3vze auto to manual

3vze auto to manual

My question is, if I put an engine in that is from an automatic setup, will I need any parts that I don't already have with my setup. Thanks in advance for any info.:thumbup: Okay, let me get back to the question. Just to clarify, I will be taking a 3vze engine from a truck that has an auto transmission, and put that engine into my truck with a manual transmission. So your saying that the engine itself is different.I found some guys that sell engines on ebay that have in between 49k and 52k that are imported from japan, but they are from a truck with an auto transmission.He should be able to tell you what all needed to be done to his automatic engine to make it work with his new manual transmission. 4RunnerKid's buildup ( ) I don't know how to merge the two, Instructions??????:) Thanks for all the info:) He has since installed a 3.4 in his 2nd gen 4Runner as well. All rights reserved. For a better experience, please enable JavaScript in your browser before proceeding. It may not display this or other websites correctly. You should upgrade or use an alternative browser. Thanks JC oh ya 1989 3.0 3VZE 4x4 long bed reg cab In the future please use the search function (on any forum). It has the 22re in it though. The auto sucks and I want to put a 5 speed in it. It has some good info but still not nearly enough. He says he was going to do a write up but that was in 07.Come discuss the Camry, Tacoma, Highlander, 4Runner, Rav4 and more. I can do the work. Just not sure if I need a new wire harnics, computer, tcm, etc.You will also have a huge cutout in the floorboard. You won't like a 4banger with an auto. They are gutless to begin with.I would just wait and buy a 4Runner already set up the way you want it. That combo is out there, you just gotta be in the right place at the right time.But if thats what you want so be it. As for the heater, I love the heat in my 89 4runner.http://strandedtattoo.com/bosch-hmg-85-manual.xml

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It gets soo hot in the truck I have to end up opening the sunroof during the winter sometimes to vent it a lil. I do have the rear seat heater though and its amazing.The heater blasts hot 5 minutes after the truck is turned on. (even in temps below 15degrees) IDK for sure about the first gen, but my second gen has a rear heating unit as well. PS I know how much it sucks with raynauds. I'm with yah! At 25mph so it takes like 15 min but rear heater adds a good amount of heat back there for my kiddos And to swap it would not be worth it. Just learn to drive a stickI would just wait and buy a 4Runner already set up the way you want it. That combo is out there, you just gotta be in the right place at the right time. You'd need trans and t-case, trans ECM and harness, different x-member if I remember correctly, and probably some driveshaft work.Feedback Buttons provided by. User Alert System provided by All company, product, or service names references in this web site are used for identification purposes only and may be trademarks of their respective owners. Save site-wide at our online store! Will I need a different cross member. Are manual transmission 4 cyl and 6 cyl cross members the same.Will I need a different cross member. Yes Are manual transmission 4 cyl and 6 cyl cross members the same. I believe so, but the mount itself doesn't quite match. Its easy to cut and weld the tab at a different angle though.I actually ran across a steal buy on an R151F (4cyl turbo) transmission with transfer case the other day. Now I just need a 3vze bellhousing, a flywheel, pedal assembly and a driveshaft. I actually ran across a steal buy on an R151F (4cyl turbo) transmission with transfer case the other day. Now I just need a 3vze bellhousing, a flywheel, pedal assembly and a driveshaft. I think I've got a flywheel from a 3.0 laying around somewhere. Not sure though, I'll have to check. Shipping would prolly suck for what its worth though. Not sure though, I'll have to check.http://petra-electronics.com/gctcms/fckeditor/userfiles/bosch-heat-pump-manual.xml

Shipping would prolly suck for what its worth though. Thanks for thinking of it. When I wanted to upgrade my 22RE to run the turbo style, and 1995, fly wheel with the slightly larger clutch, I had no problem finding the part locally. Prices subject to change without notice. Page created in 0.319 seconds with 30 queries. The best way to identify the transmission is by the VIN tag (assuming driveline is original): For models outside USA, this information may not be valid or may cover wider ranges. Some lines are condensed. The intent of this information is to identify the shifter model; this is NOT an interchange guide. If you have read our technical article before, please read it again. Kits have been broken into smaller sections to better accommodate individual customer needs, in an effort to keep the expense of this conversion as efficient as possible. Please see our recommend parts reference for more information. We offer many conversion parts and technical aid related to this conversion. Our parts and expertise are derived from many years of performing and assisting customers with this conversion. This article contains information that should be helpful when considering and performing this conversion. It is the successor to the 3.0L, 3VZ-E. The engine code means that it is the 5th engine in the “VZ” family. “F” represents dual overhead camshafts in each engine head. The intake camshaft is driven by the timing belt, which turns the exhaust camshaft by way of a “scissor” gear. The “E” represents electronic fuel injection. This engine is found in 1995.5-2004 Tacoma, 1995-1998 T100, 1996-2002 4Runner and 2000-2004 Tundra models. It is lightweight, yet powerful; producing 190HP at 4800 RPM and 220 lb-ft torque at 3600 RPM. It is equipped with a smooth Toyota multi-port fuel injection system, using a distributor-less ignition system and OBDII diagnostics. Its dual overhead camshaft design makes it efficient on fuel and offers great opportunity for power upgrades.http://www.drupalitalia.org/node/67838

This engine does well with forced induction modifications, such as the popular TRD Supercharger system. This engine also fits very well into a Toyota truck or 4Runner. Due to its size and components, the conversion can look “factory”, if performed properly. Don’t forget- one huge advantage is the “cool factor” of swapping in a late-model Toyota engine! For this reason it is a direct bolt-in for some applications. ORS offers frame brackets and engine mount solutions for a variety of applications. This mount set requires frame mount modification in every application. ORS offers frame brackets to accommodate our 3.4L Performance Engine Mounts in a variety of applications. This 5-speed manual transmission is nearly identical to the unit placed behind a 5VZ-FE from the factory (also called the R150). The later (3.4L) version uses a longer input shaft and deeper bell housing. The newer version also uses a driver side output transfer case (except T100 models) with a different bolt pattern. This often means it is easier and more economical to use the older R150 from a 3.0L application. The R151 also has a lower first gear ratio. This transmission will require the use of a bell-housing from a 3.0L R150 when used behind the 3.4L 5VZ-FE engine. The only exception is the T100 version, which used a RH drop transfer case. The 3.4L R150 has a unique bolt pattern at the rear that will require the use of an after-market adapter to install a RH drop transfer case. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case. In many cases, the 3.4L version is slightly larger, thus offering a little more strength. A pressure plate, disc and pilot bearing that match the flywheel application can be used. ORS offers clutch kits and individual clutch parts for this conversion. The drive-shafts from a matching model (wheelbase and 4WD configuration) can also be used to avoid costly modifications to the existing drive-shafts.http://artcustomdrums.com/images/3vaav-motherboard-manual.pdf

This is largely due to a difference in electronics. The engine ECU (computer) and the engine wiring harness are different from manual (MT) to automatic (AT) applications. In an automatic application, the engine ECU is also used to operate the transmission. When an automatic ECU is used in a manual transmission application, there are many trouble codes triggered, due to the absence of the transmission sensor and solenoids. To some people these issues are OK; in this case the AT stuff can be used and we can still provide parts for such a conversion. With 1998 and later models this can be done by simply using an MT ECU from the models. With 1995-1997 models this will require the use of an MT ECU and engine harness combination. When using this transfer case in a 3.4L conversion, an additional control circuit must be added to the wiring for the operation of the L4 solenoid. ORS can accommodate this circuit in our conversion wiring harness. The sensor in this transmission functions differently than the sensor used in the 3.4L AT applications. While this can be driven, it results in an imperfect shift pattern and continuous trouble code. The exception to this problem is a T100 application, where the 3.4L transmission used the same sensor type as the 3.0L A340 transmission. For this reason, using a T100 donor application (or at least the ECU) will result in perfect shifting and no trouble codes when using the 3.0L A340. Also, note that the 3.4L engine harness will require some connector modifications when using the 3.0L A340 transmission. This A340 is very similar to the older version, but contains small upgrades to the torque converter, planetary gearsets, and the forward clutch. There are external differences between the new and old A340 that prevent the use of an older transfer case. For this reason, an adapter is available that allows the installation of an earlier gear-driven transfer case to the 3.4L A340 auto transmission.

ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case. The proper oil pan is from a T100 application. These transmission pan parts are best found used. The use of a 3.4L shifter assembly or modification to an existing 3.0L shifter will also be required. This is largely because the engine harness and ECU contain much of the control circuit for the transmission. The 5VZ-FE (3.4L) fuel injection system is different from that of older Toyotas. This means the 5VZ electronics will have to be in installed in the recipient vehicle, in order to make this engine swap possible. The first is the engine wiring harness. This is the harness that is primarily attached to the engine. This is sometimes called the injector harness. This harness connects many of the engine components such as the fuel injectors, ignition coils, air flow meter, etc.This is also called the Engine Control Module, or ECM. Sometimes it is just called the engine computer. This is the heart of the fuel injection system. This maze of solid state circuitry uses various input signals and outputs to control the engine. This is sometimes called the “dash” harness or the “main” harness. It stretches across the inside of the dashboard and sometimes into the engine bay. This harness is the largest harness in the vehicle and carries the majority of the vehicle’s circuits. About 40 of the 5VZ-FE fuel injection wiring circuit is contained in this harness. The ORS Conversion Harness is a great solution to this problem. Our conversion harness is designed to provide that last 40 of the 5VZ fuel injection wiring circuit. This harness connects directly to the 5VZ ECU and engine wiring harness. The original wiring in the recipient vehicle is not altered or changed in order to accommodate the ORS wiring harness. The ORS Conversion Harness will also include the necessary emissions equipment wiring for your application.

The installation is almost entirely plug-in with only a small amount of splicing required. This requires relocation of the battery. It is very common to re-locate the battery to the LH fender area, while others move the battery out of the engine bay entirely. ORS offers products that will help re-locate the battery to the LH side. The oil sump on the above applications is in the front of the engine, where the steering and differential will interfere. Other oil pan-related parts, such as the oil sump and dipstick parts, are also required when converting the oil pan. The oil pan found on the 3.0L 3VZ-E engine can be used on the 3.4L 5VZ-FE during this conversion. However, the remaining oil pan conversion parts are still needed from a 5VZ-FE T100 application. The dipstick on all Tacoma, 4Runner, and Tundra models is in the front of the engine, in the oil pump housing. During this conversion, the dipstick must be moved toward the rear of the engine. 1999 and earlier models have a machined hole with a removable plug, where the dipstick is installed. This plug can be found directly underneath the driver side engine mount, just above the oil pan (see illustration). These models will require drilling a hole in this location. This pipe, however, exits on the RH side. This can pose a problem when installing this engine into an older Toyota, which has the exhaust system on the LH side. It is more difficult to route the exhaust down the RH side, due to brake and fuel lines, the transfer case, and the fuel tank. ORS offers a custom crossover pipe, similar to the 3.4L OEM unit, but collects both banks on the LH side. This will allow a cleaner and easier exhaust system installation by “dumping” the exhaust on the proper side of an older Toyota, keeping the undercarriage free of any crossover exhaust pipes. With the ORS crossover pipe, a simple single-pipe exhaust system can be built to complete the exhaust system.

If the original exhaust system is the proper diameter, it can be easily fabricated to connect to this crossover pipe. Aftermarket headers designed to collect under the vehicle are required. With this setup, exhaust is routed down both sides of the engine to a custom crossover pipe underneath the vehicle. Care must be taken when routing the exhaust down the RH side due to fuel lines, brake lines, the front drive shaft, and the fuel tank. The exhaust banks must collect before the first O2 sensor and catalytic converter. This method certainly costs more time and money, but will offer more airflow through the engine. If the donor engine does not have EGR, we recommend purchasing a header set specifically manufactured for non-EGR applications, as the EGR port often interferes with the steering shaft during this conversion. If the donor vehicle had 2 catalytic converters (normally 2001 and later models), 2 converters are needed to satisfy the ECU’s catalytic monitor. If the donor vehicle only had 1 converter, 1 good replacement will suffice. 2 oxygen sensors are used on all 3.4L applications. The primary is placed before the catalytic converter(s), but after the banks collect. The other (secondary) is placed after the catalytic converter(s). This is important for both power output and fuel efficiency. The secondary O2 sensor is used by the ECU to determine the efficiency of the catalytic converter, by comparing it’s readings to that of the primary sensor. In some cases, the ECU may also operate on a slightly altered fuel map, affecting engine performance. This radiator will bolt directly into the existing radiator mounts and will cool this engine sufficiently, even in hot climates. The upper radiator hose from a 3.4L application works well with this radiator. ORS offers a custom lower radiator hose that also works well with this radiator. ORS also offers heater hoses that are selected to work well in this engine conversion.

A 22R-E or 3VZ-E fuel pump is normally sufficient to operate the 3.4L engine. With the use of a supercharger, a fuel pump upgrade is recommended. The stock high pressure fuel hose on the 3.4L is normally not long enough to connect to the existing HP port. ORS offers a small extension or a full replacement high pressure fuel hose for these applications. 3.0L 3VZ-E applications can also utilize the existing fuel filter (located on the frame, under the vehicle). 22R-E applications will require the addition of a fuel filter, as the 22R-E fuel filter is mounted to the engine block. ORS offers a high pressure fuel hose with a built-in fuel filter for 22R-E applications. The intake plenum is taller than that of the 3VZ-E, not allowing the assembly to fit between the front suspension and the hood.The necessary clearance hole is a little larger on the ’84-’88 body style, and a TRD supercharger will require a larger clearance hole. However, this is not always the case. Some conversion parts are required to complete the swap, while some may not be required, but make the conversion easier or cleaner. ORS offers many conversion parts and kits to aid in the 3.4L engine conversion. These parts may include spark plugs, drive belts, filters, timing belt, seals, etc. Many of these parts are available through ORS at competitive prices. These are normally used parts. Many of the parts listed below are normally on the engine. If upgrading to an aftermarket intake system, only the air flow meter and hardware will be necessary. We pride ourselves in performing a swap that looks original. We are very detail-oriented and take the time to be sure that the parts are properly installed, and the swap is fully tested. We do all that we can to ensure that problems due to installation will not occur down the road. We can also add performance modifications, such as performance headers and exhaust, a supercharger, and custom gauges.

You will find some of our previous installations in the Shop Projects and Customer Rigs sections of this website. If you are interested in an installation, feel free to contact us. That’s great, thanks again.”. Did you miss your activation email ? I found this site some time ago when I first researched the idea of swapping my 3.sl0w sometime after I got deployed to Iraq, so since I Advance Adapters: Bellhousing for NV3550 to Chevrolet-Buick-Olds-Pontiac V8 and Buick V6. Advance Adapters: Adapter plate for AX15 to Ford bellhousing. Connects all except NV3550 to same. Advance Adapters: Adapter plate for NV3550 to Ford bellhousing. Swift Machine: Adapter plate for NV3550 to GM 4-speed bellhousing. Suzuki Only Supply: Adapter plate to bolt R series to Suzuki 1.3\1.6. Further info: Jeep AX5, Toyota G52, G58, W55, W56, W57 and W58 5-speeds all share a common face pattern on the case. As such, any 88-99 Jeep 2.5L bellhousing (NOT Dakota) will bolt a Toyota W series transmission to a 60 degree GM bolt pattern. Aftermarket: Advance Adapters makes a bellhousing to bolt a W series Toyota trans to a Chevy-Buick-Olds-Pontiac block. Northwest Off Road: Bellhousing to bolt W series to Ford 5.0. Suzuki Only Supply: Adapter plate to bolt W series to Suzuki 1.3\1.6. NOTE: Input shafts lengths vary. Obviously you can't put the longer input trans into a bell that had a shorter one. Pic 3 Front bearing covers are interchangeable between the Toyota R series, AX15, MA5 and AR5. NV3550, AX5 and W series are not interchangeable. So. there's no shortage of parts for these gearboxes. Any good shop can rebuild them and they are still not that expensive. GregOne of the offshoots of this is the ability to swap an AX5 behind a Jeep 2.5L with a heavier duty AX15 by using the 96-00 Dodge Dakota 2.5L bellhousing.One of the offshoots of this is the ability to swap an AX5 behind a Jeep 2.5L with a heavier duty AX15 by using the 96-00 Dodge Dakota 2.5L bellhousing.

If your Jeep (or car) has a Ford pattern T5 and you'd like to swap in any engine with the GM 60 degree bolt pattern, then either the 94-95 S10 2.2L bellhousing or the mid-eighties Jeep 2.5L bell might be what you want (NOT the Iron Duke one). The one you use depends on which side the starter is on.It should be pointed out that the pre '96 R150F and R151F input shafts are far too short to be used in the AX15 bellhousings. (Even with the Advanced Adapters pilot bushing) The R154 input shaft is longer, and, with the proper spacing and AA bushing CAN be used in the AX15 bellhousings with no mods. Inputs, output shafts, front nose cone, and rear housing are different but generally can be interchanged if you stay with in the family. I am not sure of the Isuzu production years, but would also be the same. Remember that only the 86-87' 4x4 R151F 22R Turbo got the 4.31 1st gear. 2x4 22R Turbos, got the 3.83 1st, along with all other 4x4 R transmissions --- Toyota 3.0, 3.4 V6, Jeeps, and Isuzu's. The lowest geared R is the 5.15 1st gear found in the R452 imported trans which also uses the same bearings, and syncrows. I am currently converting a Jeep AX5 to a Toyota t-case I have never had to opportunity to upgrade an AX15. This can be done but only to a 86-91 AX15. The longer coarse spline input and Jeep nose cone will swap right in. The AX15 bellhousing will also bolt up to the front of the R151F since both front housings are the same. Pic 1 is a Toyota W58 out of a Supra hooked up to an AX5 bellhousing. The S10 flywheel is shorter and won't work. Pic 4 is a bellhousing also with the GM 60 degree pattern from the 96-00 Dodge Dakota 2.5L hooked up nicely to an R154 5-speed out 87-92 Toyota Turbo Supra. The photo of the set up below was a method of getting a free beer from Randy Burleson at www.4x4wire.com. The Isuzu DOHC 3.2\3.5L V6 has a dual bolt pattern on the back of the block. The outside pattern is strictly Isuzu, however, the inside pattern is the GM 60 degree.

I can only presume it's there to fit up GM automatic tranny's in Troopers. So. to prove this beyond doubt to Randy, there we have it. That's a twin cam 3.5L Isuzu V6 bolted (for the most part) up to a T5 out of a 95 2.2L S10 Chevy pickup. The bellhousing has the Ford T5 pattern on the case side and the GM 60 degree pattern on the engine side. I'd have put more bolts in the holes but I couldn't find any more at the yard. And yes. it is sitting in the back seat of a Trooper. Don't ask how it got there. I like Fosters Randy. Greg The 93 and earlier S10 2.8L V6 bellhousings can be used to bolt up GM pattern T5's and the SM420 to the 60 Degree bolt pattern. GregI can't leave this topic without mentioning the late 70's, early 80's Jeep 151 4 cylinder CJ bellhousing. Since this was the GM Iron Duke engine that Jeep used, the bell has the Cheverolet V8 bolt pattern on the engine side and the Ford T5 pattern on the other. (Originally used with the Jeep T4). So, if ever you're asked how to hook up a Chevy Small Block to a Mustang T5, this is how you start. Also, the question was asked (on another board) if the AX15 could be hooked up to Toyota transfer cases for crawling. The Jeep auto should also work as long as the output shaft and rear housing is changed from a Toyota trans. In the past years, I used to get a lot of calls from Jeep owners wanting to go slow like the Toy trucks. The NV3550 is a pretty robust gearbox. Much more capable than the AX15 that it replaces. It shares all of its mounting points with the AX15 but, as far as I'm aware, shares no parts with it. So, any application that has an AX15, can take an NV3550 with no problems. Although the front case bolt pattern is identical between all of them (Toyota R, AX15, MA5, AR5, NV3550), the NV3550 has a unique front bearing retainer and shape. It may not be capatable with some aftermarket adapter plates. Let me give it a read tonight and give you some input.

With the front sump pan out of the ls400 how much body lift will I need to clear the IFS steering center link untill I swap in a different sump and SAS the truck. Has anyone used the 3vz fuel pump or will it not be sufficient enough and need to be replaced with fuel pump X? Does anyone know anyone selling passenger side snorkels for the 2nd gen 4runner. I'm not a fan of bracket lifts whatsoever. It will cheaper than a bracket lift and more durable. Get or build an IFS brace and a idler arm bracket too. 1UZ is close to 3VZE in weight. I'm planning to try the 3VZE fuel pump initially. For non boosted applications it should be OK - an alternative would be the Lex pump for NA or Walboro for boosted. I don't know if any passenger side snorkels - I'm planning to run intake piping into the cab and make it switchable (so I don't have to listen to the engine noise all the time) There's inside the fender to do this. You can find links to relevant notices and more information about ExxonMobil’s privacy program here. Help on switching browsers can be found online. Click here to update settings. The big pieces are often the pedals, linkage and transmission mounts. UsingSticks weren’t nearly as common asHowever, the aftermarket has kept pace, andThe additional width of theThe geometryWorse yet, shortening it and repositioning theTo make matters worse, the genuine part numberMost parts dealers have aFor the most part, the remainingHeavy-duty accessory hardware such asJust like theTo install them, the stockIt’s a simple process where a clip isThe automatic bits are replaced byYou’ll note that in thisThat’s how the factory did it.Some cars cameThese pieces are readily available inWhen installing new pedal pads, it’s aBecause of this, physically swapping gearboxesExamples include PowerglidesIt was almost like Chevrolet engineers envisioned theTurbohydramatic 400 examples, non-TH400 examples and big block versions.

The most difficult cross members to locate are the big block Turbo 400The good news is these pieces are readilyAnd so are all of the other transmissionAftermarket solid versions are available, but it has been our experienceCoupled withThe result is often broken mount ears onStick with the OE-style rubber hardware. Your transmission will be muchYou just have to know what fits what. For aOnce removed, you can reinstall the stick shift pedals (reverse order). In the case of a big block, the engine and transmission are actually offset slightly to gain clearance. As a result, transmission cross members differ between big and small block cars. Stock type reinforced rubber mounts, such as this pair, are highly recommended. Engine to transmission adapters are very expensive new and can't find used anywhere. But I am a machinist if you have any ideas. Thank you very much for your time! They should be able to tell you all compatible Toyota engines for that tranny. If you can produce adapters however you might have a lucrative little side business! Here however in an online FAQ that deals with a lot of your questions and may be a good starting point for you. Good luck!Did you ever find a replacement engine that could bolt straight into the place of your 22R onto the 5 speed transmission. Please let me know as I need to replace mine. I am based in Zambia where the 1RZ and 2RZ engines are very common but not the 22R. Does anyone know if the 1RZ or 2RZ will fit as a direct replacement to the 22R? Any other tips or suggestions would be most welcome. Thanks. Alan in Mkushi, Zambia. I have a 5 speed manual Google The Rod Shop in Castlemaine Victoria Australia, or also try Dello Bellhousings and adaptor kits. If you are looking at a Toyota pickup I would I would like to take my thirsty 22R out of my hilux and. Will the bolt straight up to the Toyota Camry fit in a 94 Toyota The fact that it is a 4x4; is probably ur. SO a 22r is a 22r.

Previous yrs, 80' if not 79’ and earlier run the I've seen it. Rocco pickup truck?? I would love to try this out. Replace all the stuff There’s any adapter plate to make this work ? Are they compatible? I also have a I would like to Please refer to CarGurus Terms of Use. Content will be removed if CarGurus becomes aware that it violates our policies. The information listed in this section covers Toyotas 1979 to 1995. Most areas discussed in this section are categorized by either the year of the vehicle, stock engine that the vehicle was originally equipped with or stock transmission and transfer case. BODY LIFTS: 1979-85: Although a body lift is not required to complete a conversion on these vehicles, we recommend that you consider a minimum 2” body lift in order to provide additional engine compartment and transmission tunnel area clearances. This will also provide additional clearance for the distributor cap. 1986-95: These vehicles were equipped with an I.F.S. suspension. It is mandatory that your vehicle be equipped with a body lift. A minimum 2” body lift will provide the necessary clearances for the transmission and engine to fit properly. Vehicles without a body lift will require extensive engine compartment modifications. Note: If a T.B.I. block from out of a truck is going to be used, a 3” body lift will be required for hood clearance. SUSPENSION LIFTS: 1979-85: When performing an engine swap on your Toyota 4WD, we recommend that you install a suspension lift. The suspension lift will be an asset to your vehicle when performing these conversions. It provides your vehicle with better ground clearance and wheel travel. The suspension lift will provide additional clearance between the front driveshaft and starter motor assembly. The installation of a V6 or V8 engine will also add additional weight to the front of your vehicle. For instance, your 4 cylinder engine weighs about 300 pounds.