Toyota NZ engine

The Toyota NZ engine family is a straight-4 piston engine series. The NZ series uses aluminium open deck engine blocks and DOHC cylinder heads. It also uses sequential multi-point fuel injection, and has 4 valves per cylinder with VVT-i.
The engines are produced by Toyota's Kamigo Plant in Toyota, Aichi, Japan; by Siam Toyota Manufacturing in Chonburi, Thailand (1NZ-FE for Yaris and Vios); and by Indus Motor Company in Karachi, Pakistan (2NZ-FE for Corolla).
From the second half of 2003, the valve train mechanism of the Japanese market 1NZ-FE engine was changed from a direct acting type to a indirect type with roller rocker arms and hydraulic lash adjuster (HLA). The post-2006 1NZ-FE Turbo and LPG-hybrid 1NZ-FXP engines are also using this valve train mechanism.
The 1NZ-FXE is a hybrid 1.5 L (1,497 cc) version. Bore and stroke is 75 mm × 84.7 mm (2.95 in × 3.33 in). It features forged steel connecting rods and an aluminum intake manifold. The engine has a high physical compression ratio of 13.0:1, but the closing of the inlet valve is delayed, for an effective compression ratio of 9.5:1. The net result is that the engine has a greater effective expansion than compression—making it a simulated Atkinson cycle, rather than a conventional Otto cycle.
The reduction in cylinder charge means reduced torque and power output, but efficiency is increased. This combination makes the 1NZ-FXE suitable for use with the Hybrid Synergy Drive, where peak torque and power demands can be met by the electric motor and battery. Originally, the engine produces 58 PS (43 kW; 57 hp) at 4000 rpm with 102 N⋅m (75 lb⋅ft; 10 kg⋅m) of torque at 4000 rpm. In the 2000 update, the engine output was increased to 72 PS (53 kW; 71 hp) at 4500 rpm with 115 N⋅m (85 lb⋅ft; 12 kg⋅m) of torque at 4200 rpm. The power output was increased again to 77 PS (57 kW; 76 hp) at 5000 rpm for the second generation Prius. Peak thermal efficiency is about 37%.
In 2011, upon the arrival of the Prius c/Aqua and the XP130 Yaris Hybrid, an improved version was introduced. Without any belt-driven accessories (equipped with an electric water pump), implementation of exhaust gas recirculation (EGR) system and a physical compression ratio of 13.4:1. The new version delivers an output of 74 PS (54 kW; 73 hp; 73 hp) at 4800 rpm with 111 N⋅m (82 lb⋅ft; 11 kg⋅m) of torque at 3600–4400 rpm.
The 1NZ-FXE Hybrid Synergy Drive in the Toyota Prius has won several International Engine of the Year awards:
This engine was discontinued for international markets in 2020 and was replaced by the M15A-FXE engine. However, as of January 2025, the 1NZ-FXE engine is still available in Japan.
Transmissions (eCVT): P110 (1997–2000), P111 (2000–2003), P112 (2003–2009) and P510 (2011–present)
The 1NZ-FXP is a hybrid 1.5 L (1,497 cc) version. Bore and stroke is 75 mm × 84.7 mm (2.95 in × 3.33 in). This engine is based on the third generation 1NZ-FXE engine but converted to run on liquefied petroleum gas (LPG) fuel and using the roller rockers arms valve train mechanism like the updated 1NZ-FE engine. The engine has a high physical compression ratio of 13.0:1, but the closing of the inlet valve is delayed, for an effective compression ratio of 9.5:1. The net result is that the engine has a greater effective expansion than compression—making it a simulated Atkinson cycle, rather than a conventional Otto cycle.
The reduction in cylinder charge means reduced torque and power output, but efficiency is increased. This combination makes the 1NZ-FXP suitable for use with the Hybrid Synergy Drive, where peak torque and power demands can be met by the electric motor, battery and LPG-hybrid system. Output is 74 PS (54 kW; 73 hp) at 4800 rpm with 111 N⋅m (82 lb⋅ft; 11 kg⋅m) of torque at 2800–4400 rpm. Peak thermal efficiency is about 37%. This engine is mated to P510 eCVT transmission, same as the third generation 1NZ-FXE engine.
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The 1NZ-FE is a 1.5 L (1,497 cc) conventional Otto-cycle variant of the 1NZ-FXE with VVT-i on the intake camshaft. The engine block is found in many Toyota models assembled in Japan and Asian countries. It retains the same bore and stroke, but the compression ratio is lowered to 10.5:1. Output is 103–110 PS (76–81 kW; 102–108 hp) at 6000 rpm with 132–143 N⋅m (97–105 lb⋅ft; 13–15 kg⋅m) of torque at 4200–4800 rpm. This engine was introduced to replace 5A-FE and 5E-FE 1.5 L engines.
There was a compressed natural gas (CNG) version of 1NZ-FE engine called 1NZ-FNE produced from April 2003, exclusively for the first generation Probox van (NCP52V) until its discontinuation in August 2014. It has 12.0:1 compression ratio, output is 92 PS (68 kW; 91 hp) at 6000 rpm with 125 N⋅m (92 lb⋅ft; 13 kg⋅m) of torque at 4000 rpm.
A new version of 1NZ-FE with roller rocker arms with HLA valve train mechanism and EGR system was introduced exclusively for the Japanese market in September 2003, fitted first in the front-wheel drive model of XP80 Sienta. The new valve train mechanism reduced the valves angle from 33⁰ to 21⁰. This revised engine can be identified by the use of a different plastic engine cover. Another update was occurred in 2012, the compression ratio was increased to 11.0:1. The older version was still in use for selected Japanese market Toyota cars up until 2014. The 4-speed automatic transmission was also replaced by CVT, designed for this reworked engine. The revised engine was also offered in limited markets such as in Hong Kong, Macau and New Zealand.
The 1NZ-FE engine was discontinued earlier in 2005 in Europe without a direct replacement. For emerging markets, the Dual VVT-i 2NR-FE engine was introduced as replacement in 2016. In the first half of 2020, the 1NZ-FE engine was replaced by M15A-FXS engine in Australia and New Zealand. As of January 2025, this engine is still in use for the Japanese market.
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The 1NZ-FE Turbo (unofficially called 1NZ-FTE or 1NZ-FET) is a 1.5 L (1,497 cc) with an air-to-air intercooler turbocharged conventional Otto-cycle variant of the 1NZ-FE with VVT-i, combined with a IHI RHF4 turbocharger, providing 63.7 kPa (0.6 bar; 9.2 psi) of boost pressure. This engine was not created in-house by Toyota, but converted with bolt-on turbocharger kits developed by Toyota Racing Development (TRD). The engine block is the same as the naturally aspirated 1NZ-FE engine, found in many Toyota models. It retains the same 10.5:1 compression ratio as the naturally aspirated sibling. Output is 143–152 PS (105–112 kW; 141–150 hp) at 6000 rpm with 196–206 N⋅m (145–152 lb⋅ft; 20–21 kg⋅m) of torque at 4000–4800 rpm.
In Japan, this unique engine was available through modified Toyota cars (tuned by TRD, Modellista (ja) or Gazoo Racing) and sold officially as complete car at Toyota Netz Store dealerships. The turbocharger kits is also available for sale at selected Toyota Netz Store dealerships or TRD official stores. This turbocharger kits was introduced first in May 2003, originally for the NCP13 Vitz RS. Later in January 2004, TRD launched "TRD Turbo Tuning Plan", a turbocharger conversion program for NCP31 bB, XP61 ist and NCP13 Vitz RS owners. The fully converted bB and ist with turbocharger and additional TRD kits were also offered at the selected Netz Store dealerships. The turbocharger conversion program was terminated in 2007 with the discontinuation of XP60 ist.
In August 2007, Modellista released Vitz RS TRD Turbo M, based on the NCP91 Vitz RS with the updated 1NZ-FE engine. TRD released a slightly different 1NZ-FE Turbo engine exclusively for NZE141 Corolla Axio/Fielder GT TRD Turbo in October 2009 and March 2010. This engine is commonly combined with C56 5-speed manual transmission, except for Corolla Axio/Fielder GT which had C51 transmission. The U340E 4-speed automatic transmission was only available for the TRD fully converted bB and ist complete cars or from several converted Vitz RS with automatic transmission owned by costumers.
The 2NZ-FE is a 1.3 L (1,298 cc) version. Bore and stroke is 75 mm × 73.5 mm (2.95 in × 2.89 in), with a compression ratio of 10.5:1. Output is 86–88 PS (63–65 kW; 85–87 hp) at 6000 rpm with 121–123 N⋅m (89–91 lb⋅ft; 12–13 kg⋅m) of torque at 4400 rpm. Visually, this engine is identical to the 1NZ-FE, but can be identified by the 2NZ-FE mark on the intake manifold.
For specific regions with leaded petrol, the 2NZ-FE was not equipped with VVT-i. This version produces 81 PS (60 kW; 80 hp) at 6000 rpm with 119 N⋅m (88 lb⋅ft; 12 kg⋅m) of torque at 4400 rpm.
In 2000, it won the International Engine of the Year award in the 1-litre to 1.4-litre category.
This engine is the successor of 2E and 4E-FE 1.3 L engines. In China, it replaced the 2SZ-FE engine, together with the introduction of XP90 Vios/Yaris in 2008.
The opposite case happened in Europe, like the 1.5 L 1NZ-FE engine, the 2NZ-FE engine was discontinued earlier in 2005, but succeeded by 2SZ-FE engine for the XP90 Yaris. In 2013, the exlusive Dual VVT-i 4NR-FE (for FAW Toyota) and 6NR-FE (for GAC Toyota) 1.3 L engines were introduced as the replacement for Chinese market XP150 Vios/Yaris. Later in 2016, the global version of those engines, called 1NR-FE, was introduced as the successor of 2NZ-FE engine for emerging markets XP150 Vios/Yaris. The last use of 2NZ-FE engine was in Australasia and Pakistan, where it was discontinued in the first half of 2020.
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In May 2008, Chinese automobile manufacturer Great Wall Motor (GWM) introduced 1.3 and 1.5 L engines codenamed GW4G13 and GW4G15. Despite the similar codes, they have nothing to do with 4G13 and 4G15 engines from the Mitsubishi Orion engine family, but instead derived from NZ design. For example, the NZ engines are using timing chain to connect the crankshaft and camshafts, while the Mitsubishi Orion engines are using the less durable timing belt. Visually, this engine looks similar like the NZ engines and mechanically also share similarities such as the same bore x stroke size, engine displacement and interchangeable parts.
No statement from GWM or Toyota regarding the confirmation if these engines are officially licensed by GWM. But according the official press release by GWM in 2009, these GW4G1x engines were independently developed by themselves. There are also no reports of Toyota taking legal action against GWM regarding the intellectual property rights of NZ engines or even their copied vehicles, such as the Deer truck (N140 Hilux) or the Coolbear hatchback (XP30 bB). Only 1.3 L 2NZ-FE and 1.5 L 1NZ-FXE engines were officially available in China. The former was fitted inside the locally built XP90 Vios sedan (FAW Toyota)/Yaris hatchback (GAC Toyota) from 2008 to 2013, while the latter was offered for the imported XW20 Prius.
The turbocharged variants of the 1.5 L engine called GW4G15T was introduced in 2011 and then followed by the higher output GW4G15B in the following year. These engines were discontinued in 2019, replaced by the cleaner GW4G15F which comply with China's National V emission standard. Further new variants which comply with National VI emission standard codenamed GW4G15K, GW4G15M and the naturally aspirated hybrid GW4G15H are also introduced.
Power: 92 PS (68 kW; 91 hp) at 6,000 rpmTorque: 118 N⋅m (87 lb⋅ft; 12 kg⋅m) at 4,200 rpm
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Power: 106 PS (78 kW; 105 hp) at 6,000 rpmTorque: 138 N⋅m (102 lb⋅ft; 14 kg⋅m) at 4,200 rpm
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Power: 133 PS (98 kW; 131 hp) at 5,600 rpmTorque: 188 N⋅m (139 lb⋅ft; 19 kg⋅m) at 2,000–4,500 rpm
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Power: 150 PS (110 kW; 148 hp) at 5,600 rpmTorque: 210 N⋅m (155 lb⋅ft; 21 kg⋅m) at 2,200–4,500 rpm
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Power: 150 PS (110 kW; 148 hp) at 5,600–6,000 rpmTorque: 210 N⋅m (155 lb⋅ft; 21 kg⋅m) at 1,800–4,400 rpm
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Power: 150 PS (110 kW; 148 hp) at 5,500–6,000 rpmTorque: 220 N⋅m (162 lb⋅ft; 22 kg⋅m) at 2,000–4,400 rpm
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Power: 150 PS (110 kW; 148 hp) at 5,500–6,0000 rpm Torque: 218 N⋅m (161 lb⋅ft; 22 kg⋅m) at 1,800–4,400 rpm
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Power:95 PS (70 kW; 94 hp) (engine)150 PS (110 kW; 148 hp) (electric motor)189 PS (139 kW; 186 hp) (combined)Torque:125 N⋅m (92 lb⋅ft; 13 kg⋅m) (engine)250 N⋅m (184 lb⋅ft; 25 kg⋅m) (electric motor)375 N⋅m (277 lb⋅ft; 38 kg⋅m) (combined)
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