Toyota ZZ engine
Type of engine created by Toyota From Wikipedia, the free encyclopedia
Type of engine created by Toyota From Wikipedia, the free encyclopedia
The Toyota ZZ engine family is a straight-4 piston engine series. The ZZ series uses a die-cast aluminium engine block with thin press-fit cast iron cylinder liners, and aluminium DOHC 4-valve cylinder heads.[1] The camshafts are chain-driven. The two 1.8 L members of the family, the 1ZZ and 2ZZ, use different bore and stroke. The former was optimised for economy, with torque emphasised in lower revolutions per minute operating range, while the latter is a "square" design optimised for high-RPM torque, yielding higher peak power. The ZZ family replaced the extremely popular cast-iron block 4A engines.
| Toyota ZZ engine | |
|---|---|
2005 Toyota Corolla S engine | |
| Overview | |
| Manufacturer | Toyota |
| Production | 1997–2008 |
| Layout | |
| Configuration | Straight-4 |
| Displacement | 1.4 L; 85.3 cu in (1,398 cc) 1.6 L; 97.5 cu in (1,598 cc) 1.8 L; 109.5 cu in (1,794 cc) 1.8 L; 109.6 cu in (1,796 cc) |
| Cylinder bore | 79 mm (3.11 in) 82 mm (3.23 in) |
| Piston stroke | 71.3 mm (2.81 in) 81.5 mm (3.21 in) 85 mm (3.35 in) 91.5 mm (3.60 in) |
| Cylinder block material | Aluminium, Cast iron |
| Cylinder head material | Aluminium |
| Valvetrain | DOHC 4 valves x cyl. with VVT-i and VVTL-i (some versions) |
| Compression ratio | 10.0:1, 11.5:1 |
| Combustion | |
| Supercharger | TRD (some versions) |
| Fuel system | Multi-point fuel injection |
| Fuel type | Gasoline |
| Cooling system | Water-cooled |
| Chronology | |
| Predecessor | A engine |
| Successor | ZR engine (for 1ZZ and 2ZZ series) |
Toyota engine names are interpreted as follows. The leading number denotes the generation, and the next one or two letters, specify the engine family. The remaining letters, following a hyphen, describe the engine's major features. For example, the 2ZZ-GE can be decoded as being the second generation of the ZZ engine series and features a performance-oriented cylinder head with widely angled valves (G) and electronic fuel injection (E).[2]
There are two known variations to the 1ZZ-FE. One version was made in the US at the Buffalo, West Virginia plant which most 1ZZ-FE equipped cars came with. The second variation was made separately in Japan at the Shimoyama plant, which came with a slight power increase.
The US Plant 1ZZ-FE is a 1.8 L (1,794 cc) version built in Buffalo, West Virginia. Bore X stroke of 79 mm × 91.5 mm (3.11 in × 3.60 in). Compression ratio is 10.0:1. Output is between 120 bhp (122 PS; 89 kW) at 5,600 rpm with 122 lbf⋅ft (165 N⋅m) of torque at 4,400 rpm, and 130 bhp (132 PS; 97 kW) at 6,400 rpm with 126 lbf⋅ft (171 N⋅m) of torque at 4,200 rpm. It uses MPFI, has VVT-i (1998-99 1ZZ engines don't have VVT-i), and features fracture-split forged powder metal connecting rods, one-piece cast camshafts, and either a cast aluminum intake manifold or a molded plastic intake manifold.[3][4]
A factory supported bolt-on supercharger kit was sold for the 2003–2004 Corolla and Matrix by Toyota Racing Development, and Pontiac Vibe by GM Performance. The supercharger gives 7.5 pounds per square inch (0.52 bar) of boost, with a 40 horsepower (30 kW; 41 PS) and 38 lb⋅ft (52 N⋅m) of torque increase at the wheels.[5]
Its production in Cambridge, Ontario was discontinued in December 2007.
Toyota announced a voluntary recall of 2005 to 2008 Toyota Corollas and Matrixes equipped with 1ZZ-FE engines. The issue involves the engine control module, and includes the potential for it to develop a crack on the module's circuit board, which can result in the car not starting, the transmission shifting harshly, or the engine stalling. Additionally, General Motors announced a voluntary recall of Pontiac Vibes from years 2005 to 2008 for the same issue.
The Shimoyama Plant 1ZZ-FE is similar to the US built 1ZZ-FE with it having the same bore, stroke and displacement, but has larger (32mm) intake valves and (27.5mm) exhaust valves with corresponding revisions to the ports, resulting in higher power output compared to the 2002-2008 US Plant 1ZZ-FE. Toyota's advertised power output for this variation is 140 bhp (142 PS; 104 kW) at 6,400 rpm and 127 lb⋅ft (172 N⋅m) of torque at 4,400 rpm. It uses Multi-point fuel injection, and VVT-i[6] as well.
It has spread online that this engine variation made by Toyota was labeled "1ZZ-FED", but no official documentation or labeling from Toyota cites the "FED" suffix for these cars. All of these applications have their stickers and emission certifications labeled 1ZZ-FE without the "D" on the end. Like many other engines in Toyota's lineups, Toyota felt a need to change something internal to the engine for different applications without changing any designation (e.g. Toyota 4A-FE went through 3 generations of changes with one name).
The 1ZZ-FE was also notoriously known for excess oil consumption especially in earlier models from the 1990s to 2005. The problem stemmed from an inherent design flaw in the engine with its undersized piston rings and insufficient oil drainage holes in the pistons. Over time, this led to oil blow-by, where excessive oil would enter the combustion chamber, causing the engine to start burning oil. Owners often reported needing to add oil between changes, with some engines consuming up to a quart every 1,000 miles. This leads to shortened oil changes, significantly increasing running costs and hassle. Though later models received improvements, the issue remains a significant concern for 1ZZ-FE engines of that era.[7]
Special modified 1ZZ-FE that can run on E100 Ethanol.
Applications:
Internal code of 1ZZ-FE engine for SAIC-GM-Wuling cars.[8][9]
Applications:
The 2ZZ-GE is a 1.8 L; 109.6 cu in (1,796 cc) version built in Japan, in collaboration with Yamaha Motor Corporation. Bore x stroke is 82 mm × 85 mm (3.23 in × 3.35 in). It uses Multi-point Fuel Injection, VVTL-i, and features forged steel connecting rods. Compression ratio is 11.5:1, necessitating high-octane gasoline (91 octane or above in the (R+M)/2 scale used in North America[10]). Power output for this engine varies depending on the vehicle and tuning, with the Celica GT-S, Corolla T-Sport,[11][12] Lotus Elise and Lotus Exige offering 141 kW (189 hp), whereas the American versions of the 2003 Matrix and Pontiac Vibe versions produce 180 hp (134 kW) @ 7,600 rpm[10] and 130 lb⋅ft (176 N⋅m) @ 6800 rpm, with all later years offering anywhere from 173 hp (129 kW) in 2004 to 164 hp (122 kW) in 2006 due to a recurved powerband. The differing power figures from 2004 through 2006 are due to changes in dynamometer testing procedures. The Australian variant Corolla Sportivo produces 141 kW (189 hp) at 7,600 rpm and 181 N⋅m (133 lbf⋅ft) of torque. Due to noise regulations, Toyota recalled them for a flash of the PCM to up their output to classify them in the more lenient "sports car" noise category. The Corolla Compressor and Lotus Exige S add a supercharger with intercooler to achieve 225 hp (168 kW), while the Exige 240R's supercharger increases output to 240 hp (179 kW). The addition of a non-intercooled supercharger to the Elise SC produces 218 hp (163 kW) with a considerable weight saving. The supercharged engines are not labeled as 2ZZ-GZE.
Toyota commissioned Yamaha to design the 2ZZ-GE, based on Toyota's ZZ block, for high-RPM operation and producing a power peak near the top of the RPM range. The high-pressure die-cast aluminum alloy engine block of the 2ZZ-GE featured cylinder walls with Metal Matrix Composite (MMC), which is a reinforcement material composed of ceramic parts and fibers.
Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system (the "L" in VVTL-i, known by enthusiasts and engineers alike as "lift" similar to Honda's VTEC) to produce the added power without an increase in displacement or forced induction. The 2ZZ-GE was the first production engine to combine cam-phasing variable valve timing with dual-profile variable valve lift in the American market. The table below lists the specifications of the two camshaft profiles.
| Intake | Exhaust | |||
|---|---|---|---|---|
| Duration | Valve lift | Duration | Valve lift | |
| Low Cam | 228° | 7.6 mm (0.30 in) | 228° | 7.6 mm (0.30 in) |
| High Cam | 292° | 11.2 mm (0.44 in) | 276° | 10 mm (0.39 in) |
The high-output cam profile is not activated until approximately 6,200 rpm, (lift set-points are between 6,000–6,700 rpm depending on the vehicle) and will not engage until the engine has reached at least 60 °C (140 °F). The Toyota PCM electronically limits RPM to about 8,200 RPM via fuel and/or spark cut. The "lift" engagement and the engine redline vary by application. Lotus 2ZZ-GEs are rev limited to 8,500 RPM, for example, whereas Celicas were rev limited to 7,900 to 8,200 RPM in North America, depending on the model year. The first Japanese versions were rev limited to 8,600 rpm with a peak of 190 PS (140 kW).
Consequently, it is impossible to "over-rev" the engine with the throttle alone; a downshift from a higher gear must be involved. A typical "over-rev" can damage the oil pump, commonly disintegrating the lobe ring, resulting in damage similar to the picture at right. The oil pump is the Achilles heel of the 2ZZ, though incidents are rare and usually occur due to fault of the driver. Even the briefest period of oil starvation is usually fatal to this engine design.
For the first few years of production, the engines were notorious for failing "lift bolts". This did not damage the engine, but would hamper performance as the high output cam profile was unable to properly engage. Toyota fixed the problem in late 2002 with a redesigned bolt that was installed on later engines. Earlier engines with the problematic bolts can be fixed via a Toyota-issued TSB simply requiring the new bolt to be installed in place of the old one.
The 2004 and newer Matrix and Corolla XRS models were equipped with smog pumps and have an extra hole above each exhaust port in the engine head and manifold where air is injected to achieve complete fuel burning before the exhaust stream reaches the catalyst. All 2ZZ-GE heads from 03/03 onwards carry this modification even if the vehicle does not have the air injection system.
The 2ZZ-GE remains as one of the highest output per liter and the highest revving mass production engines ever made. It has won the International Engine of the Year category for 1.4 to 1.8-liter engines in 2002 in recognition of its incredible power output.
Applications:
The 3ZZ-FE is a 1.6 L (1,598 cc) engine unit built in Japan for models built from 2000 to 2012. Bore and stroke is 79 mm × 81.5 mm (3.11 in × 3.21 in). Max. output is 109 hp (81 kW; 111 PS) at 6,000 rpm and max. torque is 150 N⋅m (111 lb⋅ft) at 4,400 rpm. It features SMP pistons which Toyota made in 1ZZ-FE engines. The preferred engine oil is 5W-30 API grade SL/SM.
It is found in the Toyota Corolla Altis which is sold in Asian countries such as Singapore, Malaysia, Philippines, Thailand, Pakistan (as SE Saloon) and Taiwan; the Toyota Corolla EX in China up until the late 2000s; the Toyota Corolla sedan, hatchback and station wagon sold in Sri Lanka, parts of Europe and the Middle East; and the Toyota Corolla XLi sedan in Brazil. In South Africa, the motor can be found in the RunX 160 and Corolla 160.
Applications:
The 4ZZ-FE is a 1,398 cc (1.4 L; 85.3 cu in) version. Bore and stroke is 79 mm × 71.3 mm (3.11 in × 2.81 in). Output is 97 hp (72 kW; 98 PS) at 6000 rpm with 130 N⋅m (96 lb⋅ft) of torque at 4400 rpm.
Applications:
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