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Toyota NZ engine

Article Discussion

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The Toyota NZ engine family is a straight-4 piston engine series. The NZ series uses aluminium open deck engine blocks and DOHC cylinder heads. It also uses sequential multi-point fuel injection, and has 4 valves per cylinder with VVT-i.

The engines are produced by Toyota's Kamigo Plant in Toyota, Aichi, Japan;<ref name="Kamigo" /> by Siam Toyota Manufacturing in Chonburi, Thailand (1NZ-FE for Yaris and Vios);<ref name="Asia plants">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and by Indus Motor Company in Karachi, Pakistan (2NZ-FE for Corolla).<ref name="Asia plants" />

From the second half of 2003, the valve train mechanism of the Japanese market 1NZ-FE engine was changed from a direct acting type to a indirect type with roller rocker arms and hydraulic lash adjuster (HLA).<ref name="toyotaclub">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The post-2006 1NZ-FE Turbo and LPG-hybrid 1NZ-FXP engines are also using this valve train mechanism.

Template:Anchor1NZ-FXEEdit

File:初代プリウス1NZ-FXE 豊田産業技術記念館.jpg
First generation 1NZ-FXE engine and 1CM electric motor (1997–2000 specification)
File:二代目プリウス1NZ-FXE 豊田産業技術記念館.jpg
Second generation 1NZ-FXE engine and 3CM electric motor

The 1NZ-FXE is a hybrid Template:Convert version. Bore and stroke is Template:Convert. It features forged steel connecting rods and an aluminum intake manifold. The engine has a high physical compression ratio of 13.0:1, but the closing of the inlet valve is delayed, for an effective compression ratio of 9.5:1.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The net result is that the engine has a greater effective expansion than compression—making it a simulated Atkinson cycle, rather than a conventional Otto cycle.

The reduction in cylinder charge means reduced torque and power output, but efficiency is increased. This combination makes the 1NZ-FXE suitable for use with the Hybrid Synergy Drive, where peak torque and power demands can be met by the electric motor and battery. Originally, the engine produces Template:Convert at 4000 rpm with Template:Convert of torque at 4000 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In the 2000 update, the engine output was increased to Template:Convert at 4500 rpm with Template:Convert of torque at 4200 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The power output was increased again to Template:Convert at 5000 rpm for the second generation Prius.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Peak thermal efficiency is about 37%.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In 2011, upon the arrival of the Prius c/Aqua and the XP130 Yaris Hybrid, an improved version was introduced. Without any belt-driven accessories (equipped with an electric water pump), implementation of exhaust gas recirculation (EGR) system and a physical compression ratio of 13.4:1.<ref>Template:Cite press release</ref> The new version delivers an output of Template:Convert at 4800 rpm with Template:Convert of torque at 3600–4400 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The 1NZ-FXE Hybrid Synergy Drive in the Toyota Prius has won several International Engine of the Year awards:

  • Best Eco-friendly 2000
  • Best Eco-friendly 2001
  • Best Fuel Economy 2005
  • Best 1.4-litre to 1.8-litre 2005<ref name=eoty>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

  • Best Fuel Economy 2006
  • Best 1.4-litre to 1.8-litre 2006<ref name=eoty/>

This engine was discontinued for international markets in 2020 and was replaced by the M15A-FXE engine. However, as of January 2025, the 1NZ-FXE engine is still available in Japan.<ref name=Probox>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Transmissions (eCVT): P110 (1997–2000), P111 (2000–2003), P112 (2003–2009) and P510 (2011–present)

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Template:Anchor1NZ-FXPEdit

File:1NZ-FXP Engine TOYOTA JPN TAXI NTP10 01.jpg
1NZ-FXP engine

The 1NZ-FXP is a hybrid Template:Convert version. Bore and stroke is Template:Convert. This engine is based on the third generation 1NZ-FXE engine but converted to run on liquefied petroleum gas (LPG) fuel and using the roller rockers arms valve train mechanism like the updated 1NZ-FE engine.<ref>Template:Cite press release</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The engine has a high physical compression ratio of 13.0:1, but the closing of the inlet valve is delayed, for an effective compression ratio of 9.5:1.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The net result is that the engine has a greater effective expansion than compression—making it a simulated Atkinson cycle, rather than a conventional Otto cycle.

The reduction in cylinder charge means reduced torque and power output, but efficiency is increased. This combination makes the 1NZ-FXP suitable for use with the Hybrid Synergy Drive, where peak torque and power demands can be met by the electric motor, battery and LPG-hybrid system. Output is Template:Convert at 4800 rpm with Template:Convert of torque at 2800–4400 rpm. Peak thermal efficiency is about 37%.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This engine is mated to P510 eCVT transmission, same as the third generation 1NZ-FXE engine.

Application:

Template:Anchor1NZ-FEEdit

File:1NZ-FE IN COROLLASPACIO.JPG
1NZ-FE engine
File:Corolla AXIO NZE141 2007year.jpg
Updated Japanese market 1NZ-FE engine with different plastic engine cover

The 1NZ-FE is a Template:Convert conventional Otto-cycle variant of the 1NZ-FXE with VVT-i on the intake camshaft. The engine block is found in many Toyota models assembled in Japan and Asian countries. It retains the same bore and stroke, but the compression ratio is lowered to 10.5:1. Output is Template:Convert at 6000 rpm with Template:Convert of torque at 4200–4800 rpm. This engine was introduced to replace 5A-FE and 5E-FE 1.5 L engines.

There was a compressed natural gas (CNG) version of 1NZ-FE engine called 1NZ-FNE produced from April 2003, exclusively for the first generation Probox van (NCP52V) until its discontinuation in August 2014.<ref name=NCP52V/> It has 12.0:1 compression ratio, output is Template:Convert at 6000 rpm with Template:Convert of torque at 4000 rpm.

A new version of 1NZ-FE with roller rocker arms with HLA valve train mechanism and EGR system was introduced exclusively for the Japanese market in September 2003, fitted first in the front-wheel drive model of XP80 Sienta.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The new valve train mechanism reduced the valves angle from 33⁰ to 21⁰.<ref name="toyotaclub"/> This revised engine can be identified by the use of a different plastic engine cover. Another update was occurred in 2012, the compression ratio was increased to 11.0:1.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The older version was still in use for selected Japanese market Toyota cars up until 2014. The 4-speed automatic transmission was also replaced by CVT, designed for this reworked engine. The revised engine was also offered in limited markets such as in Hong Kong, Macau and New Zealand.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The 1NZ-FE engine was discontinued earlier in 2005 in Europe without a direct replacement. For emerging markets, the Dual VVT-i 2NR-FE engine was introduced as replacement in 2016.<ref name=topgearph>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In the first half of 2020, the 1NZ-FE engine was replaced by M15A-FXS engine in Australia and New Zealand.<ref name=ToyotaAU>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As of January 2025, this engine is still in use for the Japanese market.<ref name=Probox/>

Transmissions:

  • Manual (5-speed): C50, C50F (AWD), C51, C54, C56, C150 and C154
  • Automatic (4-speed): U340E and U340F (AWD, 2000–2014)
  • CVT: K210 (2003–2015; Ractis, Sienta and Vitz), K310 (2006–2012), K310F (AWD, 2006–present) and K312 (2012–present)

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Template:Anchor1NZ-FE TurboEdit

File:Vitz-RS-T-turbo-charger-kit.jpg
Early version with the original direct acting valve train mechanism
File:Toyota Vitz GRMN Turbo engine room.jpg
Final version with the rocker arms valve train mechanism

The 1NZ-FE Turbo (unofficially called 1NZ-FTE or 1NZ-FET) is a Template:Convert with an air-to-air intercooler turbocharged conventional Otto-cycle variant of the 1NZ-FE with VVT-i, combined with a IHI RHF4 turbocharger, providing Template:Convert of boost pressure.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This engine was not created in-house by Toyota, but converted with bolt-on turbocharger kits developed by Toyota Racing Development (TRD). The engine block is the same as the naturally aspirated 1NZ-FE engine, found in many Toyota models. It retains the same 10.5:1 compression ratio as the naturally aspirated sibling. Output is Template:Convert at 6000 rpm with Template:Convert of torque at 4000–4800 rpm.

In Japan, this unique engine was available through modified Toyota cars (tuned by TRD, Modellista (ja) or Gazoo Racing) and sold officially as complete car at Toyota Netz Store dealerships. The turbocharger kits is also available for sale at selected Toyota Netz Store dealerships or TRD official stores.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This turbocharger kits was introduced first in May 2003, originally for the NCP13 Vitz RS. Later in January 2004, TRD launched "TRD Turbo Tuning Plan", a turbocharger conversion program for NCP31 bB, XP61 ist and NCP13 Vitz RS owners.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The fully converted bB and ist with turbocharger and additional TRD kits were also offered at the selected Netz Store dealerships.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The turbocharger conversion program was terminated in 2007 with the discontinuation of XP60 ist.

In August 2007, Modellista released Vitz RS TRD Turbo M, based on the NCP91 Vitz RS with the updated 1NZ-FE engine.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> TRD released a slightly different 1NZ-FE Turbo engine exclusively for NZE141 Corolla Axio/Fielder GT TRD Turbo in October 2009 and March 2010.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This engine is commonly combined with C56 5-speed manual transmission, except for Corolla Axio/Fielder GT which had C51 transmission. The U340E 4-speed automatic transmission was only available for the TRD fully converted bB and ist complete cars or from several converted Vitz RS with automatic transmission owned by costumers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

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Template:Anchor 2NZ-FEEdit

File:Toyota Yaris 2008 nhập Nhật 1.3 AT.jpg
2NZ-FE engine

The 2NZ-FE is a Template:Convert version. Bore and stroke is Template:Convert, with a compression ratio of 10.5:1. Output is Template:Cvt at 6000 rpm with Template:Cvt of torque at 4400 rpm. Visually, this engine is identical to the 1NZ-FE, but can be identified by the 2NZ-FE mark on the intake manifold.

For specific regions with leaded petrol, the 2NZ-FE was not equipped with VVT-i.<ref name="toyotaclub" /> This version produces Template:Cvt at 6000 rpm with Template:Cvt of torque at 4400 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In 2000, it won the International Engine of the Year award in the 1-litre to 1.4-litre category.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

This engine is the successor of 2E and 4E-FE 1.3 L engines. In China, it replaced the 2SZ-FE engine, together with the introduction of XP90 Vios/Yaris in 2008.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The opposite case happened in Europe, like the 1.5 L 1NZ-FE engine, the 2NZ-FE engine was discontinued earlier in 2005, but succeeded by 2SZ-FE engine for the XP90 Yaris. In 2013, the exlusive Dual VVT-i 4NR-FE (for FAW Toyota) and 6NR-FE (for GAC Toyota) 1.3 L engines were introduced as the replacement for Chinese market XP150 Vios/Yaris. Later in 2016, the global version of those engines, called 1NR-FE, was introduced as the successor of 2NZ-FE engine for emerging markets XP150 Vios/Yaris.<ref name=topgearph/> The last use of 2NZ-FE engine was in Australasia and Pakistan, where it was discontinued in the first half of 2020.<ref name=ToyotaAU/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Transmissions:

  • Manual (5-speed): C50, C50F (AWD), C54, C150 and C154
  • Automatic (4-speed): U441E and U441F (AWD)

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Great Wall Motor versionEdit

In May 2008, Chinese automobile manufacturer Great Wall Motor (GWM) introduced 1.3 and 1.5 L engines codenamed GW4G13 and GW4G15.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Despite the similar codes, they have nothing to do with 4G13 and 4G15 engines from the Mitsubishi Orion engine family, but instead derived from NZ design.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="turbo1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> For example, the NZ engines are using timing chain to connect the crankshaft and camshafts, while the Mitsubishi Orion engines are using the less durable timing belt. Visually, this engine looks similar like the NZ engines and mechanically also share similarities such as the same bore x stroke size, engine displacement and interchangeable parts.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

No statement from GWM or Toyota regarding the confirmation if these engines are officially licensed by GWM. But according the official press release by GWM in 2009, these GW4G1x engines were independently developed by themselves.<ref>Template:Cite press release</ref> There are also no reports of Toyota taking legal action against GWM regarding the intellectual property rights of NZ engines or even their copied vehicles, such as the Deer truck (N140 Hilux) or the Coolbear hatchback (XP30 bB). Only 1.3 L 2NZ-FE and 1.5 L 1NZ-FXE engines were officially available in China. The former was fitted inside the locally built XP90 Vios sedan (FAW Toyota)/Yaris hatchback (GAC Toyota) from 2008 to 2013, while the latter was offered for the imported XW20 Prius.

The turbocharged variants of the 1.5 L engine called GW4G15T was introduced in 2011 and then followed by the higher output GW4G15B in the following year. These engines were discontinued in 2019, replaced by the cleaner GW4G15F which comply with China's National V emission standard. Further new variants which comply with National VI emission standard codenamed GW4G15K, GW4G15M and the naturally aspirated hybrid GW4G15H are also introduced.

GW4G13Edit

Power: Template:Cvt at 6,000 rpm
Torque: Template:Cvt at 4,200 rpm

Applications:

GW4G15Edit

Power: Template:Cvt at 6,000 rpm
Torque: Template:Cvt at 4,200 rpm

Applications:

GW4G15TEdit

Power: Template:Cvt at 5,600 rpm
Torque: Template:Cvt at 2,000–4,500 rpm

Applications:

GW4G15BEdit

Power: Template:Cvt at 5,600 rpm
Torque: Template:Cvt at 2,200–4,500 rpm

Applications:

GW4G15FEdit

Power: Template:Cvt at 5,600–6,000 rpm
Torque: Template:Cvt at 1,800–4,400 rpm

Applications:

GW4G15KEdit

Power: Template:Cvt at 5,500–6,000 rpm
Torque: Template:Cvt at 2,000–4,400 rpm

Applications:

GW4G15MEdit

Power: Template:Cvt at 5,500–6,0000 rpm
Torque: Template:Cvt at 1,800–4,400 rpm

Applications:

GW4G15HEdit

Power:
Template:Cvt (engine)
Template:Cvt (electric motor)
Template:Cvt (combined)
Torque:
Template:Cvt (engine)
Template:Cvt (electric motor)
Template:Cvt (combined)

Applications:

See alsoEdit

ReferencesEdit

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External linksEdit

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