The Toyota MZ engine family is a pistonV6 engine series. The MZ series has an aluminium engine block and aluminium alloy DOHCcylinder heads. The cylinders are lined with cast iron, and is of a closed deck design (no open space between the bores). The engine is a 60 degree V6 design. It uses multi-port fuel injection (MFI), four valves per cylinder, a one-piece cast camshaft and a cast aluminium intake manifold. The MZ family is a lightweight V6 engine of an all-aluminium design, using lighter weight parts than the heavier duty VZ block engines in an effort to lower production costs, decrease engine weight, and decrease reciprocating weight without sacrificing reliability. Toyota sought to enhance the drivability pattern of the engine (over the 3VZ) at exactly 3000rpm, since that was the typical engine speed for motors cruising on the highway. The result was less cylinder distortion coupled with the decreased weight of rotating assemblies, smoother operation at that engine speed, and increased engine efficiency.[citation needed]
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This engine has been phased out in most markets, replaced by variants of the new GR series.
1MZ-FE
Toyota 1MZ-FE engine without VVT-i
The 1MZ-FE is a 3.0L (2,994cc) dual overhead cam (DOHC) V6 engine. Bore and stroke is 87.5mm ×83mm (3.44in ×3.27in). Output is 194–201hp (145–150kW; 197–204PS) at 5200–5400rpm with 183–209lb⋅ft (248–283N⋅m) of torque at 4400rpm. Horsepower ratings dropped after the Society of Automotive Engineers implemented a new power measurement system for vehicle engines, Toyota engines rated on 87 octane dropped the most, compared to the same engines used by Lexus rated on 91 octane. It has bucket tappets and was designed for good fuel economy of 19mpg‑US (12L/100km; 23mpg‑imp) city and 25mpg‑US (9.4L/100km; 30mpg‑imp) highway without an overall performance trade-off. These engines are prone to oil gelling. Another name for the issue was "engine sludge".[1] There was a class action lawsuit due to this problem.[2] It is very important to the life of these engines that oil changes are done on a regular basis.
Toyota Racing Development offered a bolt-on TRD supercharger kit for the MY1997–2000 Camry, MY1998–2000 Sienna and MY1999–2000 Solara. Power output was bumped to 242hp (180kW; 245PS) and 242lb⋅ft (328N⋅m) of torque.
The 1MZ-FE with VVT-i is used in the Avalon, Highlander, Sienna and Camry. Output is 210hp (157kW; 213PS) at 5800rpm with 222lb⋅ft (301N⋅m) of torque at 4400rpm. Early versions of the VVT-i 1MZ used a dual throttle body, cast aluminum intake manifold, and EGR block off plates on the exhaust manifolds. Later versions used a drive-by-wire/electronic throttle control.
The 2MZ-FE is a 2.5L (2,496cc) engine replacing the 4VZ-FE as the worldwide 2.5L V6. Bore and stroke is 87.5mm ×69.2mm (3.44in ×2.72in). Output is 197hp (147kW; 200PS) at 6000rpm with torque of 180lb⋅ft (244N⋅m) at 4600rpm.
Applications:
1996-2001 Toyota Camry (Japanese, NZ and some other Non-US markets)
The 3MZ-FE is a 3.3L (3,310cc) version. Bore and stroke is 92mm ×83mm (3.62in ×3.27in). Output is 225hp (168kW; 228PS) with 240lb⋅ft (325N⋅m) of torque in the Camry and 230hp (172kW; 233PS) with 242lb⋅ft (328N⋅m) of torque in the Sienna and Highlander. It also features VVT-i, ETCS-i (Electronic Throttle Control System — intelligent/DBW), PA6 plastic intake, and increased throttle body diameter over the 1MZ. The 3MZ uses a new flat-type knock sensor, which is a departure from the typical resonator type knock sensor used on the previous MZs. Previous MZs had poor knock control, or perhaps oversensitivity when detecting knock, and power loss up to 20hp (15kW) may be realized due to erratic ignition timing when using an octane lower than 91. The new flat-type knock sensor is a completely different design and detects more frequencies than the traditional resonator type. This provides the ECU with more accurate data. A bolt goes through the center of the knock sensor, which then mates the sensor to the block on each bank.
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