1zz-fe Engine

[Rodney Liuzzo]

TheToyota 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 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]

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.

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.

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 high-pressure die-cast aluminum alloy engine block of the 2ZZ-GE featured Metal Matrix Composite (MMC) reinforced cylinder walls. MMC is a reinforcement material composed of ceramic parts and fibers.

The 2ZZ-GE is still one of the highest output per liter and the highest revving mass production engines ever made. In recognition of its incredible power output, the 2ZZ-GE engine has won the International Engine of the Year category for 1.4 to 1.8-liter engines in 2002

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.

The 1ZZ-FE was a 1.8-liter inline four-cylinder gasoline engine out of Toyota's ZZ engine family. Replacing the old 1.8L 7A-FE engines, it was first introduced in 1998, and in December 2007, its production already was discontinued. This engine was offered mostly for the front-wheel drive vehicles such as the Toyota Corolla or Toyota Celica GT, but also for the rear-wheel-drive Toyota MR2 Spyder and Lotus Elise.

Instead of a cast iron block used in Toyota's 7A-FE, the 1ZZ engine has a die-cast aluminum cylinder block with thin (2.0 mm thick), chill-fitted cast iron cylinder liners. The engine block is equipped with a forged crankshaft with five journals and eight balance weights, lightweight connecting rods, and aluminum pistons with full floating-type piston pins. On top of the block, there is a twin cam aluminum cylinder head with four valves per cylinder (16 valves total). The 1ZZ cylinder head features laser-clad valve seats. The intake valve diameter is 32.0 mm diameter and its valve lift is 9.3 mm. The exhaust valves have a 27.5 mm diameter and 8.4 mm lift.

The overhead intake and exhaust camshafts are chain driven. There is an 8 mm pitch roller chain which goes with an auto tensioner. From 2000, the engine was produced with Toyota's Variable Valve Timing with intelligence' (VVT-i). That system provided variable intake valve timing only. The intake manifold was made from plastic and had long and straight intake ports. The TRD version of the 1ZZ-FE engine had its own cast aluminum intake manifold. The 1ZZ-FE engine got sequential electronic fuel injection (EFI) with twelve-hole injector nozzles and a distributorless, coil-on-plug ignition system (Toyota Direct Ignition). The exhaust side has a stainless steel exhaust manifold and three-way catalytic converters.

The common problem for the 1ZZ engines, produced before 2005, is high oil consumption. The reason was in the bad design of oil piston rings, which was revised and improved in 2005. Cast iron liners are thin and non-rebuildable. Just like laser-clad valve seats, this is not something that can be repaired in a conventional machine shop. The 1ZZ-FE engine is known as a one-time product. The engine features a long stroke (91.5 mm) in a relatively small displacement. This combination produces large vibration loads. This combination in the 1ZZ engine creates large vibration loads, which the rear engine mount isn't able to handle too long.

Hi all, I am new around here, but have read a bunch of great information

from this forum. Getting to the point here. I am looking to purchase an Avensis

between years 2004 and 2006. I have read about the oil consumption problems of

the 1zz-fe engine, and these appear to be on earlier models only. Is there specific

years to strictly avoid? Am I save buying 2004 and newer?

How about any other key items to inspect when looking at these

roughly 10 year old cars? They seem to be pretty solid and reliable. FYI I am

very experienced mechanically and do not intend to have the vehicle inspected

by a mechanic.

Early 1.8 and 2.0 litre VVT-i engines can start to use up to a litre of oil every 600 miles after 40,000 miles due to a bore liner problem and/or being fitted with slightly undersize pistons. By February 2009 Toyota had extended the warranty on these engines to 6 years or 100,000 miles. Cars built from July 2005 should not have this problem.

There are a number of claims and myths around the early 1ZZ-FE's and an ocean of comment online about the subject that can make your head spin but the basic truth is the original 1.8 vvti engine while a cracking motor left the factory with a number of inherent weaknesses built into the design.

Low tension rings, too few and too small oil drain holes in the piston, a shallow sump which meant it only has 3.7 litres of oil to start with and the filters about the size of a yoghurt pot.It meant the pistons weren't cooled as effectively as the should have been, the rings were prone to gumming up easily, the oil itself had barely drained back to the sump before it was fmdrawn back up so it often never got time to cool down. Bear in mind it was also expected to work the vvti system aswell. Altogether it meant that if it was driven hard regularly or the oil wasn't changed religiously it could begin to emulsify on all those undersized drain holes or around the rings, the OCV for the vvti making a potentially stressed system much worse. Having said that if it's been looked after and the oil changed properly then they may not run into oil issues. Mine is one of the good ones though that was more luck than judgement because I only learnt about it's foibles after I'd bought it.

As for the years concerned, anything up to at least a 05 or maybe even 06 should be considered prone. Toyota acknowledged the problem and began to fix cars under warranty in 2005 so generally it's accepted that cars from 05 on don't have these problems but if you're looking at 04-06 go for an 06 for sure.At least

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