ENGINE — 1NZ-FE ENGINE
ENGINE
1NZ-FE ENGINE
JDESCRIPTION
The 1NZ-FE engine is a newly developed in-line 4-cylinder, 1.5-liter, 16-valve DOHC engine.
This engine has adopted the VVT-i (Variable Valve Timing-intelligent) system and has been developed
to realize high performance, quietness, fuel economy and clean emissions.
171EG01
171EG02
2000 ECHO (NCF 171U)
20 ENGINE — 1NZ-FE ENGINE
" Engine Specifications A
Engine Type 1NZ-FE
No. of Cyls. & Arrangement 4-Cylinder, In-line
Valve Mechanism 16-Valve DOHC, Chain Drive
Combustion Chamber Pentroof Type
Manifolds Cross-Flow
Fuel System SFI
Displacement cm3 (cu. in.) 1497 (91.3)
Bore Stroke mm (in.) 75.0 84.7 (2.95 3.33)
Compression Ratio 10.5 : 1
81 kW @ 6000 rpm
Max. Output [SAE-NET]
108 HP @ 6000 rpm
142 N·m @ 4200 rpm
Max. Torque [SAE-NET]
105 lb-ft @ 4200 rpm
Open –7_ ~ 53_ BTDC
Intake
Valve Close 52_ ~ –8_ ABDC
Timing Open 42_ BBDC
Exhaust
Close 2_ ATDC
Fuel Octane Number RON 91
Oil Grade 5W–30
" Performance Curve A
kW
90
80
N·m 70
150
Torque
140 60
130
120
Output
50
110
40
30
20
10
0
171EG03
1000 2000 3000 4000 5000 6000 7000
Engine Speed (rpm)
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 21
JFEATURES 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
Item (1) (2) (3) (4) (5)
The VVT-i system is used. f f
A long branch type stainless steel exhaust manifold is used. f f f
An offset crankshaft has been adopted. f
A cylinder block made of alminum has been adopted. f
Intake manifold made of plastic has been adopted. f
Fuel returnless system has been adopted. f
12-hole type fuel injectors have been adopted. f f
A rearward exhaust layout has been adopted to realize the early activa-
f
tion of the catalyst.
The coupling rigidity of the engine and the transaxle has been improved. f
An engine cover made of plastic has been adopted. f
The DIS (Direct Ignition System) makes ignition timing adjustment un-
f
necessary.
Quick connectors are used to connect the fuel hose with the fuel pipes. f
The oil filter is installed diagonally downward. f
A timing chain has been adopted. f
The function to detect a leakage of evaporative emissions has been changed
f
in the evaporative emission control system.
2000 ECHO (NCF 171U)
22 ENGINE — 1NZ-FE ENGINE
JENGINE PROPER
1. Cylinder Head
D The angle of the intake and exhaust valves is narrowed and set at 33.5° to permit a compact cylinder
head.
D As a result of installing the injector in the intake port of the cylinder head, the contact of the fuel against
the intake port wall has been minimized and fuel economy has been improved.
D A water jacket has been provided between the exhaust port and the spark plug boss in order to maintain
the combustion chamber wall temperature uniform, thus improving the cooling performance of the com-
bustion chamber and the area around the spark plug.
Valve Angle 33.5°
Water Jacket
171EG04
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 23
2. Cylinder Block
D A cylinder block made of aluminum alloy has been adopted to realize a significant amount of weight
reduction.
D A water pump swirl chamber and an inlet passage to the pump are provided in the cylinder block.
D The rear portion of the cylinder block has been shaped conically to improve the coupling rigidity with
the transaxle.
D Through the adoption of the offset crankshaft, the bore center has been shifted 12 mm towards the intake,
in relation to the crankshaft center. Thus, the side force when the maximum pressure is applied has been
reduced and fuel economy has been improved.
D Through the use of a thin-walled cast iron liner in the cylinder bore, a distance of 8 mm between the
bores has been realized, resulting in a compact package.
D By discontinuing the use of the rear oil seal retainer and by pressing the rear oil seal into the cylinder
block, a compact package has been realized.
Front
Exhaust Side
Crankshaft
Center 12 mm
Bore Center
8 mm
Intake Side
171EG05
3. Piston
D The top of the piston has adopted a taper squish
Taper Squish Shape
shape to improve combustion performance.
D Low-tension piston rings have been adopted to re-
duce friction and improve fuel economy and oil
consumption performance.
171EG06
2000 ECHO (NCF 171U)
24 ENGINE — 1NZ-FE ENGINE
4. Connecting Rod
D The connecting rods are made of high-strength
material for weight reduction.
D The connecting rod cap is held by plastic region
tightening bolts.
171EG07
5. Crankshaft
D The diameter and the 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.
D The crankshaft has 5 journals and 4 balance weights.
D A crankshaft position sensor rotor has been pressed into the crankshaft to realize an integrated configura-
tion.
Pin
Oil Hole
Crankshaft Position
Sensor Rotor No. 5 Journal
No. 1 Journal
Balance Weight
171EG08
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 25
JVALVE MECHANISM
1. General
D Each cylinder has 2 intake valves and 2 exhaust valves.
D The valves are directly opened and closed by 2 camshafts.
D The intake and exhaust camshafts are driven by a roller timing chain.
D The VVT-i system is used to improve fuel economy, engine performance and reduce exhaust emission.
Intake Camshaft
Timing Chain
VVT-i Controller
Exhaust Camshaft
Chain Tensioner
Chain Tension
Arm
Chain Guide 171EG09
2. Camshafts
D In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft
in order to supply engine oil to the VVT-i system.
D A VVT-i controller has been installed on the front of the intake camshaft to vary the timing of the intake
valves.
D The timing rotor is provided behind the intake camshaft to trigger the camshaft position sensor.
Exhaust Camshaft
Timing Rotor
Intake Camshaft
VVT-i Controller 171EG10
2000 ECHO (NCF 171U)
26 ENGINE — 1NZ-FE ENGINE
3. Intake and Exhaust Valve and Valve Lifter
D Valve lifters with shimless valve adjustment have been adopted for weight reduction.
The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate valve
lifters.
D Narrower valve stems have been adopted to reduce the intake and exhaust resistance and for weight
reduction.
" Specifications A mm (in.)
Item Intake Valve Exhaust Valve
Camshaft Face
30.5 (1.2) 25.5 (1.0)
Diameter
Stem Diameter 5.0 (0.20) 5.0 (0.20)
Valve Lifter
Valve
165EG12
4. Timing Chain
D A roller timing chain with an 8.0 -mm pitch has Camshaft Sprockets
been adopted to make the engine more compact.
D A material which has excellent wear resistance has
Timing
been selected for the timing chain to improve reli- Chain
ability.
D The timing chain is lubricated by engine oil from
an oil jet.
Chain
D Chain tensioner, chain tension arm and chain Tensioner
guide are established to reduce the engine noise
and friction loss. Chain Guide
Chain Tension
Arm Oil Jet
Crankshaft
Sprocket
171EG12
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 27
5. Chain Tensioner
D The chain tensioner uses a spring and oil pressure Spring
to maintain proper chain tensioner at all times.
The chain tensioner suppresses noise generated
by the chain. Plunger
D A ratchet type half-back mechanism is used.
Cam
Check Ball
Cam Spring
171EG13
6. Timing Chain Cover
D A single-piece, aluminum diecast timing chain cover that entirely seals the front portion of the cylinder
block and the cylinder head has been adopted.
D A service hole for the chain tensioner has been provided in the timing chain cover to improve serviceabili-
ty.
Service Hole for
Chain Tensioner
Oil Pump
Front View 171EG31
Back View 171EG32
2000 ECHO (NCF 171U)
28 ENGINE — 1NZ-FE ENGINE
JLUBRICATION SYSTEM
D The lubrication circuit is fully pressurized and all oil passes through an oil filter.
D A trochoid gear type oil pump, which is driven directly by the crankshaft, has been provided in the front
of the cylinder block.
D The oil filter has been installed diagonally downward from the side of the cylinder block to improve
serviceability.
171EG14
MAIN OIL HOLE
CYLINDER HEAD
CRANKSHAFT OIL JET
JOURNAL
CAMSHAFT TIMING
OIL FILTER OIL CONTROL
VALVE FILTER
RELIEF CONNECTING
VALVE ROD CHAIN
TENSIONER INTAKE EXHAUST
CAMSHAFT CAMSHAFT
OIL PUMP JOURNAL JOURNAL
OIL JET
TIMING CHAIN CAMSHAFT TIMING
OIL STRAINER OIL CONTROL VALVE
PISTON
VVT-i
OIL PAN
171EG15
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 29
JCOOLING SYSTEM
D The cooling system is a pressurized, forced-circulation type.
D A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
D The flow of the engine coolant makes a U-turn in the cylinder block to ensure a smooth flow of the
engine coolant.
From Heater
To Heater
To Radiator
From Radiator
171EG16
Water Pump
Cylinder Head
Bypass Heater Core
Passage
Cylinder Block
Water Pump
Thermostat
Radiator Throttle Body
171EG17
2000 ECHO (NCF 171U)
30 ENGINE — 1NZ-FE ENGINE
JINTAKE AND EXHAUST SYSTEM
1. Air Cleaner
A new type of non-woven fabric element has been
adopted and its shape has been optimized.
171EG18
2. Intake Manifold
D The intake manifold has been made of plastic to
reduce the weight and the amount of heat trans-
ferred from the cylinder head. As a result, it has
become possible to reduce the intake temperature
and improve the intake volumetric efficiency.
D The branches have been lengthened to optimize
the shape of the intake manifold. As a result, the
engine’s low- to mid-speed range torque and the
maximum output have been improved.
D A torque-up resonator has been provided inside
the intake manifold to improve the engine’s mid- 171EG19
speed range torque.
3. Exhaust Manifold
D A ball joint has been adopted for coupling the ex-
haust manifold to the front pipe in order to im-
prove reliability.
D The branches have been lengthened to improve
the low- to mid-speed range torque.
D A stainless steel exhaust manifold is used for
weight reduction.
171EG20
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 31
4. Mufflar
D By adopting a rearward exhaust layout and a double-wall construction for the pipe to the catalytic convert-
er, the warm-up performance of the TWC has been improved.
D A ball joint has been adopted for coupling the exhaust manifold to the exhaust pipe and the exhaust
pipe to the main muffler to achieve a simple configuration and improved reliability.
D A 2-way exhaust control system has been adopted to improve engine performance and to ensure an even
quieter operation.
Main Mufflar
Catalytic Converter Sub Mufflar
Ball Joints 171EG21
2-Way Exhaust Control System
D A 2-way exhaust control system is used. This system reduces the back pressure by opening and closing
a variable valve that is enclosed in the main muffler, thus varying the exhaust gas passage.
D The valve opens steplessly in accordance with the operating condition of the engine, thus enabling a
quieter operation at lower engine speeds, and reducing back pressure at higher engine speeds.
1) Construction
The control valve is enclosed in the main muffler. When the exhaust gas pressure overcomes the spring
pressure, the control valve opens steplessly in accordance with the exhaust gas pressure.
2) Operation
a. When Control Valve is Closed (low engine speed)
Since the pressure in the main muffler is low, the control valve is closed. Hence exhaust gas does not
pass the bypass passage, and exhaust noise is decreased by the main muffler.
b. When Control Valve is Open (middle to high engine speed)
The control valve opens more as the engine speed and the back pressure in the muffler increase. This
allows a large volume of exhaust gas to pass the bypass passage, thereby substantially decreasing the
back pressure.
Exhaust Gas
Control Valve
Control Valve Closed 171EG33 Control Valve Open 171EG34
2000 ECHO (NCF 171U)
32 ENGINE — 1NZ-FE ENGINE
Three-Way Catalytic Converter
The thickness of the ceramic walls in the TWC (Three-Way Catalytic Converter) has been made thinner
than in the previous model. By decreasing the thermal capacity in this manner, it becomes easier to heat
the catalyst and the catalyst’s exhaust cleansing perfomance is improved.
171EG22
JCHARGING SYSTEM
D Alternator S terminal is discontinued
D M terminal (Duty signal) is newly made for electric load sensing. M terminal sends generating condition
to PTC heater control and IAC.
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 33
JFUEL SYSTEM
1. Injector
A compact 12-hole type injector has been newly adopted to improve the atomization of fuel.
2. Fuel Returnless System
The new ECHO has adopted a fuel returnless system to reduce evaporative emissions. With the pressure
regulator and the fuel filter-integrated fuel pump housed inside the fuel tank, this system eliminates the
return of fuel from the engine area. This helps prevent the internal temperature of the fuel tank from rising,
and reduces evaporative emissions.
Injector
Delivery Pipe
Pulsation
Dumper
Pressure
Regulator
Fuel Fuel Tank
Filter
Fuel
Pump
171EG35
3. Quick Connector
Quick connector has been adopted to connect the fuel pipe with the fuel hose to improve serviceability.
2000 ECHO (NCF 171U)
34 ENGINE — 1NZ-FE ENGINE
4. ORVR System
The ORVR (On-Board Refueling Vapor Recovery) is a system that uses a charcoal canister, which is provided
onboard, to recover the fuel vapor that is generated during refueling. This reduces the discharge of fuel
vapor into the atmosphere.
Intake Air Chamber
Fuel Tank Over
Fill Check Valve
VSV (for EVAP) Vapor Pressure
Sensor
ECM
Vapor
Fuel Inlet
Pipe
VSV
for Canister
Closed Valve Fuel
Charcoal
Canister
171EG24
Operation
When the fuel tank cap is removed, atmosphere applies to the fuel tank over fill check valve’s chamber
A. Refueling causes the internal pressure of the fuel tank to increase, the vapor flows to the charcoal
canister while maintaining valve B pressed, thus allowing the vapor to become absorbed by the charcoal
canister. When the tank is full, valve C closes, thus shutting off the passage to the charcoal canister.
Valve B Chamber A
From Fuel Inlet Pipe
(Atmosphere)
To Charcoal Canister
Vapor
Valve C
Fuel Tank Over Fill Check Valve
148EG45
2000 ECHO (NCF 171U)
ENGINE — 1NZ-FE ENGINE 35
JIGNITION SYSTEM
1. General
A DIS (Direct Ignition System) has been adopted in the 1NZ-FE engine. The DIS improves the ignition
timing accuracy, reduces high-voltage loss, and enhances the overall reliability of the ignition system by
eliminating the distributor.
The DIS in 1NZ-FE engine is an independent ignition system which has one ignition coil for each cylinder.
ECM
Camshaft +B Ignition Coil (with Igniter)
G2
Position
Sensor
IGT1 No. 1
Cylinder
IGT2 No. 2
Crankshaft Cylinder
Position NE
Sensor
IGT3 No. 3
Cylinder
Various
Sensors IGT4 No. 4
Cylinder
IGF
165EG25
2. Ignition Coil
The DIS provides 4 ignition coils, one for each cylin-
der. The spark plug caps, which provide contact to Igniter
the spark plugs, are integrated with an ignition coil.
Also, an igniter is enclosed to simplify the system.
Iron Core Primary Coil
Secondary Coil
Plug Cap
171EG27
2000 ECHO (NCF 171U)