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2009-01-1061

Development of New 1.8-Liter Engine for Hybrid Vehicles

Nobuki Kawamoto, Kiyoshi Naiki, Toshihiro Kawai, Takasuke Shikida and Mamoru Tomatsuri
Toyota Motor Corporation

Copyright © 2009 SAE International

ABSTRACT INTRODUCTION

In recent years, attention has been focused on a hybrid
vehicle capable of substantial reductions in CO2 exhaust
emissions. This paper describes the newly developed
1.8-liter 2ZR-FXE gasoline engine for use with a hybrid
system for compact vehicles, which effectively combines
higher driving performance with higher fuel efficiency.
This engine was based on the 1.8-liter 2ZR-FE engine
with outstanding performance and fuel efficiency. This
engine has achieved high thermal efficiency by using the
high-expansion ratio cycle “Atkinson cycle”, as with the
previous 1NZ-FXE engine. Additionally, a new cooled
Exhaust Gas Recirculation (EGR) system and electric
water pump were adopted to further improve fuel
efficiency.
ENGINE CHARACTERISTICS OF THE TOYOTA
HYBRID SYSTEM (THS) FOR COMPACT VEHICLES
Since Toyota launched the mass production hybrid
vehicle in 1997, this hybrid system has been
continuously improved to achieve the best fuel efficiency
and driving performance. As part of the evolution of the
THS, a new engine has been developed. At first, the
engine’s characteristics will be explained.
Figure 1 shows the configuration of the THS. The THS
ensures maximum fuel efficiency for different driving
conditions through optimum control of the engine, a
motor, and a generator that operates via the power split
device consisting of planetary gears.

A high efficiency cooler was used to cool the EGR gas,
which enabled the introduction of the EGR gas at high
load conditions, and exhaust gas temperature was
reduced. As a result, this EGR system successfully
combined both high output performance and low fuel
consumption during high speeds.
The electric water pump allowed the cooling water flow
rate to be optimally controlled according to the engine
operating conditions. This shortened engine warm-up
time. In addition, friction was successfully reduced by
eliminating accessory drive belts.
With these improvements, lower fuel consumption has
been achieved over the previous 1.5-liter 1NZ-FXE
engine and, at the same time, the power output has
been improved.
The THS constantly manages power from the engine
based on the vehicle driving demands. Power is
managed by splitting and supplying energy to the wheels
and the generator. When driving power is required, the
reserved energy in the battery is used to supply this
output power. On the other hand, in the case where
excess power is produced, the generator is activated
and the energy that is not used as a driving force is
converted into electrical energy and stored in the battery.
These controls enable the engine for the THS to operate
at the most efficient operating condition at any moment.
Figure 2 shows the characteristics of engine operation
for THS．

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Generator Battery Minimum fuel Engine engine operating lines, power output, and fuel
Inverter consumption operating consumption when studied with two engines of different
Power split area
device line displacements. Since the majority of the power comes
from the engine during the high speed driving, the

Torque (Nm)
engine speed increases with vehicle speed. In the case
Engine of 1.5-liter engine at high speeds the operating line
extends outside the minimum fuel consumption area
○○○○ Motor
because of the engine’s power output characteristics. In
comparison, by increasing displacement to 1.8 liters,
Reduction engine speed is kept lower and the period of
gears acceleration within the minimum fuel consumption area
:Mechanical Power :Electrical Power Engine speed (r/min) expanded, thereby fuel economy improvements during
high speed driving can be achieved.
Fig.1 Toyota Hybrid System Fig.2 Engine operating line
1.5 L 1.8 L
The support of the electric motor makes it possible for 40kW
230 g/kWh area 40kW
30kW 30kW
the hybrid vehicle to have a lower maximum power 20kW 20kW
output compared to a conventional engine. As a result,

Torque (Nm)

Torque (Nm)
10kW 10kW 7Nm
thermal efficiency improvement due to Atkinson-cycle
and reduced friction due to lower engine speeds during
the maximum power output are made possible,
consequently fuel efficiency can be improved.

In terms of achieving cleaner exhaust emissions, the

THS avoids engine operation at cold start, which has
high HC emission concentrations due to the low exhaust
gas temperatures during low load condition, by using the
electric motor for driving. The system’s load sharing
capabilities make it possible to reduce the amount of
compensation fuel in transient conditions; the air-fuel
ratio can be controlled stably even at load changes
caused by rapid acceleration and deceleration.
1. DEVELOPMENT OBJECTIVES
There were two objectives in developing the new engine
for the hybrid system for compact vehicles. The first
was to improve fuel efficiency (reduce CO2 emissions)
specifically in practical situations, such as driving at high
speed or driving in urban areas in the winter season.
The second was to improve power output capabilities to
enable a wider range of hybrid vehicle types to be
4000 3650
Engine speed (r/min) Engine speed (r/min)
Fig. 3 Fuel consumption and Displacement
Figure 4 shows the relationship between power output
and brake thermal efficiency for several displacement
volumes. The thermal efficiency improves with increased
displacement because of the reduced s/v (surface area
per volume) ratio of combustion chamber and reduced
friction by lower engine speed. However, the thermal
efficiency decreases when operated at light load,
because of increased pumping-loss by partial open
throttle operation. This trade-off can be optimized by
increasing the amount of driving carried out by the
electric motor. As a result, higher system efficiency in all
driving ranges can be achieved.
Thermal efficiency (%)

equipped with this engine. 40

Accumulateed time (sec)

In addition to Atkinson-cycle, which is the established 30 Thermal efficiency
1800cc
concept of engine for Toyota’s hybrid vehicles, the 1500cc
City cycle
following three items were implemented: 20
1300cc
100
Highway cycle 1000cc
• Increasing displacement Accumulateed time
50
• Cooled EGR ・Atkinson cycle
• Electric water pump ・Without cooled EGR
0
0 10 20 30 40
2. ENGINE SUMMARY AND MAIN Engine output power (kW)
SPECIFICATIONS
Fig. 4 Brake Thermal Efficiency and Displacement
2.1 SELECTING DISPLACEMENT VOLUMES
The base engine was chosen considering the required
This new system for hybrid vehicles has been developed power output coverage, the balance of power output with
with further improvements to fuel economy during high fuel consumption, and the objective to expand the range
speed driving. Figure 3 shows the relationship between of hybrid system application to various vehicle types.
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From this analysis, the engine with 1.8-liter displacement consumption map. The 2ZR-FXE has achieved to cover
was selected for the hybrid system for compact vehicles. most part of the operating line in 230g/kWh or less area.

2.2 MAIN SPECIFICATIONS 150

2ZR-FXE
230 g/kWh area
The 2ZR-FXE engine selected the 2ZR-FE, the new
generation engine launched in 2006, as a base engine
220
for this development. The 2ZR-FE has good fuel

Torque (Nm)
efficiency potential by means of such features as roller 100
rockers to reduce friction, high-efficiency and high- 230
tumble intake ports to improve combustion, a small 230 1NZ-FXE
diameter M12 spark plug to improve knocking, increased 230 g/kWh area
rigidity to reduce vibration and noise, and reduced
50
weight with compact design. Additionally the 2ZR-FXE
was improved by modifications that complied with the 2ZR-FXE 1NZ-FXE
unique hybrid system operating condition. Table 1 operating line operating line
shows the comparison between the 2ZR-FXE, the
previous 1NZ-FXE engine and the base 2ZR-FE engine. 0
0 2000 4000 6000
Table 1 Engine Specifications Engine speed (r/min)

Engine T ype 2ZR-FXE 2ZR-FE 1NZ-FXE Fig. 5 Fuel Consumption Map

Displacement
1,797 ← 1,497
(cc) 2.4 OUTPUT PERFORMANCE
Cylinder In-line,4-cylinder ← ←
Bore×Stroke Figure 6 shows engine output performance curves. The
φ 80.5 × 88.3 ← φ75.0 × 84.7 2ZR-FXE has achieved 20% or more torque across all
(mm)
Intake&Exhaust rpm ranges and 28% greater power at maximum engine
Intake VVT -i Intake VVT -i speed compared to the previous engine. This is because
Valve T rain VVT -i
Roller rocker drive ← Direct drive of the reduced friction and the optimized valve timing in
Intake Closed addition to the benefits of 0.3-liter larger displacement.
61 ∼102 ABDC 30 ∼65 ABDC 72 ∼105 ABDC
T iming(°CA)
Compression 80

Power (kW)
13 : 1 10 : 1 13 : 1
Ratio 70
Maximum 28%
73kW/5200rpm 100kW/6000rpm 57kW/5000rpm 60
Power
Maximum 160 2ZR-FXE 50
142Nm/4000rpm 175Nm/4400rpm 115Nm/4200rpm
Torque (Nm)

T orque
Emission 140 40
AT -PZEV ULEV2 AT -PZEV
Regulation 120
Atkinson cycle
Major 100
Cooled EGR Dual VVT -i Atkinson cycle
technologies 80
Electric water pump 1NZ-FXE
1000 2000 3000 4000 5000 6000
2.3 FUEL CONSUMPTION
Engine speed (r/min)
Several technologies were adopted for this new engine Fig. 6 Engine Performance Curves
to improve the fuel consumption:
2.5 EXHAUST EMISSION AFTERTREATMENT
• Cooled EGR system with optimized VVT-i
(Variable Valve Timing-intelligent) control Figure 7 shows the newly developed emission
• Electric water pump to optimize cooling systems aftertreatment system corresponding to AT-PZEV which
• Friction reduction by eliminating the accessory is currently the most stringent emission regulation in the
drive belt, reduces piston ring tension, and other United States. The exhaust heat recirculation system
factors (refer to section 3.4) was adopted and the warm-up control strategy was
elaborated to activate the catalytic converter as quickly
These technologies resulted in the further improvement as possible while controlling the engine to maximize
of fuel efficiency and substantially expanded the exhaust gas temperatures. The utilization of the electric
minimum fuel consumption area compared to the motor torque to propel the vehicle was further optimized.
previous engine. Figure 5 shows comparison of the fuel
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With these optimizations, the coolant heat storage from the exhaust manifold is cooled through a high
system that was a key technology to meet AT-PZEV with efficiency water-cooled heat exchanger, and it is
the previous Prius was not employed in the new system. subsequently introduced into each intake port from a
Thus the emission control system has been simplified. chamber inside the intake manifold.
This facilitates increased applicability to wider vehicle
variations. Pipe to intake chamber
Front A/F Sensor Under Floor Catalyst EGR valve
1.1L, thin walls – high cell density ceramics
Rear O2 Sensor (3mil600cell/in 2 ) TWC

Exhaust Heat Recirculation System

device for im provement of fuel consumption

Starter Catalyst
0.9L, ultra thin walls – high cell density ceramics
(3m il600Hcell/in 2 ) TWC

Fig. 7 Exhaust Emission System

3. FUEL EFFICIENCY IMPROVEMENTS EGR gas chamber EGR cooler

(inside intake manifold)
3.1 ATKINSON CYCLE
Fig. 9 Cooled EGR System
The high-expansion ratio cycle ”Atkinson cycle”, as
3.2.1 Cooling the EGR gas
same as the concept of conventional engine for hybrid
vehicles, was adopted to improve thermal efficiency. To
Figure 10 shows the relationships of EGR gas
realize high mechanical compression ratio, 13.0, for
temperature versus fuel consumption ratio, and spark
improving thermal efficiency, the timing of intake valve
timing. By substantially cooling the EGR gas
closing was delayed considerably. Since the effective
temperature, it was possible for the EGR rate to
compression ratio was lowered, knocking could be
increase and for the spark timing to advance.
prevented, and the expansion ratio, which essentially
Consequently, the fuel consumption was improved.
controls the thermal efficiency, was raised.
95Nm 2400r/min
Figure 8 shows the effects of the Atkinson cycle under 45
Spark timing (°CA)

typical conditions during urban driving. The 2ZR-FXE 40 EGR 11%

achieved 8.5% higher fuel efficiency compared to the EGR 15%
base 2ZR-FE engine. Furthermore, with the cooled 35
EGR system, the 2ZR-FXE achieved 1.7% higher fuel
efficiency compared to the conventional Atkinson cycle.
30
25
80 Nm at 1000 r/min
20
50 100 150 200 250 300
BSFC (g/kWh)

EGR gas temperature (°C)

8.5% 10.2%
20 230 EGR 11%
BSFC (g/kWh)

EGR 15%
226

Atkinson 222
Base Atkinson +
EGR 218
(ε=10.0) (ε=13.0) (ε=13.0) 50 100 150 200 250 300
EGR gas temperature (°C)
Fig. 8 Effects of the Atkinson Cycle and Cooled EGR
Fig. 10 Effects of EGR Gas Temperature
3.2 COOLED EGR
Furthermore, cooling the EGR gas made it possible to
The cooled EGR system was adopted to improve fuel introduce EGR gas even during high load conditions. As
efficiency throughout all engine speeds. Figure 9 shows a result, the anti-knocking performance was improved
the construction of the EGR system. The EGR gas taken and the exhaust gas temperature was lowered. With
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these effects, the improvement of thermal efficiency (2) High load conditions
across the whole engine operating area was achieved.
These effects were especially useful for the hybrid Figure 13 shows fuel consumption rates and spark
system’s engine which operates at higher load timing during high load conditions plotted against the
conditions than a conventional engine. EGR rate and VVT-i angles. In high load conditions, the
throttle is almost fully open, so the ratio of pumping loss
From this analysis, the high efficiency EGR cooler was is reducing. In this situation, advancing the VVT-i angles
adopted for this engine, which a high efficiency water- increases the effective compression ratio. This makes it
cooled heat exchanger produced an EGR gas advantageous to increase indicated work, however,
temperature closest to the temperature of the cooling spark timing could not be advanced due to the knocking
water. on the Atkinson cycle with 13.0 compression ratio. Then
by introducing cooled EGR gas, the reduction of the
3.2.2 Optimizing EGR and VVT-i combustion temperature and advanced spark timing
could be improved fuel efficiency.
The VVT-i made it possible to control the intake valve
timing. Fig 11 shows the relation between VVT-i angle 80Nm at 1200r/min
advanced
and intake valve timing on this engine. To maximize fuel BSFC (g/kWh) Spark timing (°CA)
50 280 270 260 250 0
efficiency, this engine employs mutual control between 240 10 20 30 40

VVT-i angle (°CA)

intake valve timing and the EGR system on several 40
driving conditions. Good fuel Advanced spark
consumption area timing area
30
Closing timing T DC Opening timing
102deg. ABDC ~ 61deg. ABDC 12deg. ATDC ~ 29deg. BTDC 20
10
VVT -i angle 0
41 ° CA 0 10 20 30 0 10 20 30
EGR rate(%) EGR rate(%)
Intake valve timing Intake valve timing
at VVT -i angle 0 °CA BDC at VVT -i angle 41 ° CA Fig. 13 Effects of EGR in High Load Conditions

Fig. 11 Relationship of VVT-i and Intake Valve Timing
(1) Low load conditions
Figure 12 shows fuel consumption rates and pumping-
loss during low load conditions plotted against the EGR
rate and VVT-i angles. As VVT-i was advanced to an
early closing timing for the intake valve, the pumping
loss suppressed by the effect of Atkinson cycle
increased at whole EGR rates. Because pumping loss
mainly affects low load conditions, in this situation,
increasing the EGR rate is better to improve the fuel
efficiency rather than increasing effective compression
ratio by advanced VVT-i.
advanced
BSFC (g/kWh)
50
VVT-i angle (°CA)
This system with Atkinson cycle successfully improved
the minimum fuel consumption and the expanded area
controlled between pumping loss reduction with the
introduction of EGR gas for low load condition and
effective compression ratio increasing by advancing the
VVT-i for high load condition.
(3) High speed driving conditions
The principal characteristic of the EGR system adopted
for this engine is that it enables EGR gas introduction
even under high load conditions including maximum
power output.
In order to improve fuel efficiency at the points of
40Nm at 1200r/min maximum power output, ensuring high power output
Pumping loss (kPa) while driving with a stoichiometric air-fuel ratio, the
exhaust gas temperature must be reduced. To solve this

problem, EGR gas cooled by the high efficiency EGR

40 Low pumping
Good fuel cooler was introduced to reduce exhaust gas
consumption area 34 loss area
30 temperature.
32
20 300 290
30 Figure 14 shows the relationship between power output
28 at points of maximum power output and volumetric
10
26 efficiency with and without the EGR system. To control
24 22 the exhaust gas temperature for protection of the
0
0 10 20 30 0 10 20 30 catalyst at stoichiometric air-fuel ratio, the air mass must
EGR rate(%) EGR rate(%) be controlled with throttle control in case of without EGR,
this results in reduced volumetric efficiency and lower
Fig. 12 Effects of EGR in Low Load Conditions
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output power. EGR gas introduction improves the power by a magnetic core situated in the water pump housing,
with the following effects: water chamber is isolated from outside. By this means, a
mechanical seal was eliminated, and which results in
• Reduced combustion temperature which lower friction loss and no risk of water leakage.
reduced exhaust gas temperature
• Reduced maximum compression temperature
which prevented early knock occurrence,
allowing spark timing to advance Outlet Outlet

With these effects, at high load conditions including

Inlet Inlet
maximum power output points, an optimum balance
between high fuel efficiency and high power output was
achieved.

80

Volumetric efficienc y (%)

P ower
Power (kW)

improvement Mechanical Water Pump Electric Water Pump

Power
60
Volumetric efficiency Engine
40 Heater
Electric core EGR
10% water cooler
EGR ON pump Thermostat
EGR rate

■ w/ EGR
● w/o EGR
Heat
an gle (deg)

recirculation
Th rottle

50deg
T hrottle close Eliminated system
by-pass route Radiator

Fig. 15 Cooling System

3000 4000 5000 6000
Engine speed (r/min) 3.3.1 Objectives

Fig. 14 Power Output Improvements with Cooled EGR The main six advantages for adopting an electric water
pump are as follows:
3.3 ELECTRIC WATER PUMP (EWP)
• Reduce friction: Eliminate accessory drive belts
To achieve the objective of improving fuel efficiency and mechanical seals
using an enhanced capability cooling system, an electric • Efficient water pump energy use: Reduce
water pump and an exhaust heat recirculation device cooling system water flow resistance and
were developed. optimized pumping rate
• Improve heater performance: Optimize heater
Conventional water pumps are operated according to flow
the engine speed, therefore requiring excessive power • Improve fuel efficiency: Control flow rate for
even in conditions where flow rates are not so much appropriate temperature and load during low
required as in cold conditions or low load at high rpms. and medium load conditions and improve anti-
However, by converting to electric power, it was possible knocking performance in high load conditions
to optimally control the flow rate of the cooled water • Early engine warm-up: Reduced circulation of
according to the demands made by each of the cooling cooled water flow rate after low temperature
devices. start-up
• Reduce maintenance: Elimination of accessory
Figure 15 compares the construction of a conventional drive belts and the water pump seal
water pump with the electric water pump, and shows the
schematic drawing of the cooling system. By adopting a 3.3.2 Optimizing flow rate and motor size
flattened compact motor integrated with driver, a size
comparable to a conventional water pump was achieved. One of the main challenges with converting the water
Compared to a conventional water pump, the impeller pump to electric power was reducing the motor size
was inserted to the center shaft fixed to water pump while insuring the cooling performance for improved fuel
housing. Since the magnet-integrated impeller is rotated consumption and considering part installation. To
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resolve this issue, a necessary water flow rates from 3.3.3 Improving fuel consumption by EWP
each cooling device were assessed and the water flow
resistance as the whole cooling system was reduced Figure 18 shows the fuel consumption improvements
significantly. achieved by the electric water pump. By fully utilizing
the merits of the electric water pump that have been
The necessary water flow rate was studied to optimize previously described, 1% to 4% fuel consumption
the engine cooling system. Figure 16 shows the improvements were confirmed over the engine operating
necessary water flow rate in terms of engine reliability, line of this hybrid system.
cooling performance, and cabin heating performance.
Maximum flow rate on the electric water pump was 150 Engine operating line
determined to satisfy the requirements.
Improvement
160 1-4%

Torque (Nm)
Mechanical water pump
full load
100
-1% -2%
Flow rate (L/min)

120 Low speed climbing Unnecessary area -3%

(pattern A) -4%
Heater
Midle speed climbing
(pattern B)
50 -6%
Maximum speed -8%
80

Warm up
Operating Limit of water 0
improvement area temperature difference 0 2000 4000 6000
in inlet and outlet
40 Engine speed (r/min)
Limit of
knocking Fig. 18 EWP Fuel Consumption Improvements
Limit of parts Limit of Deformation
temperature in engine in engine
0 3.3.4 Improving engine warm-up
2000 4000 6000
Engine speed (r/min)
The electric water pump enabled the pump speed to be
reduced relative to the engine operating conditions after
Fig. 16 Necessary Flow Rate from Each Device
cold start-up. This successfully shortened the engine
warm-up period.
Making good use of simulation techniques, piping
arrangements were also optimized. It was possible to
Figure 19 shows the schematic drawing of the exhaust
eliminate water by-pass routes from the engine outlet to
the thermostat, reducing pressure resistance by parallel heat recirculation system. This was adopted with the
layout of the EGR cooler and exhaust heat recirculation objective of improving fuel efficiency in cold conditions.
device. The warm-up performance of the engine and engine
coolant was improved by the usage of the exhaust heat,
which was wasted in the conventional systems.
As a result of these improvements, the flow rate was
60% less than conventional water pump, and the size of
Heater core
the motor was 90% smaller than a motor used for an
electric water pump with a flow rate equivalent to Engine
mechanical water pump. Figure 17 shows the reduction Cooling
of motor size and flow rate from the base engine. Flow path-switching channel
valve
1600
Power consumption (W)

Base engine
Mechanical water pump
Catalyst Exhaust heat recirculation
1200
Fig. 19 Exhaust Heat Recirculation System
Reduction of motor size
800 90% As a result, the friction was reduced during the engine
warm-up period and especially with the hybrid system
400 further fuel consumption improvement was achieved
2ZR-FXE

0
EWP ★ Reduction of flow rate
60%
with early engine stop operations. Fig.20 shows the
improvement of vehicle fuel economy in winter. This new
0 50 100 150 200 vehicle together with EWP achieved 19% higher fuel
Flow rate (L/min) economy compared to the previous vehicle designated
test conditions.
Fig. 17 Reduction of Motor Size and Flow
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Index of fuel economy (%) 120 Figure 22 shows comparison of the piston ring tension of
various engines. Since the engines for hybrid vehicle
115 +9% are operated at high load conditions, negative pressure
+19% by Heat recirculation system
within cylinders will not become large as conventional
110 engines. Also because the engine speed at maximum
power output is low, engines for hybrid vehicles have of
105 +10% low temperatures at the bore wall, and as a result piston
by Electric Water P ump etc.
ring tension can be successfully set lower. By adopting
100 heat treatment to the cylinder block, the overall bore
< T est condition > deformations were improved. As a result of these
Driving cycle : LA#4 (U.S.)
95 Ambiert temp. : -5deg.C improvements, the piston ring tension was lowered and
Heater : ON the friction was reduced.
90
Previous New New 50
(Uninstalled) (Installed) 0.5N/mm

Piston ring tension (N)

Fig.20 Improvement of Fuel Economy in winter 40 0.4N/mm
Base engine
3.4 REDUCING FRICTION 30 0.3N/mm

Figure 21 shows the breakdown of engine friction and a 20 0.2N/mm

1NZ-FXE
comparison with the previous 1NZ-FXE engine.
Because a hybrid vehicle features an intermittent engine
10 ★2ZR-FXE 0.1N/mm
operation, it cannot drive accessories such as air
conditioner compressor while the engine is stopped. For
this reason, accessory devices in previous vehicles such 0
70 80 90 100
as the air conditioner compressor were converted to
Bore diameter [mm]
electric power, leaving only the water pump driven by
belt. Finally, by replacing the water pump to electric
Fig.22 Reduction of Piston Ring Tension
power, all accessory drive belts were eliminated, and
26.8% of friction reductions were achieved.
4. VEHICLE PERFORMANCE

Belt Figure 23 shows the improvements of fuel economy at

Total mechanical loss (MPa )

Water pump high-speed ranges. As a result of the developments

0.05
previously described, substantial improvements of 11-
26.8% 14% compared to the previous model were achieved.
0.04
Valve train
120
Index of fuel ec onomy (%)

0.03 Oil pump Previous

Crankshaft New
0.02 110 +14%
Piston +11% +11%
0.01 Ring
Conrod 100
0
1
1NZ-FXE 2
2ZR-FXE
90
Fig. 21 Reduction of Mechanical Friction Loss

In addition to this, the following items were newly 80

employed for the friction reduction for this new 2ZR-FXE 80 km/h 100 km/h 120 km/h
engine.
Fig. 23 High Speed Fuel Economy
• Installation of roller rockers and improved valve
train with optimized valve lift system Figure 24 shows the relationship between acceleration
performance and fuel economy. The vehicle has
• Increased efficiency oil pump and optimized oil
achieved an acceleration performance equivalent to a
pump capacity
regular 2.4-liter engine while achieving a high fuel
• Optimized piston ring tension (reduced tension)
economy level.
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Combined fuel economy (mpg) 80 Fuels & Lubricants Meeting & Exposition, Baltimore
NewVehicle 2000 (2000-01-2930)
70
'97
Previous
model ★ Good
3. K. Hirose, T. Takaoka, T. Ueda, Y. Kobayashi; “The
New High Expansion Ratio Gasoline Engine for the
model TOYOTA Hybrid System”, 975, pre-printed papers of
60
the academic lecture meeting, Society of Automotive
50 Engineers of Japan, Inc., Oct. 1997
4. H. Tada, T. Takaoka, Y. Nouno, N. Sasaki, T. Ueda;
40 “Development of the New In-line 4-cylinder 1.5L
Conventional Vehicles
Gasoline Engine for TOYOTA Hybrid System”, 981,
30 pre-printed papers of the academic lecture meeting,
2.4 L Vehicles Society of Automotive Engineers of Japan, Inc., May.
20 1998
6.0 5.5 5.0 4.5 4.0 3.5 3.0
30-50mph Acceleration time (sec)
Fig. 24 Fuel Economy and Acceleration

5. CONCLUSION

This newly developed 2ZR-FXE engine for compact

hybrid vehicles achieved significant fuel economy
compared to the previous 1NZ-FXE engine. At the same
time, this engine has achieved improvements in power
output performance and outstanding exhaust emission
levels. Improvements were a result of several design
features:

1. By selecting a 1.8-liter displacement engine and

reducing friction such as eliminating accessory drive
belt, fuel efficiency and power output at high-speed
driving were substantially improved.
2. Through coordinated control of VVT-i and EGR
systems, fuel efficiency was improved and the range
of minimum fuel consumption was expanded.
3. By adopting an electric water pump, demanded heat
management was made possible, and its
combination with the exhaust heat recirculation
system, this new system achieved 19% higher
practical fuel economy in winter compared to the
previous vehicle.

ACKNOWLEDGEMENTS

The authors wish to express gratitude to everyone inside

and outside Toyota Motor Corporation who have
contributed greatly to the development and
commercialization of this engine.

REFERENCE

1. K. Muta, M. Yamazaki, J. Tokieda; “Development of

New-Generation Hybrid System THSII - Drastic
Improvement of Power Performance and Fuel
Economy”, Society of Automotive Engineers, Annual
Congress Detroit (2004-01-0064)
2. T. Inoue, M. Kusada, H. Kanai, S. Hino, Y. Hyodo;
“Improvement of a Highly Efficient Hybrid Vehicle
and Integrating Super Low Emissions”, International