emissions. Recommended fuel is unleaded premium gasoline with 95 RON (91 AKI) minimum. The electronic throttle system (ETCS-i) coordinates airflow with injection strategy to optimize combustion stability. Under Euro 6d calibration, injector spray targeting and transient fuel pressure control were refined to minimize cold-start hydrocarbon emissions.
| Lubrication System |
A fully pressurized, wet-sump lubrication system maintains engine longevity under high load and turbocharged conditions. The oil pump is a variable-displacement, trochoid-type unit driven by the crankshaft, capable of adjusting pressure based on demand to reduce parasitic losses. The system supplies oil to the crankshaft bearings, camshafts, turbochargers, and valvetrain through a main gallery. Cooling jets under each piston aid thermal control. The oil filter is a cartridge type located at the lower front of the block for easy service.
Oil pressure at 3,000 rpm averages 400–600 kPa (58–87 psi), with minimum idle pressure around 100 kPa (15 psi). The oil capacity is 6.8 liters (7.2 US quarts, 6.0 Imp quarts) including the filter. Recommended oil viscosity is SAE 0W-20 or 5W-30 meeting API SN/RC or ILSAC GF-6 standards. Turbocharger lubrication and cooling circuits are fully integrated with the main oil system. The crankcase ventilation employs a dual-stage PCV valve system separating blow-by gases to minimize oil consumption.
| Cooling System |
The cooling system is of pressurized, liquid type with electric and mechanical flow control. A compact, belt-driven centrifugal water pump circulates coolant through the block, heads, turbos, intercoolers, and radiator. The thermostat begins to open at approximately 82 degC (180 degF) and is fully open by 95 degC (203 degF). Twin water-to-air intercoolers mounted within the V-bank provide rapid heat exchange with short airflow paths, improving throttle response.
The system is pressurized to about 108 kPa (15.6 psi). Coolant capacity is approximately 10.2 liters (10.8 US quarts, 9.0 Imp quarts). A 50/50 ethylene glycol mixture is recommended, providing freeze protection to –35 degC (–31 degF). The engine employs an electrically actuated coolant control valve that regulates flow to the turbos and cylinder heads during warm-up to accelerate temperature rise and improve efficiency. The Euro 6d update added an electric auxiliary water pump for enhanced thermal management during stop/start operation.
| Induction and Turbocharging System |
The induction system utilizes twin single-scroll turbochargers mounted symmetrically within the V, minimizing intake length and improving transient boost response. Each turbo feeds three cylinders per bank through individual runners and integrated exhaust manifolds cast into the cylinder heads, reducing thermal losses. Compressed air passes through the air-to-water intercoolers before reaching the throttle body and intake plenums. Turbo boost control is achieved via electronic wastegates governed by the ECU to balance performance and emissions.
Maximum boost is typically around 1.1 bar (16 psi), and boost response is immediate due to the short exhaust routing and optimized turbine geometry. The intake manifold is molded composite with tuned runner lengths to enhance low-speed torque. Air filtration is through a large-capacity dry element filter located in the left front fender housing. Euro 6d revisions included improved catalyst warm-up logic and wastegate actuation to reduce emissions during transient operation.
| Ignition and Electrical System |
Ignition is managed by a direct coil-on-plug system with iridium-tipped spark plugs, controlled by the engine control module for precise timing. Spark plug gap is 0.9–1.0 mm (0.035–0.039 inch). The alternator output is rated at approximately 180 amperes. The starting system uses a high-torque reduction starter motor integrated with stop/start capability.
Battery capacity is typically 70 Ah at 12 volts. The ECU integrates control of ignition timing, injection phasing, turbo boost, and valve timing, ensuring optimal performance. The Euro 6d calibration employs an upgraded ECU with faster processing for real-time adaptive control of combustion and knock suppression.
| Valve Timing and Drive Mechanism |
Each bank features dual overhead camshafts driven by a primary roller chain from the crankshaft and secondary chains for exhaust cam drive. Hydraulic tensioners and chain guides maintain alignment. Intake camshafts utilize VVT-iW, allowing wide phasing range to enable simulated Atkinson operation during low-load cruising, while exhaust cams employ standard VVT-i for backpressure optimization. The system is oil-pressure actuated under ECU control. Cam phasers can alter timing by up to 60 deg crank angle (intake) and 40 deg (exhaust). The timing chain requires no regular replacement but should be inspected at 200,000 km (125,000 miles) for elongation.
| Exhaust and Emission Control System |
Exhaust gases exit through short, integrated manifolds feeding twin close-coupled catalytic converters followed by underfloor catalysts. Oxygen sensors upstream and downstream of each catalyst provide feedback for closed-loop control. Secondary air injection is used at cold start for rapid catalyst heating. The Euro 6d update introduced a gasoline particulate filter (GPF) integrated into the main catalyst housing, meeting stricter particulate number limits. The exhaust backpressure system also includes an electronic wastegate coordination feature to maintain optimal turbine speed during catalyst light-off. Tailpipe emissions are reduced to Euro 6d and LEV III compliance.
| Dimensions and Weight |
The overall engine dimensions are approximately 740 mm (29.1 inches) in length, 750 mm (29.5 inches) in width, and 720 mm (28.3 inches) in height. The dry weight is around 220 kg (485 lbs) for the standard version and approximately 228 kg (503 lbs) for the Euro 6d version due to additional emission components and cooling hardware. The compact 60 deg V-angle allows easy packaging in both longitudinal and hybrid applications. Engine mounts are hydraulic to suppress vibration, and the sump design integrates a two-stage oil separator for high-G operation.
| Maintenance Data |
Regular oil and filter changes are recommended every 10,000 km (6,000 miles) or annually, whichever comes first. Air filter replacement interval is 30,000 km (18,600 miles). Spark plugs should be replaced every 100,000 km (62,000 miles). Coolant replacement is required every 160,000 km (100,000 miles) or five years. Drive belt inspection should be performed every 40,000 km (25,000 miles).
Fuel injectors and intake valves should be cleaned periodically to prevent carbon buildup, particularly under short-trip usage. Turbocharger oil feed lines must be inspected for leaks or restriction during major services. Idle speed is 650 ± 50 rpm. Standard compression pressure per cylinder is about 1,400 kPa (203 psi), with a service limit of 1,000 kPa (145 psi). Maximum allowable variation between cylinders is 100 kPa (15 psi).
| Tightening Torques |
Cylinder head bolts: 40 Nm (30 lb-ft) + 90 deg + 90 deg.
Main bearing cap bolts: 60 Nm (44 lb-ft) + 90 deg.
Connecting rod bolts: 40 Nm (30 lb-ft) + 90 deg.
Camshaft cap bolts: 12 Nm (9 lb-ft).
Crankshaft pulley bolt: 240 Nm (177 lb-ft).
Flywheel bolts: 90 Nm (66 lb-ft) + 90 deg.
Spark plugs: 25 Nm (18 lb-ft).
Oil drain plug: 40 Nm (30 lb-ft).
Turbocharger mounting nuts: 42 Nm (31 lb-ft).
Exhaust manifold nuts: 35 Nm (26 lb-ft).
Intake manifold bolts: 25 Nm (18 lb-ft).
Engine mount bolts: 60 Nm (44 lb-ft).
Oil pan bolts: 10 Nm (7 lb-ft).
| Vehicle Applications |
The Toyota V35A-FTS engine is installed in a range of premium Toyota and
Lexus vehicles emphasizing performance and refinement.
Applications include:
– Lexus LS 500 (XF50, from 2017)
– Lexus LC 500 (UC100, from 2020 in certain markets)
– Lexus LX 600 (J310, from 2021)
– Toyota Tundra (XK70, from 2021)
– Toyota Sequoia (XK80, from 2022)
– Toyota Land Cruiser 300 Series (from 2021, select markets)
These applications pair the engine with Toyota’s 10-speed Direct Shift
automatic transmission and advanced AWD or RWD drivetrains. In hybrid
derivatives, the closely related V35A-FXS variant combines
Atkinson-cycle operation with electric motor assistance for total system
outputs exceeding 354 hp.
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