Toyota ZZ engine


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, aluminium DOHC 4-valve cylinder heads, and chain-driven camshafts. The ZZ family replaced the extremely popular cast-iron block 4A and 7A engines of the preceding A family of engines.
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.

Model code breakdown

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 and electronic fuel injection.
For more information on Toyota's engine naming conventions, see list of Toyota engines.

1ZZ

1ZZ-FE

The 1ZZ-FE is a version. Bore x stroke of. Compression ratio is 10.0:1. 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.
Two distinct versions of the 1ZZ-FE were manufactured, one at both the Toyota Motor Manufacturing West Virginia plant in the United States and the Toyota Motor Manufacturing Canada plant in Canada and the other at the Shimoyama plant in Japan.

North America

Primarily built in the United States at Buffalo, West Virginia, the most common version of the 1ZZ-FE has outputs between at 5,600 rpm with of torque at 4,400 rpm, and at 6,400 rpm with of torque at 4,200 rpm. The North American 1ZZ-FE has been exported worldwide, with differing figures in outputs for certain countries. Production at Cambridge, Ontario was discontinued in December 2007, while production at Buffalo, West Virginia was halted in 2008.
A factory supported bolt-on supercharger kit for the 1ZZ-FE was sold for the 2003–2004 Corolla and Matrix by Toyota Racing Development, and Pontiac Vibe by GM Performance. The supercharger gives of boost, with a and of torque increase at the wheels.
Toyota announced a voluntary recall of 2005 to 2008 Toyota Corollas and Matrices equipped with the 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.
Applications:
Built in Japan at the Shimoyama plant in Miyoshi, Aichi, it is similar to the one built in North America except that it has larger intake valves and exhaust valves with corresponding revisions to the ports, resulting in higher power output compared to the North American 1ZZ-FE. Like its North American counterpart, the Japanese 1ZZ-FE uses Multi-point fuel injection along with VVT-i. Toyota's advertised power output for the Japanese variant is at 6,400 rpm and of torque at 4,400 rpm. It can be found in various Toyota vehicles in Japan.
It was widely believed that the Japanese variant was labeled as "1ZZ-FED", however there has been no evidence of the "FED" suffix being used in Toyota's official documentation or labeling of its vehicles. All of the vehicles in the list below simply use the 1ZZ-FE designation without the "D" letter after the engine code. Most likely this was a way for Toyota to change something internal about the engine without changing its designation.
Applications:
A special modified variation of the 1ZZ-FE that can run on E100 Ethanol.
Applications:
  • Toyota Corolla

    LJ479Q

An internal code of the 1ZZ-FE used for SAIC-GM-Wuling cars.
Applications:
The 1ZZ engines was notoriously known for excess oil consumption, especially in earlier models from the 1990s to the 2000s. 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, this issue remains a significant concern for 1ZZ engines of that era.

2ZZ

2ZZ-GE

The 2ZZ-GE is a version built in Japan, in collaboration with Yamaha Motor Corporation. 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 high-octane 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 at 7,600 rpm and at 6800 rpm, with all later years offering anywhere from in 2004 to in 2006 due to a recurved powerband. 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 Australian variant Corolla Sportivo produces at 7,600 rpm and of torque.
The Corolla Compressor and Lotus Exige S add an Eaton M62 supercharger with intercooler to achieve, while the output of the Exige 240R is and on the Exige S 260 it is. The addition of a non-intercooled supercharger to the Elise SC produces, along with a considerable weight saving. These supercharged engines are not labeled with the "Z" suffix as would be expected in other supercharged Toyota engines.
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. Its die-cast aluminum alloy engine block has Metal Matrix Composite cylinder liners, a reinforcement material composed of ceramic parts and fibers, rather than a cast-iron one that was used in the 1ZZ-FE.
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.
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.
Image:2zzge oil pump lobes.jpg|thumb|200px|Disintegrated oil pump
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:
  • Toyota Celica SS-II – Japan,
  • Toyota Celica TRD M Sport – Japan,,
  • Toyota Celica GT-S – USA, )
  • Toyota Celica 190/''T-Sport – UK, )
  • Toyota Celica SX – Australia,,
  • Toyota Celica ZR – Australia,,
  • Toyota Corolla Sportivo – Australia,,
  • Toyota Celica T Sport – Europe,
  • Toyota Corolla T Sport Compressor – Europe, supercharged,
  • Toyota Corolla XRS – USA,
  • Toyota Corolla Fielder Z Aero Tourer – Japan,
  • Toyota Corolla "RunX Z Aero Tourer" – Japan,
  • Toyota Corolla RunX RSi – South Africa, /
  • Toyota Matrix XRS – USA,
  • Pontiac Vibe GT – USA,
  • Toyota Voltz Z'' – Japan,
  • WiLL VS 1.8
  • Lotus Elise – North America/UK,
  • Lotus Exige – USA/UK, NA and supercharged)
  • Lotus Exige CUP 260 – USA/UK, supercharged, )
  • Lotus 2-Eleven – USA/UK, supercharged, )