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Toyota 2ZZ-GE Engine

 

Appeared in 1999, 2ZZ-GE was the second engine that belongs to ZZ engine family. The design of 2ZZ-GE was based on 1ZZ-FE. 2ZZ-GE was developed to provide high speed performance and retain low speed flexibility without sacrificing from major design concepts of 1ZZ-GE. Toyota engineers have reworked most of the components of the engine to achieve these goals. The head was completely redesigned and Variable Valve Timing and Lift - intelligent (VVTL-i) system was adopted. Bore and stroke was changed to 82mm x 85mm allowing the engine to safely rev over 8000RPM. Compression ratio was increased to 11.5:1 and the cylinder block was reinforced with Metal Matrix Composite.

 

 

High pressure cast aluminum alloy engine block is featuring Metal Matrix Reinforced (MMC) cylinder walls. MMC is a reinforcement material composed of ceramic parts and fibers. Compared to iron liners used in cylinder walls of 1ZZ-FE, MMC has superior wear resistance. Just like 1ZZ-FE, 2ZZ-GE also uses iron liners in bearing journals of the crankshaft bearing caps to prevent heat deflection. In order to reduce noise and increase the rigidity of the engine, crankshaft bearing caps with ladder frame construction have been adopted. Lightweight aluminum alloy pistons were featuring fully floating pins. Pistons were coated with iron and tin to reduce friction. High strength vanadium steel was used to manufacture connecting rods. A forged crankshaft was used with machined journals to minimize surface roughness and reduce friction.

Toyota 2ZZ-GE Engine

The high-performance 2ZZ-GE incorporates a new and improved head design. Head had cross flow manifold layout with pent roof combustion chambers. Direct Ignition System (DIS) and small-pitch chain to drive valve train remain untouched. Valve diameters were 34.0mm on intake and 29.0mm on exhaust, which were significantly larger that valves found on 1ZZ-GE. Along with the valve diameter, valve inclination angle was increased to 43° for improved intake efficiency through the upright intake ports. The most important modification in the head was the introduction of VVTL-i on both intake and exhaust cams. VVTL-i featured valve lift along with continuous valve timing. VVTL-i was very similar to Honda’s i-VTEC system. Camshafts had low-speed and high-speed profiles. High speed and low speed followers were actuated by oil pressure to changeover between two different cam profiles. Oil sprayers were also added in order to cool down the camshafts during high speed operation.

 

 

2ZZ-GE was placed in top version 7th generation Toyota Celica, which was named Celica SS-II in japan, Celica GT-S in USA and Celica T-Sport in Europe. Besides Celica models, 2ZZ-GE was found in performance versions of Toyota Corolla in Japan and Europe. Lotus also employed 2ZZ-GE in Exige and Elise models. Later on Lotus also introduced supercharged versions of the engine. Naturally aspirated versions were delivering 164hp to 190hp depending on the model it was used, where supercharged Lotus versions were delivering as high as 252hp. Lotus remained as the only user of 2ZZ-GE after the production of 9th generation Toyota Corolla ended; however recently Lotus declared that future models will not be equipped with 2ZZ-GE.

 

Model

2ZZ-GE

Displacement (cc)

1796

Power Output (hp)

164 - 190

Compression Ratio

11.5:1

Bore (mm)

82.0

Stroke (mm)

85.0

Years Produced

1999 -