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Toyota ZZ engine: Difference between revisions
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==1ZZ-FE== | ==1ZZ-FE== | ||
The '''1ZZ-FE''' is a 1.8 | The '''1ZZ-FE''' is a 1.8 L (1794 cc) version built in Buffalo, New York, and West Virginia. Its production in Cambridge, Ontario, was discontinued in December 2007. Bore is 79 mm and stroke is 91.5 mm. Output is 126 hp (97 kW) at 6000 RPM with 125 ft·lb (169 N·m) of torque at 4200 RPM. The cylinders of 1ZZ engines are lined with cast iron. It uses SFI [[fuel injection]], has [[VVT-i]] (on later versions), and features fracture-split forged powder metal connecting rods, a one-piece cast camshaft, and either a cast aluminum intake manifold or a molded plastic one.<ref>http://www.spyderchat.com/1zzfe.pdf 1ZZ-FE SAE technical paper from Toyota</ref> | ||
Applications: | Applications: | ||
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==1ZZ-FED== | ==1ZZ-FED== | ||
The '''1ZZ-FED''' is similar to the 1ZZ-FE but is built in | The '''1ZZ-FED''' is similar to the 1ZZ-FE but is built in Shimoyama, Japan. Output is 140 hp (104 kW) at 6400 RPM with 126 ft·lb (171 N·m) of torque at 4200 RPM. It features MFI [[fuel injection]], VVT-i, and light weight, cast aluminum rods. | ||
Applications: | Applications: | ||
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==2ZZ-GE==<!-- This section is linked from [[Metal matrix composite]] --> | ==2ZZ-GE==<!-- This section is linked from [[Metal matrix composite]] --> | ||
[[Image:Toyota_2ZZ-GE.JPG|thumb|200px|2ZZ-GE Engine in the Corolla XRS]] | [[Image:Toyota_2ZZ-GE.JPG|thumb|200px|2ZZ-GE Engine in the Corolla XRS]] | ||
The '''2ZZ-GE''' is a 1.8 | |||
The '''2ZZ-GE''' is a 1.8 L (1796 cc or 109.6 in³) version built in Japan. Bore is 82 mm (3.23") and the stroke is 85 mm (3.35"). It utilizes MFI fuel injection, has VVTL-i, and features forged steel connecting rods. The compression ratio is 11.5:1, necessitating "premium" gasoline (91 octane or above in the [[Octane_rating#Measurement_methods|(R+M)/2 scale]] used in North America <ref>"Band Wagons" - ''Motor Trend'', Chris Walton. May 2002</ref>). Power output for this engine varies depending on the vehicle and tuning, with the [[Lotus Elise]] and [[Lotus Exige]] offering 190 hp but the 2003 Toyota Corolla, Toyota Matrix, and [[Pontiac Vibe]] versions only developing 180 hp with all later years offering anywhere from 173 hp in 2004 to 164 hp in 2006 due to a recurved powerband. The differing power numbers from 2004 through 2006 are due to changes in [[dynamometer]] testing procedures. The Australian variant (Corolla Sportivo and Celica GTS) is 141 kW@7600 RPM and 181 N·m of torque due to noise regulations. (Toyota recalled them for a flash of the [[Powertrain_Control_Module|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]] to achieve 225 hp, while the Exige 240R's supercharger increases output to 240 hp. | |||
Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system (the "L" in [[VVTL-i]], known by enthusiasts as "lift") to produce the added power without an increase in displacement or forced induction. This is similar in concept to Honda's [[i-VTEC]], but the two systems are very different in design and execution. | Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system (the "L" in [[VVTL-i]], known by enthusiasts as "lift") to produce the added power without an increase in displacement or forced induction. This is similar in concept to Honda's [[i-VTEC]], but the two systems are very different in design and execution. | ||
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[[Image:2zzge_oil_pump_lobes.jpg|thumb|200px|Disintegrated oil pump]] | [[Image:2zzge_oil_pump_lobes.jpg|thumb|200px|Disintegrated oil pump]] | ||
Toyota commissioned Yamaha to design the 2ZZ-GE and it shares several similarities with [[Sportbike|street bike]] engines, the most notable being the relatively high RPM design. The high-output cam profile is not activated until approximately 6,200 rpm (the exact point of engagement is different depending on the vehicle, year, and PCM involved) and will not engage until the engine is sufficiently warmed up. The Toyota PCM electronically limits RPM to about 8200 RPM (or 8400 RPM in some earlier cars) via fuel and/or spark cut. Consequently, it's 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 | Toyota commissioned Yamaha to design the 2ZZ-GE and it shares several similarities with [[Sportbike|street bike]] engines, the most notable being the relatively high RPM design. The high-output cam profile is not activated until approximately 6,200 rpm (the exact point of engagement is different depending on the vehicle, year, and PCM involved) and will not engage until the engine is sufficiently warmed up. The Toyota PCM electronically limits RPM to about 8200 RPM (or 8400 RPM in some earlier cars) via fuel and/or spark cut. Consequently, it's 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. Unfortunately, starving this particular design of oil is almost always fatal to the engine, even when caught quickly. | ||
The engine will easily run at speeds of around 4,000 rpm for extended periods of time and is designed to periodically run at the 8,400 RPM redline without issue. For the first few years of production, the engines were notorious for failing "lift bolts". This didn't 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 [[Technical_Service_Bulletin|TSB]] simply requiring the new bolt to be installed in place of the old one. | The engine will easily run at speeds of around 4,000 rpm for extended periods of time and is designed to periodically run at the 8,400 RPM redline without issue. For the first few years of production, the engines were notorious for failing "lift bolts". This didn't 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 [[Technical_Service_Bulletin|TSB]] simply requiring the new bolt to be installed in place of the old one. | ||
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* [[Toyota Celica]] ''GT-S'' (USA, 180 hp) | * [[Toyota Celica]] ''GT-S'' (USA, 180 hp) | ||
* [[Toyota Celica]] ''190''/''T-Sport'' (UK, 189 hp) | * [[Toyota Celica]] ''190''/''T-Sport'' (UK, 189 hp) | ||
* [[Toyota Corolla]] ''Sportivo'' (Australia, | * [[Toyota Corolla]] ''Sportivo'' (Australia, 189 hp/180 Nm) | ||
* [[Toyota Corolla]] ''TS'' (Europe, 192 PS) | * [[Toyota Corolla]] ''TS'' (Europe, 192 PS) | ||
* [[Toyota Corolla]] ''Compressor '' (Europe, 225 PS) | * [[Toyota Corolla]] ''Compressor '' (Europe, 225 PS) | ||
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* [[Pontiac Vibe]] ''GT'' (USA, 164-180 hp) | * [[Pontiac Vibe]] ''GT'' (USA, 164-180 hp) | ||
* [[Lotus Elise]] (North America/UK, 190 hp) | * [[Lotus Elise]] (North America/UK, 190 hp) | ||
* [[Lotus Exige]] (US/UK, 190 hp & 243 hp | * [[Lotus Exige]] (US/UK, 190 hp & 243 hp supercharged) | ||
==3ZZ-FE== | ==3ZZ-FE== | ||
The 3ZZ-FE is a 1.6 | The 3ZZ-FE is a 1.6 L (1598 cc) incarnation built in Japan. It is found in the Asian Toyota Corolla Altis, which is available in countries such as Singapore, Malaysia, Philippines, Thailand, and Taiwan and in the Toyota Corolla sedan sold in Sri Lanka. In South Africa the motor can be found in the Rux 160 and Corolla 160. The entire exterior design and chassis is the same as the American Corolla. Bore is 79 mm and the stroke is 81.5 mm. Maximum output is 109 hp (81 kW) @ 6000 RPM. Max torque is 111 ft-lb of torque (150 Nm) @ 3800 RPM. | ||
Applications: | Applications: | ||
* [[Toyota Corolla]] (Europe, 109 hp) | * [[Toyota Corolla]] (Europe, 109 hp) | ||
* [[Toyota Corolla Altis]] ''1.6E'' (Asian, 110 hp) | * [[Toyota Corolla Altis]] ''1.6E'' (Asian, 110 hp) | ||
* [[Toyota Corolla and RunX]] ''160'' (South African, 81 @ | * [[Toyota Corolla and RunX]] ''160'' (South African, 81 @ 6000 Kw and 146 @ 4400 Nm) | ||
==4ZZ-FE== | ==4ZZ-FE== | ||
The 4ZZ-FE is a 1.4 | The 4ZZ-FE is a 1.4 L (1398 cc) version. Bore is 79 mm and stroke is 71.3 mm. Output is 95 hp (71 kW) at 6000 RPM with 96 ft·lb (130 N·m) of torque at 4400 RPM. | ||
Applications: | Applications: | ||
Revision as of 11:54, 4 May 2008
The Toyota ZZ engine family is a straight-4 piston engine series. The ZZ series uses an aluminum engine block and aluminum DOHC 4-valve cylinder heads, a first for Toyota. The valve 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 optimized for economy and torque, while the latter is a "square" design optimized for high-RPM power. The ZZ family replaced the extremely popular cast-iron 4A engines.
1ZZ-FE
The 1ZZ-FE is a 1.8 L (1794 cc) version built in Buffalo, New York, and West Virginia. Its production in Cambridge, Ontario, was discontinued in December 2007. Bore is 79 mm and stroke is 91.5 mm. Output is 126 hp (97 kW) at 6000 RPM with 125 ft·lb (169 N·m) of torque at 4200 RPM. The cylinders of 1ZZ engines are lined with cast iron. It uses SFI fuel injection, has VVT-i (on later versions), and features fracture-split forged powder metal connecting rods, a one-piece cast camshaft, and either a cast aluminum intake manifold or a molded plastic one.<ref>http://www.spyderchat.com/1zzfe.pdf 1ZZ-FE SAE technical paper from Toyota</ref>
Applications:
- Toyota Corolla
- Chevrolet Prizm
- Pontiac Vibe
- Toyota Celica
- Toyota Matrix
- Toyota Avensis
- Toyota Wish
- Toyota MR2
- Lotus Elise
1ZZ-FED
The 1ZZ-FED is similar to the 1ZZ-FE but is built in Shimoyama, Japan. Output is 140 hp (104 kW) at 6400 RPM with 126 ft·lb (171 N·m) of torque at 4200 RPM. It features MFI fuel injection, VVT-i, and light weight, cast aluminum rods.
Applications:
- Toyota Corolla
- Toyota Celica GT
- Toyota MR2 Spyder
- Toyota Wish1.8
2ZZ-GE
The 2ZZ-GE is a 1.8 L (1796 cc or 109.6 in³) version built in Japan. Bore is 82 mm (3.23") and the stroke is 85 mm (3.35"). It utilizes MFI fuel injection, has VVTL-i, and features forged steel connecting rods. The compression ratio is 11.5:1, necessitating "premium" gasoline (91 octane or above in the (R+M)/2 scale used in North America <ref>"Band Wagons" - Motor Trend, Chris Walton. May 2002</ref>). Power output for this engine varies depending on the vehicle and tuning, with the Lotus Elise and Lotus Exige offering 190 hp but the 2003 Toyota Corolla, Toyota Matrix, and Pontiac Vibe versions only developing 180 hp with all later years offering anywhere from 173 hp in 2004 to 164 hp in 2006 due to a recurved powerband. The differing power numbers from 2004 through 2006 are due to changes in dynamometer testing procedures. The Australian variant (Corolla Sportivo and Celica GTS) is 141 kW@7600 RPM and 181 N·m 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 to achieve 225 hp, while the Exige 240R's supercharger increases output to 240 hp.
Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system (the "L" in VVTL-i, known by enthusiasts as "lift") to produce the added power without an increase in displacement or forced induction. This is similar in concept to Honda's i-VTEC, but the two systems are very different in design and execution.
Excluding the 2003 MR2, the engine is also the only model in the ZZ engine family to use a six-speed manual transmission, as well as the only one to have been available with a four-speed Tiptronic-style automatic. These gearboxes were unique to this engine; since then, only a few Toyota engines have been paired with either a six-speed manual or a Tiptronic-style automatic (and only one other engine, the 4GR-FSE, has received both).
Toyota commissioned Yamaha to design the 2ZZ-GE and it shares several similarities with street bike engines, the most notable being the relatively high RPM design. The high-output cam profile is not activated until approximately 6,200 rpm (the exact point of engagement is different depending on the vehicle, year, and PCM involved) and will not engage until the engine is sufficiently warmed up. The Toyota PCM electronically limits RPM to about 8200 RPM (or 8400 RPM in some earlier cars) via fuel and/or spark cut. Consequently, it's 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. Unfortunately, starving this particular design of oil is almost always fatal to the engine, even when caught quickly.
The engine will easily run at speeds of around 4,000 rpm for extended periods of time and is designed to periodically run at the 8,400 RPM redline without issue. For the first few years of production, the engines were notorious for failing "lift bolts". This didn't 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.
Also, 2004 and newer Matrix and Corolla XRSes were sold with smog pumps and have an extra hole in the engine block and header where the "air" is extracted for induction into the intake.
Applications:
- Toyota Celica SS-II (Japan, 190 PS)
- Toyota Celica GT-S (USA, 180 hp)
- Toyota Celica 190/T-Sport (UK, 189 hp)
- Toyota Corolla Sportivo (Australia, 189 hp/180 Nm)
- Toyota Corolla TS (Europe, 192 PS)
- Toyota Corolla Compressor (Europe, 225 PS)
- Toyota Corolla XRS (USA, 164 hp)
- Toyota Corolla Fielder Z Aero Tourer (Japan, 190 PS)
- Toyota Corolla Runx Z Aero Tourer (Japan, 190 PS)
- Toyota Matrix XRS (USA, 164-180 hp)
- Pontiac Vibe GT (USA, 164-180 hp)
- Lotus Elise (North America/UK, 190 hp)
- Lotus Exige (US/UK, 190 hp & 243 hp supercharged)
3ZZ-FE
The 3ZZ-FE is a 1.6 L (1598 cc) incarnation built in Japan. It is found in the Asian Toyota Corolla Altis, which is available in countries such as Singapore, Malaysia, Philippines, Thailand, and Taiwan and in the Toyota Corolla sedan sold in Sri Lanka. In South Africa the motor can be found in the Rux 160 and Corolla 160. The entire exterior design and chassis is the same as the American Corolla. Bore is 79 mm and the stroke is 81.5 mm. Maximum output is 109 hp (81 kW) @ 6000 RPM. Max torque is 111 ft-lb of torque (150 Nm) @ 3800 RPM.
Applications:
- Toyota Corolla (Europe, 109 hp)
- Toyota Corolla Altis 1.6E (Asian, 110 hp)
- Toyota Corolla and RunX 160 (South African, 81 @ 6000 Kw and 146 @ 4400 Nm)
4ZZ-FE
The 4ZZ-FE is a 1.4 L (1398 cc) version. Bore is 79 mm and stroke is 71.3 mm. Output is 95 hp (71 kW) at 6000 RPM with 96 ft·lb (130 N·m) of torque at 4400 RPM.
Applications:
References
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