ENGINE - 1NZ-FE ENGINE
00REG01Y
00REG02Y
EG-2
1NZ-FE ENGINE
DESCRIPTION
The 1NZ-FE engine is a in-line, 4-cylinder, 1.5 liter, 16-valve DOHC engine.
The VVT-i (Variable Valve Timing-intelligent) system, DIS (Direct Ignition System) and ETCS-i (Electronic
Throttle Control System-intelligent) are used on this engine in order to realize high performance, quietness,
fuel economy and clean emission.
ENGINE - 1NZ-FE ENGINE
247EG02
: IN Opening Angle
: EX Opening Angle
VVT-i Operation Angle
TDC
2
7
33
52
VVT-i Operation Angle
12
42
BDC
EG-3
Engine Specifications
No. of Cyls. & Arrangement 4-Cylinder, In-line
Valve Mechanism 16-Valve DOHC, Chain Drive (with VVT-i)
Combustion Chamber Pentroof Type
Manifolds Cross-Flow
Fuel System SFI
Ignition System DIS
Displacement cm
3
(cu. in.) 1497 (91.3)
Bore x Stroke mm (in.) 75.0 x 84.7 (2.95 x 3.33)
Compression Ratio 10.5 : 1
Max. Output*
1
(SAE-NET) 79 kW @ 6000 rpm (106 HP @ 6000 rpm)
Max. Torque*
1
(SAE-NET) 139 N
.
m @ 4200 rpm (103 ft lbf @ 4200 rpm)
Intake
Open -7 - 33 BTDC
Valve
Intake
Close 52 - 12 ABDC
Valve
Timing
Exhaust
Open 42 BBDC
g
Exhaust
Close 2 ATDC
Firing Order 1 - 3 - 4 - 2
Research Octane Number 90 or higher
Octane Rating 87 or higher
Oil Grade ILSAC
Tailpipe Emission Regulation TIRE2, ULEV-II
Evaporative Emission Regulation ORVR
Engine Service Mass*
2
kg (lb)
M/T 83.2 (183.4)
Engine
Service
Mass
(Reference)
k
g
(lb)
A/T 77.8 (171.5)
*
1
: Maximum output and torque rating is determined by revised SAE J1349 standard.
*
2
: Weight shows the figure with the oil fully filled.
Valve Timing
ENGINE - 1NZ-FE ENGINE
EG-4
FEATURES OF 1NZ-FE ENGINE
The 1NZ-FE engine has been able to achieve the following performance through the adoption of the items
listed below.
(1) High performance and fuel economy
(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission
Section
Item (1) (2) (3) (4) (5)
A cylinder block made of aluminum is used.
Engine Proper
An offset crankshaft is used.
E
ng
i
ne
P
roper
The taper squish shape is used for the combustion
chamber.
Valve
A timing chain and chain tensioner are used.
Valve
Mechanism
The VVT-i system is used.
Intake manifold made of plastic is used.
The linkless-type throttle body is used.
Intake and
A stainless steel exhaust manifold is used.
Exhaust System
Two TWCs (Three Way Catalytic Converter) are used.
A rearward exhaust layout is used to realize the early
activation of the catalyst.
12-hole type injector is used.
Fuel System
The fuel returnless system is used.
F
ue
l
S
ys
t
em
Quick connectors are used to connect the fuel hose with
the fuel pipes.
The long-reach type spark plugs are used.
Ignition System
The DIS (Direct Ignition system) makes ignition timing
adjustment unnecessary.
The ETCS-i (Electronic Throttle Control
System-intelligent) is used.
En
g
ine Control
The non-contact sensor is used in the throttle position
sensor and accelerator pedal position sensor.
Engine
Control
System
The cranking hold function is used.
y
Evaporative emission control system is used.
The use of an air fuel ratio sensor allows for precise
control.
ENGINE - 1NZ-FE ENGINE
247EG03
EX
Injector
IN
Water Jacket
Taper Squish
193EG05
247EG04
Bore Center
Crankshaft Center
Crankshaft
Center
Maximum
Pressure
Offset Crankshaft Center Crankshaft
EG-5
ENGINE PROPER
1. Cylinder Head
The injectors are installed in the cylinder head to reduce the distance from injector to intake valve, thus
it prevents the fuel from adhering to the intake port walls, and reduce exhaust emissions.
The routing of the water jacket in the cylinder head is optimized to achieve high cooling performance.
Through the use of the taper squish combustion chamber, the engine’s knocking resistance and fuel
efficiency have been improved.
2. Cylinder Block
Lightweight aluminum alloy is used for the cylinder block.
Through the use of the offset crankshaft, the bore center is shifted 12 mm (0.472 in.) towards the intake,
in relation to the crankshaft center. Thus, the side force to cylinder wall is reduced when the maximum
pressure is applied, which contributes to fuel economy.
ENGINE - 1NZ-FE ENGINE
00REG19Y
A
A
Irregularly shaped outer
casting surface of liner
Cylinder Block
Liner
A - A Cross Section
247EG06
Taper Squish Shape
Piston Ring
EG-6
The liners are the spiny-type, which have been manufactured so that their casting exterior forms a large
irregular surface in order to enhance the adhesion between the liners and the aluminum cylinder block.
The enhanced adhesion helps improve heat dissipation, resulting in a lower overall temperature and heat
deformation of the cylinder bores.
3. Piston
The piston is made of aluminum alloy
The piston head portion is used a taper squish shape to accomplish fuel combustion efficiency.
Semi floating type piston pins are used.
By increasing the machining precision of the cylinder bore diameter, only one size of piston is available.
ENGINE - 1NZ-FE ENGINE
171EG07
Plastic Region Tightening Bolts
171EG08
Crankshaft Position
Sensor Rotor
Oil Hole
Crank Pin
No.5 Journal
Balance Weight
No.4 Journal
No.3 Journal
No.2 Journal
No.1 Journal
EG-7
4. Connecting Rod
The connecting rods and caps are made of high
strength steel for weight reduction.
Nutless-type plastic region tightening bolts are
used for a light design.
5. Crankshaft
The diameter and width of the pins and journals have been reduced, and the pins for the No.1 and No.4
cylinders have been made highly rigid to realize a lightweight and low-friction performance.
The crankshaft has 5 journals and 4 balance weights.
A crankshaft position sensor rotor is pressed into the crankshaft to realize an integrated configuration.
ENGINE - 1NZ-FE ENGINE
165EG12171EG09
Chain
Tension Arm
Chain
Tensioner
VVT-i
Controller
Timing Chain
Exhaust Camshaft
Intake
Camshaft
Chain Guide
Camshaft
Valve Lifter
Valve
Service Tip
The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate
valve lifters. Adjusting valve lifters are available in 35 increments of 0.020 mm (0.0008 in.), from
5.060 mm (0.1992 in.), to 5.740 mm (0.2260 in.).
For details, refer to 2006 Yaris Repair Manual (Pub. No. RM00R0U).
EG-8
VALVE MECHANISM
1. General
The shimless type valve lifter is used to increase the amount of the valve lift.
The intake and exhaust camshafts are driven by a timing chain.
The VVT-i system is used to realize fuel economy, engine performance and reduce exhaust emissions. For
details of VVT-i control, see page EG-41.
ENGINE - 1NZ-FE ENGINE
247EG08
VVT-i Controller
Exhaust Camshaft
Timing Rotor
Intake Camshaft
Oil Passage (Advance)
Oil Passage (Retard)
247EG09
Spring
Plunger
Cam
Cam Spring
Check Ball
Chain
Slipper
Timing Chain
Chain Damper
Oil Jet
EG-9
2. Camshaft
Oil passages are provided in the intake camshaft in order to supply engine oil to the VVT-i system.
A VVT-i controller is provided on the front of the intake camshaft to vary the timing of the intake valves.
A Timing rotor is provided behind the intake camshaft to trigger the camshaft position sensor.
3. Timing Chain and Chain Tensioner
A roller type timing chain with an 8.0 mm (0.315 in.) pitch is used to make the engine compact and reduce
noise.
The timing chain is lubricated by an oil jet.
The chain tensioner uses a spring and oil pressure to maintain proper chain tensioner at all times. The chain
tensioner suppresses noise generated by the timing chain.
A ratchet type non-return mechanism is used in the chain tensioner.
Chain Tensioner
ENGINE - 1NZ-FE ENGINE
171EG32171EG31
Service Hole for
Chain Tensioner
Front View
Oil Pump
Back View
EG-10
4. Timing Chain Cover
A single-piece, aluminum diecast timing chain cover that entirely seals the front portion of the cylinder
block and cylinder head is used.
A service hole for the chain tensioner is provided in the timing chain cover to improve serviceability.
ENGINE - 1NZ-FE ENGINE
171EG14
Camshaft Timing
Oil Control Valve
VVT-i
Controller
Chain
Tensioner
Oil Pump
Oil Strainer
Oil Filter
171EG15
Main Oil Hole
Crankshaft
Journal
Oil Filter
Relief
Valve
Connecting
Rod
Oil Pump
Oil Jet
Oil Strainer
Piston
Oil Jet
Cylinder Head
Camshaft Timing
Oil Control Valve
Filter
Chain
Tensioner
Timing Chain
Intake
Camshaft
Journal
Exhaust
Camshaft
Journal
Camshaft Timing
Oil Control Valve
VVT-i
Oil Pan
EG-11
LUBRICATION SYSTEM
1. General
The lubrication circuit is fully pressurized and oil passes through an oil filter.
A trochoid gear type oil pump, which is driven directly by the crankshaft, is provided in the front of the
cylinder block.
The oil filter is installed diagonally downward from the side of the cylinder block to realize excellent
serviceability.
The intake camshaft is provided with a VVT-i controller, and cylinder head is provided with a camshaft
timing oil control valve. This system is operated by the engine oil.
Oil Capacity Liter (US qts, Imp qts)
Dry
4.1 (4.3, 3.6)
with Oil Filter 3.7 (3.9, 3.3)
without Oil Filter 3.4 (3.6, 3.0)
Oil Circuit
ENGINE - 1NZ-FE ENGINE
00REG16Y
Water Pump
From Radiator
To Radiator
From Heater Core
To Heater Core
To Throttle Body
193EG08
Bypass
Passage
Water Pump
Thermostat
Cylinder Head
Cylinder Block
Radiator
Throttle
Body
Heater Core
EG-12
COOLING SYSTEM
The cooling system is a pressurized, forced-circulation type.
A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
An aluminum radiator core is used for weight reduction.
The flow of the engine coolant makes a U-turn in the cylinder block to ensure a smooth flow of the engine
coolant.
A single cooling fan provides both the cooling and air conditioner performance.
The TOYOTA genuine Super Long Life Coolant (SLLC) is used.
System Diagram
ENGINE - 1NZ-FE ENGINE
EG-13
Engine Coolant Specifications
Engine
Coolant
Type
TOYOTA genuine Super Long Life
Coolant (SLLC) or similar high quality
ethylene glycol based non-silicate,
non-amine, non-nitrite and non-borate
coolant with long-life hybrid organic acid
technology (coolant with long-life hybrid
organic acid technology is a combination
of low phosphates and organic acids.) Do
not use plain water alone.
Color Pink
Ca
p
acit
y
M/T 4.8 (5.1, 4.2)
Capacity
Liters (US qts, Imp. qts)
A/T 4.7 (5.0, 4.1)
Maintenance Intervals
First Time 100,000 miles (160,000 km)
Maintenance Intervals
Subsequent Every 50,000 miles (80,000 km)
Thermostat Opening Temperature C (F) 80 - 84 (176 - 183)
SLLC is pre-mixed (the U.S.A. models: 50 % coolant and 50 % deionized water, the Canada. models:
55 % coolant and 45 % deionized water). Therefore, no dilution is needed when SLLC in the vehicle is
added or replaced.
If LLC is mixed with SLLC, the interval for LLC (ever 40,000 km/24,000 miles or 24 months) should
be used.
ENGINE - 1NZ-FE ENGINE
00REG06Y
Exhaust Manifold
Intake Manifold
Air Cleaner
TWCs
Sub Muffler
Main
Muffler
EG-14
INTAKE AND EXHAUST SYSTEM
1. General
A plastic intake manifold is used for weight reduction.
The linkless-type throttle body is used to realize excellent throttle control.
ETCS-i (Electronic Throttle Control System-intelligent) provides excellent throttle control. For details,
see page EG-36.
The exhaust pipe uses a ball joint in order to achieve a simple construction and reliability.
ENGINE - 1NZ-FE ENGINE
00REG03Y
Charcoal Filter
Air Cleaner Cap
Air Cleaner Element
(Nonwovens Fabric)
Service Tip
The charcoal filter, which is maintenance-free, cannot be removed from the air cleaner cap.
00REG04Y
DC Motor
Throttle Valve
Reduction Gears
Throttle Position Sensor
EG-15
2. Air Cleaner
A nonwoven, full-fabric type air cleaner element is used.
A charcoal filter, which adsorbs the HC that accumulates in the intake system when the engine is stopped,
is used in the air cleaner cap in order to reduce evaporative emissions.
3. Throttle Body
The linkless-type throttle body is used and it realizes excellent throttle control.
A DC motor with excellent response and minimal power consumption is used for the throttle control motor.
The ECM performs the duty ratio control of the direction and the amperage of the current that flows to
the throttle control motor in order to regulate the opening angle of the throttle valve.
ENGINE - 1NZ-FE ENGINE
00REG07Y
Mesh Type Gasket
00REG08Y
Ball Joint
Gasket
Ball Joint
TWCs
Front Pipe
Main Muffler
Tail Pipe
Ball Joint
Sub Muffler
EG-16
4. Intake Manifold
The intake manifold has been made of plastic to
reduce the weight and the amount of heat
transferred from the cylinder head. As a result,
it has become possible to reduce the intake
temperature and improve the intake volumetric
efficiency.
A mesh type gasket is used in order to reduce
the intake noise.
5. Exhaust Pipe and Muffler
A ball joint is used to joint the exhaust manifold to the exhaust front pipe, and the exhaust front pipe to the
exhaust tail pipe. As a result, a simple construction and improved reliability have been realized.
ENGINE - 1NZ-FE ENGINE
00REG12Y
Fuel Pump
Fuel filter
Pressure Regulator
Fuel Sender Gauge
Fuel Cutoff Valve
Canister
Fuel Tank
Quick Connector
Injector
View from Bottom
EG-17
FUEL SYSTEM
1. General
The fuel returnless system is used to reduce evaporative emissions.
A fuel tank made of multi-layer plastic is used.
A fuel cut control is used to stop the fuel pump when the SRS airbag is deployed in a front or side collision.
For details, see page EG-45.
A quick connector is used to connect the fuel pipe with the fuel hose to realize excellent serviceability.
A compact 12-hole type injector is used to ensure the atomization of fuel.
The ORVR (On-Board Refueling Vapor Recovery) system is used. For details, see page EG-46.
ENGINE - 1NZ-FE ENGINE
179EG11
To Canister
Fuel Cutoff Valve
Fuel Filter
Fuel Pump
Injector
Pulsation
Damper
Delivery Pipe
Pressure Regulator
Fuel Tank
Module
Fuel Pump
Assembly
00REG13Y
Fuel Tank Outside
Fuel Tank Inside
HDPE (High Density Polyethylene)
Regrind Material
Adhesive
EVOH (Ethylene Vinyl Alcohol Copolymer)
Adhesive
HDPE (High Density Polyethylene)
EG-18
2. Fuel Returnless System
This system is used to reduce the evaporative emission. As shown below, integrating the fuel filter, pressure
regulator, fuel sender gauge, and fuel cutoff valve with module fuel pump assembly enables to discontinue
the return of fuel from the engine area and prevent temperature rise inside the fuel tank.
3. Fuel Tank
Low permeability has been realized through the use of the multi-layered plastic fuel tank. This fuel tank
consists of six layers using four types of materials.
ENGINE - 1NZ-FE ENGINE
165EG25
Camshaft
Position
Sensor
Crankshaft
Position
Sensor
Various
Sensor
ECM
IGT1
IGT2
IGT3
IGT4
IGF
+B
Ignition Coil
(with Igniter)
No.1
Cylinder
No.2
Cylinder
No.3
Cylinder
No.4
Cylinder
171EG27
Igniter
Iron Core
Plug Cap
Primary Coil
Secondary Coil
EG-19
IGNITION SYSTEM
1. General
A DIS (Direct Ignition System) is used. The DIS in this engine is an independent ignition system, which
has one ignition coil for each cylinder. The DIS ensures the ignition timing accuracy, reduces high-voltage
loss, and realizes the overall reliability of the ignition system by eliminating the distributor.
The spark plug caps, which connect to the spark plugs, are integrated with the ignition coils. Also, the
igniters are enclosed to simplify the system.
Long-reach type iridium-tipped spark plugs are used.
Ignition Coil with Igniter
ENGINE - 1NZ-FE ENGINE
281EG73
Long-Reach Type Conventional Type
Iridium Tip
EG-20
2. Spark Plug
Long-reach type iridium-tipped spark plugs are used.
Long-reach type of spark plugs allows the area of the cylinder head to receive the spark plugs to be made
thick. Thus, the water jacket can be extended near the combustion chamber, which contributes to cooling
performance.
Iridium-tipped spark plugs are used to realize a 100,000 km (62,500 mile) maintenance-free operation.
By making the center electrode of iridium, the same ignition performance as the platinum-tipped type
spark plug and excellent of durability have been realized.
Specification
DENSO SK16R11
NGK IFR5A-11
Plug Gap mm (in.) 1.1 (0.043)
ENGINE - 1NZ-FE ENGINE
206EG41206EG40
Stator
Segment
Conductor
Stator
Segment
Conductor
Joined
A
A
Joined Segment
Conductor System
A - A Cross
Section
Segment Conductor
Type Generator
Stator
Stator
Conductor Wire
Conductor Wire
B
B
Wiring System
B - B Cross
Section
Conventional Type Generator
Stator
Segment
Conductor
Cross Section
206EG42
Stator of Segment Conductor
Type Generator
EG-21
CHARGING SYSTEM
A compact and lightweight segment conductor type generator that generates high amperage output in a
highly efficient manner is used as standard equipment.
This generator has a joined segment conductor system, in which multiple segment conductors are welded
together to form the stator. Compared to the conventional wiring system, the electrical resistance is
reduced due to the shape of the segment conductors, and their arrangement helps to make the generator
compact.
Specifications
Type SE08
Rated Voltage 12 V
Rated Output 80 A
Initial Output Starting Speed 1,250 rpm Max.
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