Friday, February 3, 2012
Toyota Celica 2ZZ-GE Engine
Toyota 1ZZ-FE may be common in Malaysia as it is install in Malaysia first generation of Toyota Altis, hmmmm..... sometime I also can't find the world of "Altis" under the Japan gasket catalog in 1ZZ-FE engine column.
And when come to Toyota Celica, which it may have all kind of possible engine install on it, when customer look for the 2ZZ-GE gasket, initially I thought it may be same with the type of 1ZZ-FE as it is under ZZ family of engine, but it prove me wrong when the gasket sample is dismantle from the engine, it may be similar on some items but it is not the same type at all.
Let's enjoy some fact on 2ZZ-GE at Wiki,
The 2ZZ-GE is a 1.8 L (1796 cc or 109.6 in³) version built in Japan. Bore is 82 mm (3.23") and the stroke is 85 mm (3.35"). It uses MFI fuel injection, has VVTL-i, and features forged steel connecting rods. Compression ratio is 11.5:1, necessitating "premium" gasoline (91 octane or above in the (R+M)/2 scale used in North America). Power output for this engine varies depending on the vehicle and tuning, with the Celica GT-S, Corolla T-Sport, Lotus Elise and Lotus Exige offering 141 kW (189 hp) but the American versions of the 2003 Corolla, Matrix, and Pontiac Vibe versions only developing 180 hp with all later years offering anywhere from 173 hp in 2004 to 164 hp in 2006 due to a recurved powerband. The differing power figures from 2004 through 2006 are due to changes in dynamometer testing procedures. The Australian variant Corolla Sportivo has 141 kW@7600 and 181N·m torque. Due to noise regulations, Toyota recalled them for a flash of the PCM to up their output to classify them in the more lenient "sports car" noise category. The Corolla Compressor and Lotus Exige S add a supercharger with intercooler to achieve 225 hp (168 kW), while the Exige 240R's supercharger increases output to 240 hp (179 kW). The addition of a non-intercooled supercharger to the Elise SC produces 218 hp (163 kW) with a considerable weight saving. The supercharged engines are not labeled 2ZZ-GZE.
Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system (the "L" in VVTL-i, known by enthusiasts as "lift") 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 timing in the American market. The table below lists the specifications of the two camshaft profiles. This is similar in concept to Honda's i-VTEC, but the two systems are very different in design and execution.
Excluding the 2003 MR2 and European Celicas with the 1ZZ engine, the 2ZZ engine is also the only model in the ZZ engine family to use a six-speed manual transmission, as well as the only one to have been available with a four-speed Tiptronic-style automatic. These gearboxes were unique to this engine; since then, only a few Toyota engines have been paired with either a six-speed manual or a Tiptronic-style automatic (and only one other engine, the 4GR-FSE, has received both).
Toyota commissioned Yamaha to design the 2ZZ-GE based on Toyota's ZZ block and the engine is similar to a typical street bike engine, in that it utilizes a nearly square stroke ratio allowing for high-RPM operation and producing a power peak near the top of the RPM range. The high-output cam profile is not activated until approximately 6,200 rpm and will not engage until the engine has reached at least 60° celsius (140° fahrenheit). The Toyota PCM electronically limits RPM to about 8200 RPM via fuel and/or spark cut. The "lift" engagement and the engine redline vary by application. Lotus 2ZZ-GEs are rev limited to 8500 RPM, for example, whereas Celicas were rev limited to 7900 to 8200 RPM in North America, depending on the model year. The first Japanese versions were rev limited to 8600 rpm with a peak of 190 hp. Consequently, it is impossible to "over-rev" the engine with the throttle alone; a downshift from a higher gear must be involved. A typical "over-rev" can damage the oil pump, commonly disintegrating the lobe ring, resulting in damage similar to the picture at right. The oil pump is the Achilles heel of the 2ZZ, though incidents are rare and usually occur due to fault of the driver. Even the briefest period of oil starvation is usually fatal to this engine design.
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.
Toyota Celica SS-II (Japan, 187 hp/190 PS)
Toyota Celica GT-S (USA, 180 hp)
Toyota Celica 190/T-Sport (UK, 189 hp)
Toyota Corolla Sportivo (Australia, 189 hp (141 kW)/180 Nm)
Toyota Corolla TS (Europe, (189 hp/192 PS))
Toyota Corolla Compressor (Europe, 222 hp/225 PS)
Toyota Corolla XRS (USA, 164/170 hp)
Toyota Corolla Fielder Z Aero Tourer (Japan, 187 hp/190 PS)
Toyota Corolla Runx Z Aero Tourer (Japan, 187 hp/190 PS)
Toyota Corolla RunX RSi (South Africa, 141 kW/180 Nm)
Toyota Matrix XRS (USA, 164-180 hp)
Pontiac Vibe GT (USA, 164-180 hp)
Lotus Elise (North America/UK, 190 hp)
Lotus Exige (US/UK, 190 hp NA & 243 hp supercharged)
Lotus 2-Eleven (US/UK, supercharged, 252 hp)