Toyota 4A-GZE engine

The 4A-GZE (produced in various forms from 1986 through 1995) was the supercharged version. Based on the same block and head, the 4A-GZE was equipped with a roots-type supercharger and therefore the compression ratio, valve timing and ports were modified. It was used in the North American supercharged Toyota MR2, rated at 145 hp (108 kW) and 140 ft·lbf (190 N·m). Later versions of this engine are rated 170 hp (127 kW) and 155 ft·lbf (210 N·m) for the AE92 and AE101 Corolla.


4A-GE (20-valve)

A special 4A-GE was produced from 1991 through 1998 to replace the 16 valve 4A-GE. It was a naturally-aspirated engine with an additional intake valve for each cylinder, making it one of the first production 5-valve engines in history. These generation engines also featured quad throttle bodies. The engine can be recognized by its silver or black top. This was the last of the 4A family to be produced. Toyota VVT was used for 160–165 hp (123–127 kW) at 7800 rpm and 120 ft·lbf (162 N·m) at 5600 rpm, quite impressive for a naturally-aspirated 1.6 L engine. Note that although VVT was present in the silver top and the black top 4A-GE, VVT-i was not available.

Some Racing team participating in the Group A of the JGTC, using either the AE101, AE86 or AE82 corollas used modified silvertop versions of the engine, capable of approximately 240 Horsepowers at 11,000 RPM. The AE86 was particuraly popular, being able to beat cars with bigger engine such as the skyline.

Applications:

* 1992 Toyota Corolla Levin, Sprinter Trueno AE101 (silver-top) All GT models (GT Apex GT-V etc)

* 1995 Toyota Corolla Levin, Sprinter Trueno AE111 (black-top) All BZ models (BZG, BZR, BZV etc)

Toyota Variable Induction System,

Toyota Variable Induction System, or T-VIS, is a variable intake system designed by Toyota.

It improves the low-end torque of high-performance, small displacement four-stroke engines by changing the geometry of the intake manifold according to the engine rotation speed. The system uses two separate intake runners per cylinder, one being equipped with a butterfly valve that can either open or close the runner. All valves are attached to a common shaft which is rotated by a vacuum actuator outside the manifold.

The engine control unit allows vacuum into the actuator by powering a solenoid valve when the engine rotation speed is below 4200 rpm.Above this engine speed vacuum is cut off and a spring inside the actuator causes the butterfly valve to fully open. The theory behind the system is that in the lower speed band the velocity of the intake air can be improved because the intake runner cross section per cylinder is smaller. However, when the engine gains speed, the required air flow volume is more significant so the second runner is opened to improve the flow.

Toyota used the T-VIS system from the mid-80s to early 90s on its high-performance twincam engines, such as the 4A-GE and 3S-GE.

Toyota Avalon Review

The Toyota Avalon?s design was originally based upon the technology of the Toyota Camry. This four door, front wheel drive care became popular on the market, especially in 2006. The cabin of the Avalon is quite spacious and comfortable. They have added lavish high quality features including the leather trimmed seats with ergomanically designed controls. The perfectly tuned suspension and quiet engine complements the tranquil interior. It is currently vying in the market of all other full sized sedans and holding their own. In the past year, the Toyotal Avalon features all the latest technology in fuel efficiency, safety, and performance. The new models have the latest, but it is not extravagant in its styling. It is sleek and contemporary and gives the driver a more sophisticated look that one can not ignore.

It has been long said that a Toyota can be driven for over 100,000 miles and still keep on going and going. The Toyota Avalon is not exception to this rule. There has not been one Toyota Avalon out in the market that has been a flop. This is due to Toyota Corporation employing excellent marketing strategies and due to their high level of expertise when it comes to deciding what is right for the company. Toyota went from being Japan?s largest auto maker to America?s third largest and one of the best known manufactures in the world.

Part of Toyota?s quality is that if you are looking for replacement parts, you can go online now and search to find what you are looking for. Each certified Toyota Avalon part is designed to meet the exact requirements of the detailed Toyota user. Toyota parts are sure to give your vehicle a better quality ride, increased comfort and safety.

Toyota Prius Review

Concept vehicles are big in the world of cars. The Toyota Prius has the distinction of being the worlds cleanest and planet friendly vehicle. It has been given the honor of being the 2006 European Car of the year because of the standards that it set for manufactures when building their hybrid cars. Consumer Reports even reported that the Toyota Prius came in with a 94 percent owner satisfaction rating. Most of the current owners of a Prius would definitely purchase another one again, thus making Consumer Reports rate it as the most satisfying vehicles on the road.

So Just what make the Prius a step above the rest? The Toyota Prius is an astonishing Hybrid. The way Toyota uses technology is quite amazing. Instead of just turning a key to start the ignition, the Toyota Prius is started by pressing a round ?Power? button on the dash board. Toyota has incorporated an interactive touch sensitive multi-informational display screen that is mounted on the center console. This display screen has many functions from showing you fuel consumption, radio settings, climate control, and many other functions that are occurring within the vehicle.

The Toyota Prius carries a rating of Advanced Technology Partial Zero Emission Vehicle, making it the cleanest emission production car on the road today. The Prius boasts an average of 90 percent more cleaner air than the average car on the road today. It employs the Hybrid Synergy Drive technology making it the leading vehicle in the industry of Hybrid technology. It offers a seamless integration of gas engine and emissions free electric motor allowing it to achieve amazing fuel economy. This makes it the best choice for the environment and the consumer.

Hybrids have become more and more popular in the world because of its dramatically increased fuel efficiency; especially with the rising cost of gas prices all over the world. People tend to flock to cars that will give them the most bang for their buck and are environmentally friendly. This make the Toyota Prius the most environmentally friendly care on the road today and thus, will be a good choice for you, your family, and the environment.

Toyota MR2

After having been in the market for almost ten years, the SW20 had to move aside as Toyota released the new MR2, designated ZZW30. The new MR2 was, in a way, a return to the design concept of the AW11 since the weight of the car was once again dropped below a metric ton and it was significantly smaller than the SW20. The biggest change was, however, the replacement of the solid, T-Top, and sunroof roof options with a true convertible soft top, giving the car the 'Spyder' designation. Due to a new car design rule from SAE (The Society of Automotive Engineers), the pop-up headlights as seen on SW20 had to be removed.

Many claim that this car was inspired by Porsche Boxster which was released in 1996, due to its similar appearance. However, the first prototype of MR-S appeared in 1997 at Tokyo Motorshow, which had slightly more angled and rigid appearance than the current production model. The production model includes additional curves for more aerodynamic look and more appealing. The MR2 Spyder chief engineer Harunori Shiratori once said "First, we wanted true driver enjoyment, blending good movement, low inertia and light weight. Then, a long wheelbase to achieve high stability and fresh new styling; a mid-engine design to create excellent handling and steering without the weight of the engine up front; a body structure as simple as possible to allow for easy customizing, and low cost to the consumer."

In Japan, the car is called the MR-S, which purportedly is derived from the forementioned designation. Toyota changed the American name to "MR2 Spyder" reportedly because the idea of a car with the nickname of "Mrs." would sound funny. In spite of this effort, the car is referred to as the "Mrs. 2" by some enthusiasts. The 1999 MR2 Spyder was an element of Toyota Project Genesis, a failed effort to bring younger buyers to the marque in the United States.

The engine of the ZZW30 was the brand-new all-aluminium 1ZZ-FED, a 1794 cc I4. Like its predecessors, the engine used dual overhead camshafts and 16 valves. The intake camshaft's timing was adjustable via the VVT-i system, which was introduced earlier on the 1998 SW20. Unlike its predecessors, however, the engine was placed onto the car the other way round, making the exhaust manifold point towards the rear of the car. The 138 hp (104 kW) maximum power was quite a drop from the SW20 GT, but thanks to the lightness of the car it could move quite quickly, accelerating from 0 to 100 km/h in 7.0 to 8.3 s depending on the transmission option, the Sequential Manual being unable to launch and shift as quickly as the clutch operated manual. The car only weighs 975kg(2150lbs) with the 5 speed manual or 997kg(2200lbs) with the SMT, making this model MR2 the lightest of the MR2 series. In addition to the 5-speed manual transmission, a 5-Speed or 6 speed Sequential Manual Transmission (SMT) controllable from 2 pairs of buttons on the steering wheel was also available. SMT is standard feature in Australian market, however air conditioning was optional. After 2003, a 6-speed SMT was an option.

The feedback for the new model was somewhat mixed - others liked its return to the AW11's design concept, while the fans of the SW20 would've liked it to continue along the path of the previous model. All agreed, however, that the ZZW30 had nearly perfect handling, allowing one to brake into corners and throw the car through the corner in slight drift. The ZZW30 is considered to be the best-handling MR2. For example, Tiff Needell, a very experienced race driver and the former host of the BBC TV show Top Gear, praised the handling of the ZZW30. Although some complained of the relative lack of power the vehicle had, many owners have recently discovered a way to switch out the 1ZZ-FE engine in exchange for the 2ZZ-GE, bringing up the power to 164 hp(SAE Certified) or 180 hp as originally measured by Toyota under the old SAE Net rating. This drastically brings up the accelerating properties of the ZZW30. During a comparison test during a Japanese motorsports show, "NA vs. Turbo", the Techno Spirits ZZW30, outdrove several more powerful cars. However, the driver of the ZZW30, Manabu Orido, allowed the other vehicles (a much higher powered S15 Silvia, S14 Silvia, and Amuse S2000) to catch up (in an effort to demonstrate the difference between NA and turbo) and ended in the ZZW30 losing to the higher powered S15 Silvia. Although it lost, the ZZW30 proved the top-class handling abilities of the ZZW30. On race tracks, a stock ZZW30 has a superior handling around the corners but lacks power in the straights.

Techno Pro Spirit's MR-S was also the first car to be able to beat Tsuchiya's champion AE86 in its own grounds, the touge.

Another effective and typical modification to the MR-S is the addition of a turbocharger. Many companies such as Power Enterprise, Top Secret, Tom's, TTE, Monkeywrench Racing and Hass supply simple bolt-on kits for the MR-S. This simple addon can easily bring the car to 200bhp+, at only a low boost of 4-5psi. In a video by BMI, Tom's Turbo MR-S came only a split second behind the Techno 2zz MR-S at the touge. However, there is no doubt that the MR-S in turbo guise would easily outrun the 2zz MR-S in the straights.

In the JGTC/SuperGT GT300 class, Reckless's MR-S driven by Kota Sasaki & Tetsuya Yamano is the current 2005 champion. Previously in 2002 Morio Nitta & Shinichi Takagis' ARTA Toyota MR-S also won the GT300.

The MR-S was originally introduced in October of 1999 to the consumer market and received a sequential transmission in August 2000. For 2003, the ZZW30 received some exterior changes, including a new front bumper, front and rear lights, a new rear grille, and the computer also received an upgrade allowing the gears to change and engage much quicker than the pre-2003 models which were equipped with the sequential manual transmission. The air intakes on the sides of the car were now color coded and the interior was modified with new seats and a gauge cluster. The rear wheels were increased to 16" with larger 215 mm tires, while the front ones remained at 15" and 185 mm tread width. The suspension was uprated with new springs and shock absorbers and a brace was added to the bottom of the car to improve rigidity. A limited-slip differential was also available from the factory. For 2004, the body was strengthened, adding 10 kg to the vehicle's weight.

In July 2004, Toyota announced that the MR2 (as well as the Celica) would be discontinued in the US at the end of the 2005 model year because of increasing competition and lack of sales. [5] The ZZW30 sold 7,233 units in its debut year, falling to just 121 for the 2005 model, for a total of 23,868 through its six years of production in the US. However, it is still sold in Mexico, Europe and Japan. The 2006 model year is the last for the MR2, with the United Kingdom getting 300 final models in a special numbered TF300 series. A special 182 bhp turbocharged variant called the TTE Turbo (TTE standing for Toyota Team Europe) is available as a dealer installed package. This package is also available for fitting to older Mk. III MR2s.


MR-S V Edition

While the MR2 Spyder was not sold after 2005 in the United States, it will continue to be offered in Japan and the United Kingdom until early 2007. As a farewell to the MR2, Toyota is producing 1000 limited-edition "V Edition" MR-S cars for those respective markets. They are distinguished by different wheels, titanium interior accents, certain slightly modified body panels, a helical limited slip, and different steering wheel trim.

Understanding TheToyota Hybrid Synergy Drive

Hybrid Synergy Drive, (HSD) is a set of hybrid car technologies developed by Toyota and used in that company's Prius, Highlander Hybrid, Camry Hybrid, Lexus RX 400h, Lexus GS 450h, and Lexus LS600h/LS600hL automobiles. It combines the characteristics of an electric drive and a continuously variable transmission, using electricity and transistors in place of toothed gears. The Synergy Drive is a drive-by-wire system with no direct mechanical connection between the engine and the engine controls: both the gas pedal and the gearshift lever in an HSD car merely send electrical signals to a control computer.

HSD is a refinement of the original Toyota Hybrid System (THS) used in the 1997–2003 Toyota Prius. As such it is occasionally referred to as THS II. The name was changed in anticipation of its use in vehicles outside the Toyota brand (Lexus; the HSD systems used in Lexus vehicles have since been termed Lexus Hybrid Drive since 2006).

When required to classify the transmission type of an HSD vehicle (such as in standard specification lists or for regulatory purposes), Toyota describes HSD-equipped vehicles as having E-CVT (Electronically-controlled Continuously Variable Transmission).

General Motors and DaimlerChrysler's Global Hybrid Cooperation is similar in that it combines the power from a single engine and two motors. In contrast, Honda's Integrated Motor Assist uses a more traditional ICE and transmission where the flywheel is replaced with an electric motor.

Some early non-production Plug-in hybrid electric vehicle conversions have been based on the version of HSD found in the 2004 and 2005 model year Prius. Early Pba conversions by CalCars have demonstrated 10 miles of ev-only and 20 miles of double mileage mixed-mode range. A company planning to offer conversions to consumers named EDrive systems will be using Valence Li-ion batteries and have 35 miles of electric range. Both of these systems leave the existing HSD system mostly unchanged and could be similarly applied to other hybrid powertrain flavors by simply replacing the stock NiMH batteries with a higher capacity battery pack and of course a charger to refill them for about $0.03 per mile from standard household outlets. Another provider of a plug-in module for the Toyota Prius is Hymotion.


Theory of operation

HSD replaces a normal geared transmission with an electronic system. All car powertrains drive a driveshaft that turns the drive wheels of the car. Because an internal combustion engine delivers energy best only over a small range of torque and speed, the crankshaft of the engine is usually attached to a switchable gear train that matches the needed torque at the wheels to the torque that can be delivered by the engine.

HSD replaces the gear box, alternator and starter motor with a pair of electrical motor-generators, a computerized shunt system to control them, a mechanical power splitter that acts as a second differential, and a battery pack that serves as an energy reservoir. A motor-generator is a transducer that converts electricity to motion or vice-versa. The mechanical connections of the system allow the computer to convert mechanical power from the engine between three forms: extra torque at the wheels (under constant rotation speed), extra rotation speed at the wheels (under constant torque), and electricity. This achieves the benefits of a continuously variable transmission, except that the torque/speed conversion uses electricity rather than direct mechanical connection. An HSD car cannot operate without the computer and both motor-generators, though in principle it could operate while missing the gasoline engine. In practice, HSD cars can be driven a mile or two without gasoline, as an emergency measure to reach a gas station.

One of the motor-generators (MG2 in Toyota manuals; sometimes called "MG-T" for "Torque") is mounted on the driveshaft, and thus couples torque into or out of the driveshaft: feeding electricity into MG2 adds torque at the wheels. The engine end of the driveshaft has a second differential; one leg of this differential is attached to the gasoline engine and the other leg is attached to a second motor generator (MG1 in Toyota manuals; sometimes "MG-S" for "Speed"). The differential relates the rotation speed of the wheels to the rotation speeds of the engine and MG1, with MG1 used to absorb the difference between wheel and engine speed. The differential is an epicyclic gearset (also called a "power split device"); that and the two motor-generators are all contained in a single housing that is bolted to the engine. Special couplings and sensors monitor rotation speed of each shaft and the total torque on the driveshaft, for feedback to the control computer.

The drive works by shunting electrical power between the two motor generators and the battery pack to even out load on the gasoline engine. Because a power boost is available for periods of acceleration, the gasoline engine can be sized to match only the average load on the car, rather than the peak load on the car: this saves fuel because smaller engines are more power efficient. Furthermore, during normal operation the gasoline engine can be operated at its ideal speed and torque level for power, economy, or emissions, with the battery pack absorbing or supplying power as appropriate to balance the demand placed by the driver.


Phases of operation

The HSD operates in distinct phases depending on speed and demanded torque. Here are a few of them:

* Engine start: To start the engine, MG1 is fed negative voltage, so that it acts as a starter motor. The engine is forced into forward motion. Because both motor generators are sized to drive the entire car, turning the engine does not stress the motors and the conventional starter motor sound is not heard: engine start is silent. Engine start can occur when the car is stopped or moving.

* Low gear (equivalent): When accelerating at low speeds in normal operation, the engine turns much more rapidly than the wheels, but does not develop as much torque as is needed. MG1 is forced rapidly backwards, and the computer pulls electricity from MG1. The electricity is shunted to MG2, adding torque at the driveshaft, so that the drive train develops power at low speed and high torque.

* High gear (equivalent): When cruising at high speed, the engine turns more slowly than the wheels, but develops more torque than is needed. The computer pulls electricity from MG2, reducing the torque available at the wheels. The electricity is shunted to MG1, which boosts the speed of the driveshaft. Because the engine supplies mechanical energy to the whole system, conservation of energy is not violated: the power that is shunted from MG2 to MG1 is less than the total power developed by the engine, and so power is delivered to the wheels.

* Reverse gear: There is no reverse gear as in a conventional gearbox: the computer feeds negative voltage to MG2, applying negative torque to the wheels. Early models did not supply enough torque for some situations: there have been reports of early Prius owners not being able to back the car up steep hills in San Francisco. The problem has been fixed in recent models. If the battery is low, the system can simultaneously run the engine and draw power from MG1, although this will reduce available reverse torque at the wheels.

* Silent operation: At slow speeds and moderate torques the HSD can drive without running the gasoline engine at all: electricity is supplied only to MG2, allowing MG1 to rotate freely (and thus decoupling the engine from the wheels). This is popularly known as "Stealth Mode." Provided that there is enough battery power, the car can be driven in this silent mode for some miles even without gasoline.

* Neutral gear: Most jurisdictions require automotive transmissions to have a neutral gear that decouples the engine and transmission. The HSD "neutral gear" is achieved by breaking the electrical connection to both MG1 and MG2. Under this condition, MG1 is free running and no torque can be delivered to the wheels (MG1 rotates backwards when the engine rotates forward).

* Regenerative braking: by drawing power from MG2 and depositing it into the battery pack, the HSD can simulate normal compression braking while saving the power for future boost. The HSD system has a special transmission setting labelled 'B' (for Brake), that takes the place of a conventional automatic transmission's 'L' setting for engine braking on hills. If the battery is full, the system switches to conventional compression braking, drawing power from MG2 and shunting it to MG1, speeding the engine with throttle closed and so slowing the vehicle. The regenerative brakes in a HSD system absorb a significant amount of the normal braking load, so the conventional brakes on HSD vehicles are undersized compared to brakes on a conventional car of similar mass.

* Electric boost: The battery pack provides a reservoir of energy that allows the computer to match the demand on the engine to a predetermined optimal load curve, rather than operating at the torque and speed demanded by the driver and road. The computer manages the energy level stored in the battery, so as to have capacity to absorb extra energy where needed or supply extra energy to boost engine power.

* Battery charging: The HSD can charge its battery without moving the car, by running the engine and extracting electrical power from MG1. The power gets shunted into the battery, and no torque is supplied to the wheels.


Performance

The Toyota Prius has decent, but not sport-car-like, acceleration but has extremely high mileage for a mid sized four-door sedan: 45 mpg (US) is typical of brief city jaunts; 55 mpg is not uncommon, especially for extended drives (which allow the engine to warm up fully). This is about twice the fuel efficiency of a similarly equipped four-door sedan with a conventional power train. Not all of the extra efficiency of the Prius is due to the HSD system: the Atkinson cycle engine itself was also designed specifically to minimize engine drag with an offset crankshaft to minimize piston drag during the power stroke, and a unique intake system to prevent drag caused by manifold vacuum versus the normal Otto cycle in most engines.

The Highlander Hybrid (also sold as the Kluger in some countries) offers better performance compared to its non-hybrid version. The hybrid version goes from 0–60 mph in 7.2 seconds, trimming almost a second off the conventional version's time. Net hp is 268 hp compared with to the conventional 215 hp. Top speed for all Highlanders are limited to 112 mph. Typical fuel economy for the Highlander rates between 27 and 31 mpg. A conventional Highlander is rated by the EPA with 19 city, 25 highway mpg.

Ford Motor Company licensed HSD technology in 2004 and it is currently offered in an SUV, the Ford Escape, though a hybrid Ford Fusion will be released in the future. The four-cylinder hybrid Escape achieves an impressive increase in mileage, to 28–32 mpg.

There have been reports in the press of hybrid power trains not living up to fuel efficiency claims. This is due in part to the sensitivity of hybrid mileage to driving style. The mileage boost depends on using the gasoline engine as efficiently as possible, which requires:

* extended drives, especially in winter: Heating the internal cabin for the passengers runs counter to the design of the HSD. The HSD is designed to generate as little waste heat as possible. In a conventional car, this waste heat in winter is usually used to heat the internal cabin. In the Prius, running the heater will the require the engine to continue running to generate cabin-usable heat. This effect is most pronounced by turning the climate control (heater) off when at a stop when the engine is running. Normally the HSD control system will shut the engine off as it is not needed, and will not start it again until the generator reaches a maximum speed.

* moderate acceleration: Because hybrid cars can throttle back or completely shut off the engine during moderate, but not rapid, acceleration, they are more sensitive than conventional cars to driving style. Hard acceleration forces the engine into a high-power state while moderate acceleration keeps the engine in a lower power, high efficiency state (augmented by battery boost).

* gradual braking: Regenerative brakes re-use the energy of braking, but cannot absorb energy as fast as conventional brakes. Gradual braking recovers energy for re-use, boosting mileage; hard braking wastes the energy as heat, just as for a conventional car

Most HSD systems have batteries that are sized for maximal boost during a single acceleration from zero to the top speed of the vehicle; if there is more demand, the battery can be completely exhausted, so that this extra torque boost is not available. Then the system reverts to just the power available from the engine. This is a big difference in performance: an early-model Prius can achieve over 90 mph on a 6 degree upward slope, but after about 2,000 feet of altitude climb the battery is exhausted and the car can only achieve 55–60 mph on the same slope (until the battery is recharged by driving under less demanding circumstances).

VVT-iE

VVT-iE, or Variable Valve Timing - intelligent by Electric motor is an automobile variable valve timing technology developed by Toyota for its Lexus brand. The Lexus VVT-iE system uses an electrically operated actuator to adjust and maintain intake camshaft timing. This system is unique from the previous VVT-i system, as the hydraulic actuator for the intake camshaft is no longer used. The exhaust camshaft timing is still controlled using a hydraulic actuator.

This system was first introduced on the 1UR engine fitted in the 2007 Lexus LS 460, in September 2006. The benefit of the electric actuation is enhanced response and accuracy at low engine speeds and at lower temperatures. Further, it ensures precise positioning of the camshaft for and immediately after engine starting, as well as a greater total range of adjustment. The combination of these factors allows more precise control, resulting in an improvement of both fuel economy, engine output and emissions performance.

The electric motor in the actuator spins together with the intake camshaft as the engine runs. To maintain camshaft timing, the actuator motor will operate at the same speed as the camshaft. To advance the camshaft timing, the actuator motor will rotate slightly faster than the camshaft speed. To retard camshaft timing, the actuator motor will rotate slightly slower than camshaft speed. The speed difference between the actuator motor and camshaft timing is is used to operate a mechanism that varies the camshaft timing.

Toyota 2ZZ-GE engine

The 2ZZ-GE is a 1.8 L (1796 cc) version built in Japan. Bore is 82 mm and stroke is 85 mm. Output is 180 hp (134 kW) at 7600 RPM with 130 ft·lbf (176 N·m) of torque at 6800 RPM. It uses MFI fuel injection, has VVTL-i, and features forged steel connecting rods. Compression ratio is 11.5:1. Unlike others in the ZZ family, the 2ZZ-GE requires "premium" gasoline - 91 octane or above in the USA. Power output for this engine varies depending on the application and tuning, with the Lotus Elise and Lotus Exige offering 190 hp but the Pontiac Vibe, Toyota Corolla and Toyota Matrix versions only developing 180 hp (+2005: 170 hp). The Australian variant (Corolla Sportivo and Celica GTS) is 141kw@7600 and 181N·m Torque due to noise regulations. (Toyota recalled them for a flash of the ECU to up their output to put them into the more lenient "sports car" noise category). The Corolla Compressor and Lotus Exige S add a supercharger to achieve 225 hp, while the Exige 240R's supercharger increases output to 240 hp.

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 compared to the lesser engines in the ZZ series. This is similar in concept to Honda's i-VTEC, but the two systems are very different in design and execution.

Toyota commissioned Yamaha to design the 2ZZ-GE, and it shares several similarities with street bike engines, the most notable being the relatively high RPM design. The high-output cam profile is not activated until above 6000 RPM (the exact point of engagement is different depending on the vehicle, year, and ECU involved). On all of the Toyota-built vehicles, redline begins at 8200 RPM while the tachometer is typically numbered to 9000, giving an incredibly small "unusable" range. The Toyota ECU electronically limits RPM to about 8200 (through fuel and/or spark cut). It is impossible to "over-rev" the engine with the throttle alone; a downshift from a higher gear is required. But if you manage to do it, the oil pump commonly disintegrates the lobe ring.

The motor will happily run at ~4000 RPM for extended periods of time, and during stress testing the motor will run at the 8200RPM redline for extended periods without issue. For the first few years of production, the engines were notorious for breaking off the "lift bolts" inside the engine. This didn't do any damage, but did hamper performance, as the high output cam profile would not engage properly. Toyota fixed the problem in late 2002, and there is a TSB for dealers showing what bolt to replace and the redesigned bolt.

Applications:

* Toyota Celica SS-II (Japan, 190 PS)
* Toyota Celica GT-S (USA, 180 hp)
* Toyota Celica 190/T-Sport (UK, 189hp)
* Toyota Corolla Sportivo (Australia, 182 hp)
* Toyota Corolla TS (Europe, 192 PS)
* Toyota Corolla Compressor (Europe, 225 PS)
* Toyota Corolla XRS (USA, 164 hp)
* Toyota Corolla Fielder Z Aero Tourer (Japan, 190 PS)
* Toyota Corolla Runx Z Aero Tourer (Japan, 190 PS)
* Toyota Matrix XRS
* Pontiac Vibe GT
* Lotus Elise (North America/UK)
* Lotus Exige (US/UK)

Toyota T engine

The Toyota T series is a family of inline-4 automobile engines manufactured by Toyota starting in 1970 and ending in 1985. It started as a Push Rod Overhead Valve(OHV) design and later, performance oriented Dual Overhead Cam(DOHC) variants were added to the lineup. Toyota had built its solid reputation on the reliability of these engines.

The 4T-GTE variant of this engine allowed Toyota to compete in the World Rally Championship in the early 1980s, making it the first Japanese manufacturer to do so.

The bottom end of the Toyota 503 Race engine is patterned after the 3T engine. Race engines based on the 2T-G include the 100E, 151E.

* All T engines utilize a timing chain and have a cast iron block with an alloy cylinder head with hardened valve seats and a hemispherical combustion chamber design (HEMI)..

* All T engines are carburated except those with electronic fuel injection, "E" designation.

* All T engines use a 2 valve OHV design except those with a DOHC performance head, "G" designation.

* The 12T/13T has a sub-cylinder directly behind the spark plug that leads into a smaller chamber for emission purposes.

The Toyota T engine series was later replaced by the Toyota A engine series.



T-(B) (1.4L)

The first T engine displaced 1407 cc and was produced from 1970 through 1979. Cylinder bore is 80 mm (3.15 in) and stroke is 70 mm (2.76 in).

Output is 86 hp (64 kW) at 6000 RPM and 85 ft·lbf (115 N·m) at 3800 RPM. The more-powerful twin-carburetor T-B was produced for the first six years.

Applications:

* Toyota Corolla E20 series



2T-(B/C/U) (1.6L)

The larger 1588 cc 2T was produced from 1970 through 1984. Cylinder bore is 85 mm (3.35 in) and stroke is 70 mm (2.76 in).

The 2T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 4 speed automatic transmission.

Output for the early 2T-C bigport design is 102hp, while the basic version is 75 hp (56 kW) at 5200 RPM and 87 ft.lbf (117 Nm) at 3600 RPM. The twin-carb 2T-B produces 90-105 hp (67-78 kW) and 85-102 ft·lbf (115-138 N·m). California emissions dropped output to 75 hp (56 kW) and 83 ft·lbf (112 N·m).

Applications:

* Toyota Corolla E20 through E30 series
* Toyota Carina A40 series
* Toyota Celica A20 series
* Toyota Corona T70 series
* Daihatsu Charmant



12T-U

The 1588 cc 12T-U was produced from 1970 through 1983. It produces 88 hp (66 kW) at 5600 RPM and 96 ft·lbf (130 N·m) at 3400 RPM.

Applications:

* Toyota Corolla E30 series





2T-G(E/R/U)

The 2T-G, produced from 1970 through 1983, is a DOHC version. Output is 110-125 hp (82-93 kW) and 105-109 ft·lbf (142-147 N·m). Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft carburators were used in non-EFI versions.

Applications:

* Toyota Corolla Levin E20 through E70 series
* Toyota Celica A20 series



3T-(C/E/U) (1.8L)

The 3T displaces 1770 cc and was produced from 1977 through 1985. Cylinder bore is 85 mm (3.35 in) and stroke is 78 mm (3.07 in).

The 3T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 4 speed automatic transmission. The exception is the 3T-GTE which is coupled with a W55 5 speed transmission.

Output ranges from 70-105 hp (52-78 kW) and 93-120 ft·lbf (126-162 N·m) between the California 3T-C and Japan-spec fuel injected 3T-EU.

Applications:

* Toyota Corolla E70 series
* Toyota Celica A40 series



13T-U

The 1770 cc 13T-U was produced from 1977 through 1982. It produces 95 hp (71 kW) at 5400 RPM and 109 ft·lbf (147 N·m) at 3400 RPM.

Applications:

* Toyota Corolla E70 series




3T-GTE

The production homologation model of the WRC-winning 4T-GTE is this engine, the 3T-GTE. It features a twin-spark (two spark plugs per cylinder) design and is turbocharged with a Toyota CT-20 Turbo to generate 160 hp (119 kW) at 6000 RPM and 152 ft·lbf (206 N·m) at 4800 RPM.

Applications:

* Toyota Celica A40 series



4T-GTE (2.1L)

This is the race-only version of the T family which powered Toyota's Group B and World Rally Championship cars. As the name implies, it is a 2090cc high-performance DOHC KKK turbo motor with fuel injection and uses a twin-spark design, which produces 370 to 600 hp depending on race trim.

Applications:

* Toyota Celica WRC Group B Rally Car

VVT-i

VVT-i, or Variable Valve Timing with intelligence, is an automobile variable valve timing technology developed by Toyota. The Toyota VVT-i system replaces the Toyota VVT offered starting in 1991 on the 4A-GE 20-Valve engine. The VVT system is a 2-stage hydraulically controlled cam phasing system.

VVT-i, introduced in 1996, varies the timing of the intake valves by adjusting the relationship between the camshaft drive (belt, scissor-gear or chain) and intake camshaft. Engine oil pressure is applied to an actuator to adjust the camshaft position. In 1998, "Dual" VVT-i (adjusts both intake and exhaust camshafts) was first introduced in the RS200 Altezza's 3S-GE engine. Dual VVT-i is also found in Toyota's new generation V6 engine, the 3.5L 2GR-FE V6. This engine can be found in the Avalon, RAV4, and Camry in the US, the Aurion in Australia, and various models in Japan, including the Estima. Other Dual VVT-i engines include the upcoming 1.8L 2ZR-FE I4, which will see implementation in Toyota's next generation of compact vehicles. By adjusting the valve timing, engine start and stop occur virtually unnoticeable at minimum compression, and fast heating of the catalytic converter to its light-off temperature is possible, thereby reducing HC emissions considerably.

Video animation of VVT-i (courtesy of PT. Toyota Astra Motor, Indonesia) can be found on the link below.


VVTL-i

In 1998, Toyota started offering a new technology, VVTL-i, which can alter valve lift (and duration) as well as valve timing. In the case of the 16 valve 2ZZ-GE, the engine has 2 camshafts, one operating intake valves and one operating exhaust valves. Each camshaft has two lobes per cylinder, one low rpm lobe and one high rpm, high lift, long duration lobe. Each cylinder has two intake valves and two exhaust valves. Each set of two valves are controlled by one rocker arm, which is operated by the camshaft. Each rocker arm has a slipper follower mounted to the rocker arm with a spring, allowing the slipper follower to move up and down with the high lobe with out affecting the rocker arm. When the engine is operating below 6000 rpm, the low lobe is operating the rocker arm and thus the valves. When the engine is operating above 6000 rpm, the ECU activates an oil pressure switch which pushes a sliding pin under the slipper follower on each rocker arm. This in effect, switches to the high lobe causing high lift and longer duration.

Toyota has now ceased production of its VVTL-i engines for most markets, because the engine does not meet Euro IV specifications for emissions. As a result, some Toyota models have been discontinued, including the Corolla T-Sport (Europe), Corolla Sportivo (Australia), Celica, Corolla XRS, Toyota Matrix XRS, and the Pontiac Vibe GT, all of which had the 2ZZ-GE engine fitted.