The Toyota 2ZZ-GE is a 1.8 l (1795 cc, 109.5 cu·in) straight-four 4-stroke natural aspirated gasoline engine from Toyota ZZ-family. The 2ZZ-GE engine was manufacturerd on Shimoyama Plant from 1999 to 2011.
The 2ZZ-GE engine features a die-cast aluminum engine block with cast-iron cylinder liners. This engine used Metal Matrix Composite (MMC) cylinder walls for linerless construction. The 2ZZ-GE has an aluminum cylinder head with two overhead camshafts (DOHC) and four valves per cylinder (16 in total), Multipoint fuel injection system, VVTL-i (Intelligent variable valve timing with lift), and distributorless, coil-on-plug “Toyota Direct Ignition” system.
The cylinder bore is 82.0 mm (3.23 in) and the piston stroke is 85.0 mm (3.35 in). Compression ratio rating is 11.5:1. The Toyota 2ZZ-GE motor produced from 166 PS (122 kW; 164 HP) at at 7,600 rpm to 192 PS (141 kW; 189 HP) at 7,600 rpm to of maximum horsepower and from 141 N·m (14.4 kg·m, 103.9 ft·lb) at 7,800 rpm to 230 N·m (23.5 kg·m, 169.5 ft·lb) at 6,800 rpm of peak torque.
The breakdown of the engine code is as follows:
- 2 – 2-nd generation engine
- ZZ – Engine family
- G – Performance wide-angle DOHC
- E – Multi-Point Fuel Injection
General information
| Engine Specifications | |
| Engine code | 2ZZ-GE |
| Layout | Four stroke, Inline-4 (Straight-4) |
| Fuel type | Gasoline (petrol) |
| Production | 1999-2011 |
| Displacement | 1.8 L, 1,794 cm3 (109.5 cu in) |
| Fuel system | Multi-Point Fuel Injection |
| Power adder | – |
| Power output |
From 166 PS (122 kW; 164 HP) at 7,600 rpm to 192 PS (141 kW; 189 HP) at 7,600 rpm |
| Torque output |
From 141 N·m (14.4 kg·m, 103.9 ft·lb) at 7,800 rpm to 230 N·m (23.5 kg·m, 169.5 ft·lb) at 6,800 rpm |
| Firing order | 1-3-4-2 |
| Dimensions (L x W x H): | – |
| Weight | 115 kg (253.5 lbs) |
Cylinder block
The Toyota 2ZZ-GE has an aluminum cylinder block and five bearing support system. The high pressure cast aluminum alloy engine block used Metal Matrix Composite (MMC) reinforced cylinder walls. MMC is a reinforcement material composed of ceramic parts and fibers. The Toyota 2ZZ engine has an 82.0 mm (3.23 in) cylinder bore and 85.0 mm (3.35 in) piston stroke. Compression ratio rating is 11.5:1.
The 2ZZ-GE engine utilized a forged crankshaft that had five journals and eight balance weights. To reduce reciprocating mass and friction, the 2ZZ-GE engine has lightweight connecting rods which featured nutless-type plastic region tightening bolts.
The engine is equipped with aluminum alloy pistons with two compression and single oil control ring. The pistons were internally cooled by oil jets and used full floating-type piston pins.
| Cylinder block | ||
| Cylinder block alloy | Aluminium | |
| Compression ratio: | 11.5:1 | |
| Cylinder bore: | 82.0 mm (3.23 in) | |
| Piston stroke: | 85.0 mm (3.35 in) | |
| Number of piston rings (compression / oil): | 2/1 | |
| Number of main bearings: | 5 | |
| Cylinder inner diameter (standard): | 82.000-82.013 mm (3.2283-3.2289 in) | |
| Piston skirt diameter (standard): | 81.975-81.993 mm (3.2274-3.2281 in) | |
| Piston pin outer diameter: | 20.004-20.007 mm (0.7875-0.7876 in) | |
| Piston ring side clearance: | Top | 0.030-0.070 mm (0.0012-0.0028 in) |
| Second | 0.030-0.070 mm (0.0012-0.0028 in) | |
| Piston ring end gap: | Top | 0.250-0.350 mm (0.0098-0.0138 in) |
| Second | 0.350-0.500 mm (0.0138-0.0197 in) | |
| Crankshaft journal diameter: | 47.988-48.000 mm (1.8893-1.8898 in) | |
| Crankpin diameter: | 44.992-45.000 mm (1.7713-1.7717 in) | |
Cylinder head
The cylinder head is made of aluminum alloy which gives it good cooling efficiency. The engine has dual overhead camshaft design with four valves per cylinder. The camshaft is driven by the single roller chain (pitch 8 mm) with the outer hydraulic tensioner and lubrication nozzle.
The 2ZZ-GE used VVTL-i (Intelligent variable valve timing with lift). To variable inlet valve timing, the 2ZZ-GE engine used a variable valve lift system operated on the inlet and exhaust valves. At engine speeds above 6000 rpm, high-lift camshaft profiles are engaged and the cam lobes increased intake lift from 7.25 to 11.2 mm and exhaust lift from 7.25 mm to 10.0 mm). The intake valves have a 34.0 mm (1.34 in) diameter and the exhaust valves have a 29.0 mm (1.14 in) diameter.
| Cylinder head | ||
| Valve Arrangement: | DOHC, chain drive | |
| Valves: | 16 (4 valves per cylinder) | |
| Valve head diameter: | INTAKE | 34.0 mm (1.3386 in) |
| EXHAUST | 29.0 mm (1.1417 in) | |
| Valve length: | INTAKE | 111.30 mm (4.3819 in) |
| EXHAUST | 111.70 mm (4.3976 in) | |
| Valve stem diameter: | INTAKE | 5.470-5.485 mm (0.2153-0.2159 in) |
| EXHAUST | 5.445-5.470 mm (0.2144-0.2154 in) | |
| Valve spring free length: |
Intake: 46.42 mm (1.8276 in) Exhaust: 46.50 mm (1.8307 in) |
|
| Camshaft cam height: | INTAKE |
1: 40.607-40.707 mm (1.5987-1.6026 in) 2: 38.769-38.869 mm (1.5263-1.5303 in) |
| EXHAUST |
1: 40.019-40.119 mm (1.5755-1.5795 in) 2: 38.863-38.963 mm (1.5300-1.5340 in) |
|
| Outer camshaft journal diameter: | №1 | 34.449-34.465 mm (1.3563-1.3569 in) |
| Other journals diameter | 22.949-22.965 mm (0.9035-0.9041 in.) | |
Head tightening procedure and torque specs:
- Step 1: 35 Nm; 3.6 kg·m; 26 ft·lb
- Step 2: Turn all bolts 90°
- Step 3: Turn all bolts another 90°
Maintenance data
| Valve clearance | |
| Intake valve | 0.10-0.16 mm (0.0039-0.0063 in) |
| Exhaust valve | 0.24-0.30 mm (0.0094-0.0118 in) |
| Compression pressure | |
| Standard | 14.3 kg/m2 / 350 rpm |
| Minimun | 10.2 kg/m2 / 350 rpm |
| Compression differential limit between cylinders | 0.6 kg/m2 / 350 rpm |
| Oil system | |
| Oil consumption , L/1000 km (qt. per miles) | up to 0.5 (1 qt. per 1200 miles) |
| Recommended engine oil | 10W-30 |
| Oil type API | SH or SJ |
| Engine oil capacity (Refill capacity) |
With oil filter: 4.4 L Without oil filter: 4.2 L |
| Oil change interval, km (miles) | 10,000 (6,000) |
| Oil pressure |
Idle spped: 0.3 kg/cm3 At 3,000 rpm: 3.0 kg/cm3 |
| Ignition system | |
| Idle speed | 750-800 rpm |
| Spark plug | DENSO: SK20R11 or NGK: IFR6A11 |
| Spark plug gap | 1.0-1.1 mm (0.0394-0.0433 in) |
| Spark plug torque | 18 N·m (1.8 kg·m, 13.3 ft·lb) |
Valve clearance adjustment data
Calculate the thickness of new adjusting valve lifter so valve clearance comes within specified values.
R = Thickness of removed valve lifter
N = Thickness of new valve lifter
M = Measured valve clearance
Intake:
N = R + [M – 0.13 mm (0.005 in)]
Exhaust:
N = R + [M – 0.25 mm (0.010 in)]
Valve lifters are available in 41 sizes to range from 2.00 mm (0.0787 in) to 2.80 mm (0.1102 in), in steps of 0.02 mm (0.0008 in).
Vehicle applications
| Model | Years Produced |
| Toyota Celica | – |
| Toyota Corolla | – |
| Toyota Corolla Runx / Fielder | – |
| Toyota Matrix | – |
| Pontiac Vibe | – |
| Toyota Voltz | – |
| Toyota WiLL VS | – |
| Lotus Elise | – |
| Lotus Exige | – |
| Lotus 2-Eleven | – |
Author:
is it possible engine swap 2zzge to toyota vios 2017 model dual vvti..
yes
Hello!
I like this page cause it always give very help full informations.
Regards
Salum Kiv
Hi what four wheel drive system would we use on 3ste,how would it work?
I want to rebuild my 2zz 1.8 engine..VVVTL-I ..what advice can u give in terms of which part to replace ..because its smoking….any advice in general …thnk you in advance
they have weak piston rings, but also check for cilinderwall (probaly need re-hooning). But also the valvestem seals could be bad(smokes at startup)
You cannot re-hooning the cylinder walls. You have to either use a new block or darton sleeve which has mixed results
Hi, I need some serious help please. I have a Celica VVTLI (2002 UK Spec) and it’s using quite alot of oil. I have to top up atleast once a week with 500ml. Its not leaking at the rear main seal as I had that replaced. It also recently started smoking (white smoke) at the exhaust. The cylinder head gasket is not blown as I had this checked when I had the radiator repaired almost 2 weeks ago. The motor was rebuilt about 11yrs ago and only done 30,000 miles (48,000km). At that time, I purchased a used RunX RSi block which is also a 2ZZGE and had it resleeved but I don’t know if the engineer used “darton sleeves” as per previous notes, whilst doing the engineering work. The cylinder head is also modified (stage 3) conversion, the standard original cams have been cut, head is ported, polished and gas flowed, it also has Crower Maxi-Light conrods. I’m very impressed with the performance of the modifications done, however I am seriously worried about the oil leak and the smoking. Timing chain also rattles at start-up but is silent whilst driving. Any suggestions on how I can overcome or have these issues repaired? Regards, Shahiem Vallie
Check piston rings and valve seal
100% upgrade your oil pump to something that can handle the high rpm, factory oil pumps can’t even handle the stock power lmao. just starting my build and almost forgot to order one.
I just had a 2zz-GE rebuilt. Piston wall in one cylinder was trashed so had to get a new block. I would suggest to up grade to racing oil pump like the one I bought from Boundary. The stock oil pump grenaded which cased the sever damage to the motor. Another suggestion is a baffled oil pan. Apparently the 1zz came with one and the 2zz did not. There are still other problems with the motor, but this takes care of some of the big ones.
It’s possible to transform a 3ZR-FBE into a 2zz ge ( I wanna this sensation of v-tec in my 3ZR-FBE )
What’s the difference between 2ZZ-GE and 3ZR-FBE ?