The 1.3-liter Toyota 2NZ-FE engine has been produced since 1999 at the company’s Japanese Cars. The engine is designed for compact models and is equipped with a VVT-i inlet phase regulator. In 2004, the engine was updated: it received hydraulic lifters and an ETCS-i electronic throttle.
The NZ family also includes internal combustion engines: 1NZ‑FE and 1NZ‑FXE .
The well-known NZ engine series is available in two versions. Models have four cylinders, the block is covered with aluminum, 16 valves are arranged.
The concern used them for its younger models, the main feature is a significant reduction in fuel consumption. The 2NZ-FE engine is used as the main engine for certain car models.
Despite the modest, in comparison with other models, technical characteristics, it is ready to give out powerful dynamics and at the same time it may not be serviced for 100,000 kilometers.
2NZ-FE Engine Specifications
Technical features of the models
Toyota did not long maintain the trend of reducing the volume of engine, which was the reason for the infrequent use of the 2NZ-FE. Due to this, in the middle of the last decade, it ceased to be used. The main technical characteristics of the product include:
- Engine volume – 1.3 liters;
- It produces power of 84 horsepower at 6000 rpm;
- Torque indicator 124 N * m at 4400 rpm;
- 75 mm is the diameter of the cylinder;
- 5 mm piston stroke;
- 5:1 compression ratio.
Pour into the tank should be gasoline not less than 92nd. The passport allows this option, but owners take no chances and tend to use higher fuel levels. After all, poor quality gasoline can cause failure of the sensitive system of the VVT-i fuel mechanism.
To get the desired dynamics and the declared parameters, the owners had to greatly unwind the engine. Only at 6000 rpm you can really see and evaluate the result.
The use of a timing chain drive made its advantages in the design of the engine. At the same time, the owner began to think more often about the need to select the right oil and constantly replace it.
2NZ-FE Engine Performance Summary
Here, we will investigate the characteristics of this engine by referring to the data of the 2NZ-FE type naturally aspirated engine installed in Toyota’s NCP19 type WiLL Vi BaseGrade 2001/10 model.
Toyota’s NCP19 type WiLL Vi
|Vehicle model||TA-NCP19 type|
|Car name & grade||WiLL Vi|
|Inner diameter × stroke||75.0mm×73.5mm|
|Bore stroke ratio||0.98|
|Single cylinder volume||324.7cc|
|Intake method||Naturally aspirated|
|use fuel||Regular gasoline|
First of all, the 2NZ type engine is a short stroke type engine with a bore (inner diameter) of 75.0 mm, a stroke (stroke) of 73.5 mm, and a bore stroke ratio of 0.98 (the piston diameter is larger than the stroke amount).
Strictly speaking, if the displacement and the number of cylinders are the same, it is not allowed to call yourself a square type unless the bore and stroke are exactly the same, but if the bore stroke ratio is so close to 1, “Already It’s okay to make it a square type! ”
These engines retain the flavor of short stroke type or long stroke type, but in fact, they have characteristics that are as close as possible to square type. “After all, anyway, sticky at low revs and sharp at high revs.
Among the models registered on this site, the oldest model equipped with the 2NZ-FE type naturally inhaled engine is the first WiLL Vi [NCP19 type | 2001/10] released from 2000/01 , the newest model . Is the first Porte [NNP10 type | 2010/08] released from 2004/07, and 16 models of NA cars and 0 models of turbo / SC cars are registered in all 16 models.
Evaluation from the viewpoint of transient characteristics and liter equivalent horsepower
|Image of engine performance curve|
|Changes in horsepower||76.8PS → 88PS|
|Transition of torque||12.5kgm → 10.5kgm|
The WiLL Vi in-line 4-cylinder 1298cc engine with a compression ratio of 10.5 and regular gasoline specifications, which is the reference vehicle for this time, produces a maximum output of 88 horsepower at 6000 rpm and a maximum torque of 12.5 kgm at 6000 rpm.
If you know the horsepower and the number of revolutions, you can know the torque, and if you know the torque and the number of revolutions, you can know the horsepower. The torque at 6000 rpm is 10.5kgm.
The horsepower per liter of displacement is 67.80PS / L and the torque is 9.6kgm / L, and the horsepower per cylinder (single cylinder volume 324.7cc) is 22.0PS and the torque is 3.1kgm.
When the 2NZ type naturally aspirated engine is applied to a 10-step evaluation based on the deviation value aggregated from all NA vehicles registered on this site, the evaluation is ” standard ” with a converted horsepower of [ 5 ] and a converted torque of [ 6 ]. It is categorized as an engine with a typical output (bottom of the middle) .
By the way, among the 2NZ-FE type turbo / SC engine equipped models, the highest output was 88PS / 12.5kgm of NCP19 type WiLL Vi, and the smallest was 87PS / 12.2kgm of NCP95 type Vitz. increase.
Displacement increase, compression ratio increase, bore stroke ratio change
|Normal displacement and compression ratio|
|Bore||Stroke||Displacement||Compression ratio||B/S ratio|
|Displacement expansion by bore up|
|Displacement expansion by increasing stroke|
There are three factors that determine the engine displacement: the number of cylinders, the bore diameter, and the stroke amount. By increasing or decreasing these, engines with various displacements are created.
Here, regardless of whether it is actually possible, the displacement when the piston diameter is expanded from the genuine 75.0 mm to 78.0 mm in 0.5 mm increments and when the stroke is extended from the genuine 73.5 mm to 78.5 mm in 1 mm increments. And, the change of the compression ratio when it is assumed that the volume of the combustion chamber does not change is listed.
* It is easy to say stroke up, but if you want to make a long stroke, you need a crankshaft and a compatible connecting rod, and if you can not divert it, you have to make it in one-off, so it is expensive anyway. It is a menu that requires considerable preparedness to put out.
Regarding the compression ratio, in most cases, the uneven capacity of the top surface of the piston changes as the diameter of the piston increases, so the compression ratio values in the list do not match, but the displacement. Please enjoy the atmosphere that the compression ratio will naturally increase as you increase the size.
The B / S ratio is an abbreviation for the bore stroke ratio, and as the bore diameter is widened, the value becomes even smaller from 0.98, and the advantages and disadvantages of the short stroke type become more pronounced. In the case of 2NZ type engine, the ratio changes from 0.98 to 0.94 when the bore is increased by +3.0mm from the genuine piston.
Increased displacement with engines with similar piston diameters
There are 28 engines with pistons that are similar in size to the piston diameter of 2NZ type 75.0mm, so let’s calculate the displacement when the piston is diverted and the bore is increased as a sideshow.
|Eg type||Piston diameter||Displacement|
As engines with similar piston diameters, Daihatsu: HD type 1589cc 76.0mm mounted on G311G type Pyzar, Daihatsu: HE type 1498cc 76.0mm mounted on G213S type charade, Toyota: HC mounted on J100G type Terios 76.0mm of type 1295cc, Nissan: 76.0mm of GA16 type 1596cc mounted on EN15 type pulsar, Nissan: 76.0mm of VQ20 type 1995cc mounted on A33 type Sephiro, Daihatsu: CB type 993cc mounted on G100S type charade 76.0mm etc. is applicable.
(Although the number of people who find pleasure in such a quest has decreased) No matter how close the diameter is, there are factors such as the diameter of the piston pin, the height of the piston, and the convenience of valve recess, so if possible, the same manufacturer, If possible, if you choose the same fuel and the same intake method, and if possible, the one with a similar displacement, the possibility of genuine diversion may increase.
Average piston speed
Next, let’s look at the average piston speed. The average piston speed at 6000 rpm, where an engine with a stroke of 73.5 mm produces maximum output, is 14.7 m / s , which is a piston speed that travels a distance of 14.7 meters per second (52.9 km / h at speed). It means that is moving up and down.
The average speed is 10.8 m / s at 4400 rpm, which generates the maximum torque, and 15.9 m / s when 6500 rpm, which is 500 rpm higher than the 6000 rpm where the maximum output is generated, is assumed to be the rev limit.
For reference, I calculated the change in piston speed when a 2NZ type engine with a stroke of 73.5 mm is rotated up to 10000 rpm. Looking at this, it seems that the speed increases by approximately 4.90 m / s as the number of revolutions increases by 2000 revolutions.
Considering only 20.0 m / s, which is a guideline for a general engine assuming mass production, it is mechanical to set the upper limit of high rpm to about 8160 rpm (whether it rotates or not). It seems to be preferred both mentally.
What 2NZ-FE problems can you encounter?
The 2NZ-FE is largely copied from the old 1NZ. In order to achieve an engine rating of 1.3 liters, the developers had to modify the design – reduce the stroke, change the crankshaft, and also use the corresponding cylinder block for the small knee.
In general, the masters believe that the engines are not very different, because they have the same problems. Owners will have to replace certain constituent elements, because everyone will encounter knocks, floating speeds, fuel sensor failure, low engine life, general disposability, and much more.
Like any other engine, it has its pros and cons. Whether it is worth buying it, everyone will decide for himself, evaluating all the pros and cons. Much depends on the chosen car – if it’s a Toyota Corolla, then it’s a weak option for it, but if it’s a Yaris, then just right.
1NZ and 2NZ have a long list of similarities. Accordingly, their tuning is monotonous – the installation of a compressor and a turbine. Due to the fact that the volume of 2NZ-FE is smaller, the result will be lower – by 20%.