Toyota NZ engine

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Toyota NZ engine
Overview
ManufacturerToyota
DesignerYasushi Nouno, Hiroshi Tada, Toshifumi Takaoka[4]
Production
  • 1NZ-FXE: December 1997[1]–present
  • 1NZ-FE: July 1999[2]–present
  • 1NZ-FXP: 2017–present
  • 1NZ-FE Turbo: 2003–2013
  • 2NZ-FE: October 1999[3]–2020
Layout
ConfigurationNaturally aspirated Straight-4
Displacement
  • 1,299 cc (1.3 L)
  • 1,497 cc (1.5 L)
Cylinder bore
  • 75 mm (3.0 in)
Piston stroke
  • 73.5 mm (2.89 in)
  • 84.7 mm (3.3 in)
Cylinder block materialAluminium
Cylinder head materialAluminium
ValvetrainDOHC 4 valves per cylinder with VVT-i
Valvetrain drive systemTiming Chain
Compression ratio
  • 9.5:1–13.4:1 (hybrid)
  • 10.5:1–11.0:1 (naturally aspirated)
  • 10.5:1 (turbocharged)
  • 12.0:1 (CNG)
Combustion
TurbochargerIHI RHF4 turbo with intercooler
Fuel systemSequential fuel injection
Fuel type
Oil systemWet sump
Cooling systemWater-cooled
Output
Power output55–113 kW (75–153 PS; 74–151 hp)
Torque output111–206 N⋅m (82–152 lb⋅ft; 11–21 kg⋅m)
Chronology
Predecessor
SuccessorToyota NR engine

The Toyota NZ engine family is a straight-4 piston engine series. The 1NZ series uses aluminum engine blocks and DOHC cylinder heads. It also uses sequential fuel injection, and has 4 valves per cylinder with VVT-i.

The engines are produced by Toyota's Kamigo Plant in Toyota, Aichi, Japan (for Prius, Vitz, ist and Sienta);[2] by Siam Toyota Manufacturing in Chonburi, Thailand (1NZ for Yaris and Vios);[5][6] and by Indus Motor Company in Karachi, Pakistan (2NZ for Corolla).[5]

1NZ-FXE[edit]

See also: Brake-specific fuel consumption
1NZ-FXE and electric motor

The 1NZ-FXE is a hybrid 1.5 L (1,497 cc) version. Bore and stroke is 75 mm × 84.7 mm (2.95 in × 3.33 in). 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.[7] 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. Output is 57 kW (77 PS; 76 hp) at 5000 rpm with 115 N⋅m (85 lb⋅ft; 12 kg⋅m) of torque at 4000 rpm. Peak thermal efficiency is about 37%.[8] Production was discontinued in 2009, with the arrival of the 3rd generation Prius, which replaced the 1NZ-FXE with the 2ZR-FXE.

In 2012, upon the arrival of the Prius c (North America), the Aqua (Japan), and the Yaris Hybrid (Europe), an improved version was introduced. Without any belt-driven accessories, and a physical compression ratio of 13.4:1, the new version delivers an output of 55 kW (75 PS; 74 hp) at 4800 rpm with 111 N⋅m (82 lb⋅ft; 11 kg⋅m) of torque at 3600–4400 rpm.

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[9]
  • Best Fuel Economy 2006
  • Best 1.4-litre to 1.8-litre 2006[9]

Applications:

1NZ-FXP[edit]

1NZ-FXP

The 1NZ-FXP is a hybrid 1.5 L (1,497 cc) version. Bore and stroke is 75 mm × 84.7 mm (2.95 in × 3.33 in). 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.[11] 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 57 kW (77 PS; 76 hp) at 5000 rpm with 115 N⋅m (85 lb⋅ft; 12 kg⋅m) of torque at 4000 rpm. Peak thermal efficiency is about 37%.[12]

Applications:

1NZ-FE[edit]

1NZ-FE

The 1NZ-FE is a 1.5 L (1,497 cc) 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 (increased to 11.0:1 in 2012 for the Japanese market). Output is 76–81 kW (103–110 PS; 102–108 hp) at 6000 rpm with 132–143 N⋅m (97–105 lb⋅ft; 13–15 kg⋅m) of torque at 4200–4800 rpm. The redline is 6400 rpm. A CNG version called 1NZ-FNE was produced from April 2003, exclusively for the first generation Toyota Probox (NCP52V) until its discontinuation in 2014. It has 12.0:1 compression ratio, output is 68 kW (92 PS; 91 hp) at 6000 rpm with 125 N⋅m (92 lb⋅ft; 13 kg⋅m) of torque at 4000 rpm.

Applications:

1NZ-FE Turbo[edit]

Early version installed in Vios Turbo, Vitz RS Turbo and Yaris T-Sport Turbo
Latest version installed in Vitz TRD Turbo M and GRMN Turbo

The 1NZ-FE Turbo is a 1.5 L (1,497 cc) with an air-to-air intercooler turbocharged conventional Otto-cycle variant of the 1NZ-FE with VVT-i. The engine block is found in many Toyota models assembled in Asian countries. It retains the same bore and stroke, even the same 10.5:1 compression ratio as the naturally aspirated sibling. Output is 105–112 kW (143–152 PS; 141–150 hp) at 6000 rpm with 196–206 N⋅m (145–152 lb⋅ft; 20–21 kg⋅m) of torque at 4000–4800 rpm. The redline is 6400 rpm.

Applications:

2NZ-FE[edit]

The 2NZ-FE is a 1.3 L (1,299 cc) version. Bore and stroke is 75 mm × 73.5 mm (2.95 in × 2.89 in), with a compression ratio of 10.5:1. Output is 63–65 kW (84–87 hp; 86–88 PS) at 6000 rpm with 121–123 N⋅m (89–91 lb⋅ft; 12–13 kg⋅m) of torque at 4400 rpm. In 2000, it won the International Engine of the Year award in the 1-litre to 1.4-litre category.[13]

Applications:

See also[edit]

References[edit]

  1. ^ "Technical Development: Engines". Toyota Motor Corporation. Archived from the original on January 1, 2013.
  2. ^ a b "General Status of Plants in Japan: Kamigo Plant". Toyota Motor Corporation. Archived from the original on August 2, 2013.
  3. ^ "Toyota Yaris Family Grows With New 1.3-Litre Versions". Toyota (GB). August 2, 1999. Archived from the original on October 22, 2015.
  4. ^ Itazaki, Hideshi (1999). The Prius That Shook The World. Tokyo: Nikkan Kogyo Shimbun. p. 147, 150, 160. ISBN 4-526-04376-1.
  5. ^ a b "Overview of Overseas Production Affiliates: Asia". Toyota Motor Corporation. Archived from the original on December 6, 2012.
  6. ^ "About STM". Siam Toyota Manufacturing. Archived from the original on February 19, 2014.
  7. ^ "Car and Driver 2004 Toyota Prius Specs" (PDF).
  8. ^ "Toyota targeting thermal efficiency of more than 45% for next-generation gasoline engines for hybrids". Green Car Congress. Retrieved 3 May 2015.
  9. ^ a b "Archive | International Engine of the Year". Engine Technology International magazine. Retrieved 10 February 2015.
  10. ^ "ProBox" (PDF). Retrieved 3 December 2020.
  11. ^ "Car and Driver 2004 Toyota Prius Specs" (PDF).
  12. ^ "Toyota targeting thermal efficiency of more than 45% for next-generation gasoline engines for hybrids". Green Car Congress. Retrieved 3 May 2015.
  13. ^ "1-litre to 1.4-litre: Toyota 1.3-litre VVTi". Engine Technology International. UK & International Press. Archived from the original on July 19, 2001.

External links[edit]

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