Toyota ZZ engine


The Toyota ZZ engine family is a straight-4 piston engine series. The ZZ series uses a die-cast aluminum engine block with thin press-fit cast iron cylinder liners, and aluminum DOHC 4-valve cylinder heads. 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 optimized for economy, with torque emphasized in lower revolutions per minute operating range, while the latter is a "square" design optimized for high-RPM torque, yielding higher peak power. The ZZ family replaced the extremely popular cast-iron block 4A engines.
Toyota engine names are interpreted as follows. The leading number denotes the generation, and the next one or two letters, followed by a hyphen, specify the engine family. The remaining letters, following the 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 and electronic fuel injection. See also: Toyota engines and how to read their names.

1ZZ

1ZZ-FE

The 1ZZ-FE is a version built in Buffalo, West Virginia. Its production in Cambridge, Ontario was discontinued in December 2007. Bore X stroke of. Compression ratio is 10.0:1. Output is between at 5,600 rpm with of torque at 4,400 rpm, at 6,400 rpm with of torque at 4,200 rpm. It uses MPFI, has 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.
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 7.5lbs of boost, with a 40 horsepower and 38ft-lbs of torque increase at the wheels.
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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, Pontiac announced a voluntary recall of Pontiac Vibes from years 2005 to 2008 for the same issue.

1ZZ-FED

The 1ZZ-FED is similar to the 1ZZ-FE but is built separately in the Shimoyama plant. Toyota's advertised power output is at 6,400 rpm and of torque at 4,400 rpm. Additional power output over the 1ZZ-FE is accomplished by larger valves and corresponding revisions to the ports. It uses Multi-point fuel injection, VVT-i and has larger 32mm intake valves and 27.5mm exhaust valves compared to the 2002-2008 1ZZ-FE.
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Special modified 1ZZ-FE that can run on E100 Ethanol.
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Internal code of 1ZZ-FE for SAIC-GM-Wuling cars.
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2ZZ-GE

The 2ZZ-GE is a version built in Japan. Bore x stroke is. It uses Multi-point Fuel Injection, VVTL-i, and features forged steel connecting rods. Compression ratio is 11.5:1, necessitating "premium" gasoline. Power output for this engine varies depending on the vehicle and tuning, with the Celica GT-S, Corolla T-Sport, Lotus Elise and Lotus Exige offering, whereas the American versions of the 2003 Matrix and Pontiac Vibe versions produce @ 7,600 rpm and @ 6800 rpm, with all later years offering anywhere from in 2004 to 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 at 7,600 rpm and 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, while the Exige 240R's supercharger increases output to. The addition of a non-intercooled supercharger to the Elise SC produces with a considerable weight saving. The supercharged engines are not labeled 2ZZ-GZE.
Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system 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.
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-output cam profile is not activated until approximately 6,200 rpm, and will not engage until the engine has reached at least. 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. 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.
The high pressure cast aluminum alloy engine block had Metal Matrix Composite reinforced cylinder walls. MMC is a reinforcement material composed of ceramic parts and fibers.
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.
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3ZZ-FE

The 3ZZ-FE is a engine unit built in Japan. It is found in the Toyota Corolla Altis which is sold in Asian countries such as Singapore, Malaysia, Philippines, Thailand, Pakistan and Taiwan; and in the Toyota Corolla sedan sold in Sri Lanka. In South Africa, the motor can be found in the RunX 160 and Corolla 160.
The entire exterior design and chassis is the same as the American Corolla. Bore and stroke is. Max. output is at 6,000 rpm. Max. torque is at 3,800 rpm. Features SMP pistons v/s Toyota made in 1ZZ-FE engine. The preferred engine oil is 5W30 API grade SL/SM.
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4ZZ-FE

The 4ZZ-FE is a version. Bore and stroke is. Output is at 6000 rpm with of torque at 4400 rpm.
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