Engine Toyota 1NZ-FE

The 1.5-liter Toyota 1NZ-FE engine has been produced since 1999 at the company’s Japanese plant. The unit is placed on compact models and is equipped with a VVT-i phase regulator only at the intake. During the release, the motor received a number of updates and there are versions of 2003, 2005 and 2010.

The NZ family also includes engines: 1NZ‑FXE and 2NZ-FE.

This compact motor was developed by the Japanese branch of the company. By design, the unit strongly resembled its more voluminous counterpart with the 1ZZ-FE index: here there is an aluminum cylinder block with cast-iron liners and an open cooling jacket, an aluminum 16-valve head, a timing chain drive and a VVT-i type phase regulator at the inlet. The first version did not have hydraulic lifters and the valves periodically required adjustment.

In 2003, a slightly updated version of this motor or the so-called type 03 appeared. The unit was distinguished by the presence of hydraulic lifters, an EGR valve and a hotter thermostat. Already in 2005, the Type 05 engine with the ETCS-i electronic throttle unit was introduced. In 2010, the type 10 unit debuted and was distinguished by adaptation to more stringent eco-standards. All modifications of this engine were produced in parallel, which introduces some confusion.

Specifications

The engine was installed on:

• Toyota Allion 1 (T240), Allion 2 (T260), Auris 1 (E150), Auris 2 (E180), Corolla 9 (E120), Corolla E140, Corolla E160, Fun Cargo XP20, Porte 1 (NP10), Porte 2 (NP140), Probox 1 (XP50), Raum 2 (XZ20), Ractis 1 (XP100), Ractis 2 (XP120), Sienta 1 (XP80), Sienta 2 (XP170), Vios 1 (XP40), Vios 2 (XP90), Vios 3 (XP150), Yaris XP10, Yaris 2 (XP90), Yaris 3 (XP130);
• Scion xA XP60, xB XP30, xB E150;
• Geely CK, MK 1 (SC5);
• Great Wall Voleex C10.

Disadvantages of the 1NZ-FE engine

• The most famous problem of this series is oil consumption after 100 thousand km. There are many reasons for this: wear of valve stem seals, occurrence of piston rings, pollution of ventilation of crater gases.
• The timing drive uses a very thin roller chain with a link pitch of only 8 mm, naturally its resource is limited. Often, replacement is required even before 100 – 120 thousand km. The VVT-i system lasts a little longer and the services advise changing them at the same time.
• This unit loves good fuel and oil, otherwise it will quickly overgrow with soot. Cleaning at floating engine speeds usually begins with the throttle assembly and the ISCV valve, and if it doesn’t help, then it’s worth flushing the MAF sensor and the crankcase ventilation valve.
• All motors of this series are prone to lubrication leaks and they have plenty of weak points: oil oozes from hydraulic tensioners, valve covers or the crankshaft rear oil seal.
• Engine mounts, an oil pressure sensor, and an alternator belt are distinguished by a low resource here. And also most versions of the motor do not have hydraulic lifters.