2.

New Features
 6 NEW FEATURES—2TZ–FZE ENGINE

NEW FEATURES

2TZ–FZE ENGINE
 DESCRIPTION
The newly developed 2TZ–FZE engine is an in–line, 4–cylinder, 2.4–liter, 16–valve DOHC engine with a
supercharger and charge air cooler [intercooler].
Although its basic construction and operation are the same as those in the 2TZ–FE engine of the current Previa, the
Roots–type supercharger adopted by this engine offers increased power output, low fuel consumption, and high
reliability. The supercharger is included in a separated accessory drive system.
Features which distinguish the 2TZ–FZE engine from the 2TZ–FE engine will be explained in this section.
 NEW FEATURES—2TZ–FZE ENGINE 7

 ENGINE SPECIFICATIONS AND PERFORMANCE CURVE

Engine Type
2TZ FZE
2TZ–FZE 2TZ FE
2TZ–FE
Item
No. of Cyls. & Arrangement 4–Cylinder, In–line ←
16–Valve DOHC,
Valve Mechanism ←
Chain & Gear Drive
Combustion Chamber Pentroof Type ←
Manifold Cross–Flow ←
Fuel System MFI*1 [EFI] ←
Displacement cm3 (cu. in.) 2438 (148.8) ←
Bore x Stroke mm (in.) 95.0 x 86.0 (3.74 x 3.39) ←
Compression Ratio 8.9 : 1 9.3 : 1
120 kW @ 5000 rpm 103 kW @ 5000 rpm
Max. Output [SAE–NET]
(161 HP @ 5000 rpm) (138 HP @ 5000 rpm)
272 N.m @ 3600 rpm 209 N.m @ 4000 rpm
Max. Torque [SAE–NET]
(201 ft.lbf @ 3600 rpm) (154 ft.lbf @ 4000 rpm)
Open 0° BTDC 10° BTDC
Intake
Close 46° ABDC 44° ABDC
Valve Timing
Open 46° BBDC 40° BBDC
Exhaust
Close 0° ATDC 6° ATDC
Fuel Octane Number RON 91 or Higher ←
API SG, SH, EC–II,
Oil Grade API SG, EC–II or Better
ILSAC*2 or Better
*1: MFI (Multiport Fuel Injection)
*2: ILSAC (International Lubricant Standardization and Approval Committee)

The above specifications and performance curves use premium unleaded gasoline (96 RON).
 8 NEW FEATURES—2TZ–FZE ENGINE

 FEATURES OF 2TZ–FZE ENGINE

Features of the 2TZ–FZE engine are listed below.

Features Contents
 Higher power output and torque through the use of a Roots–type supercharger.
 Air–cooled type charge air cooler [intercooler] to lower the intake air temperature.
 Step motor type supercharger bypass valve to optimize the supercharger flow.
High Performance
and Economy
 Piston with reduced friction.
 Valve timing to improve fuel economy.
 Hot–wire type mass air flow meter for accurate intake air volume measurement.
 2–group injection type MFI* [EFI] system.
 Air cleaner and resonator of the supercharger outlet duct which reduce intake air
Low Noise and noise.
Vibration
 Large capacity muffler.
 Exhaust valve seat with exceptional wear resistance.
 Cylinder head gasket with excellent sealing performance.
Good Serviceability  Piston made of squeeze cast aluminum alloy with high temperature strength.
and High Reliability  Oil jets for cooling the piston have been added.
 Supercharger is included in the separated accessory drive system.
 Diagnosis system which conforms to OBD–II.

*: MFI (Multiport Fuel Injection)

 ENGINE PROPER
1. Cylinder Head Gasket
Wire rings placed inside the bore grommets enables the cylinder head gasket to withstand the high combustion
pressure and heat caused by supercharging.
This further enhances pressure resistance, sealing performance, and reliability of the cylinder head gasket.
 NEW FEATURES—2TZ–FZE ENGINE 9

2. Piston
 Squeeze cast aluminum alloy with good
high–temperature resistance is used.

 The friction between the piston and cylinder has

been reduced. The piston skirt area has been
shortened to make the piston lighter.

 The piston skirt area has been coated with resin

for decreased friction characteristics.

3. Crankshaft
The crankshaft of the 2TZ–FZE engine is the same as that of the 2TZ–FE engine. However, the cylinder block journals
and the crankshaft upper side bearings have been provided with oil grooves and holes which increase the volume of
oil supplied to the crankshaft in order to further improve its reliability.

 VALVE MECHANISM
1. General
The valve mechanism of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the valve timing has been revised to best suit the 2TZ–FZE engine.

2. Valve Timing
The overlap between the closing of the exhaust valve and the opening of the intake valve has been set to 0°. This
prevents the intake air–fuel mixture compressed by the supercharger from being expelled to the exhaust side and thus
improves the fuel efficiency of the engine.

Specifications
Engine Type
2TZ FZE
2TZ–FZE 2TZ FE
2TZ–FE
Valve Timing
Open 0° BTDC 10° BTDC
Intake
Close 46° ABDC 44° ABDC
Open 46° BBDC 40° BBDC
Exhaust
Close 0° ATDC 6° ATDC
10 NEW FEATURES—2TZ–FZE ENGINE

 LUBRICATION SYSTEM
1. General
The lubrication system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the cylinder block is provided with oil jets to help cool the piston. In conjunction with this change, the oil
pump capacity and discharge rate have been increased.
 NEW FEATURES—2TZ–FZE ENGINE 11

2. Oil Jets (for Piston)

In the cylinder block, an oil jet is provided for each
cylinder. As the oil pressure rises in accordance
with the increase in engine speed, the oil at the main
oil hole overcomes the check valve. This allows the
oil jet to spray oil into the piston interior from the
direction of the connecting rod to cool the piston.

 INTAKE AND EXHAUST SYSTEM

1. General
The intake system of the 2TZ–FZE engine is as follows:

2. Air Cleaner
 A mass air flow meter is directly attached to a
large–capacity air cleaner to increase the intake
air efficiency.

 A side branch type resonator is used to reduce

intake air noise.
12 NEW FEATURES—2TZ–FZE ENGINE

3. Throttle Body
The throttle body of the 2TZ–FZE engine is the same as that of the 2TZ–FE engine, except the following areas:
 In conjunction with the increase in the intake air volume because of the addition of the supercharger, the inner
diameter of the throttle body has been enlarged and the throttle body positioned at the front of the vehicle,
downstream from the mass air flow meter.

 The TVV [BVSV] has been discontinued along with the change in the EGR system.
4. Outlet Duct
To reduce intake air noise, the supercharger outlet
duct with an integrated resonator has been
developed using lightweight and compact
aluminum.

5. Intake Air Tube No. 1 and No. 2

No. 1 and No. 2 intake air tubes made of molded resin, which feature lightweigt and pressure resistant performance,
are used on the inlet and outlet sides of the charge air cooler [intercooler], respectivly.
In order to reduce the intake air noise, the tube shape has been optimally designed and cushions have been provided
at the the locations where the tubes mount onto the body.

6. Intake Air Hose

The intake air hose with internal wire support offers
excellent pressure resistance. Also, the wall
thickness of the hose has been optimally designed
to reduce the intake air noise.
 NEW FEATURES—2TZ–FZE ENGINE 13

7. Intake Manifold
The intake manifold of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the path of the EGR gas has been partially changed in accordance with the changes in the EGR system.

8. Exhaust Manifold
A stainless steel (SUS) dual exhaust manifold with optimally designed shape, length, and width has been adopted
to increase the exhaust gas efficiency and to reduce weight.

9. Exhaust Pipe
 The exhaust pipe diameter has been enlarged to increase the exhaust gas efficiency.
 A high–capacity muffler is used to suppress exhaust noise.
 The 2 catalytic converters are monolithic type three–way catalytic converters.
14 NEW FEATURES—2TZ–FZE ENGINE

 SUPERCHARGER SYSTEM
1. General
The supercharger is a device which increases the engine power output by introducing compressed air into the
cylinders.
On the 2TZ–FZE engine, the drive power of the crankshaft, via the separate accessory drive shaft, is transmitted
through a V–ribbed belt to the supercharger. This produces an excellent power response and generates high torque
even in the low rpm ranges.
In accordance with the running condition of the engine, the signals from the ECM* [engine ECU] control the
operation of the magnetic clutch, supercharger bypass valve, and ACV (Air Control Valve).
This supercharger system has the same basic construction and operation as in the 4A–GZE engine in the previous
MR2 (AW11 series). For details, see the ’88 Model New Car Features (Pub. No. NCF024U), pages 38 to 45.

System Diagram

*: ECM (Engine Control Module)

 NEW FEATURES—2TZ–FZE ENGINE 15

2. Supercharger
The supercharger of the 2TZ–FZE engine has the same basic construction and operation as in the 4A–GZE engine
in the previous MR2.
However, a large capacity supercharger has been adopted to accommodate the larger cylinder displacement.

Specifications

Engine Type
2TZ FZE
2TZ–FZE 4A GZE
4A–GZE
Item
Ideal Discharge
1.42 1.20
Rate (1/rev)
10.5 kg 10.8 kg
Weight
(25.4 lb.) (23.8 lb.)
Pulley
1.4 1.21
Efficiency
130 cm3
Oil Capacity (4.40 fl. oz.) ←

Toyota
Supercharger
Type of Oil ←
Oil or
Equivalent

3. Supercharger Bypass Valve

The supercharger discharge rate is regulated by a
step motor type bypass valve which controls the
amount of air that bypasses the supercharger.
The step motor type supercharger bypass valve
consists of a step motor, which is under direct
control of the ECM* [engine ECU], and a valve that
is driven by gears. In accordance with the running
condition of the engine, the ECM* [engine ECU]
controls the step motor to regulate the amount of
intake air to bypass and thus optimize the
supercharger discharge rate.
Compared to the 4A–GZE engine which uses a
vacuum type supercharger bypass valve, the present
2TZ–FZE engine with the step motor type
supercharger bypass valve can produce torque that
is more linear in relation to the throttle opening
angle.
*: ECM (Engine Control Module)
16 NEW FEATURES—2TZ–FZE ENGINE

4. ACV (Air Control Valve)

In accordance with the signals received from the
ECM* [engine ECU], the ACV brings the pressure
at the front and rear bearings closer to the
atmospheric pressure. This prevents the bearing
grease and oil from leaking out due to pressure
fluctuation inside the supercharger housing.
The ACV of the 2TZ–FZE engine has the same
operation as in the 4A–GZE engine in the previous
MR2.
*: ECM (Engine Control Module)

5. Charge Air Cooler [Intercooler]

An air cooled type charge air cooler [intercooler]
has been provided in the front part of the left front
wheel housing.
To cool the intake air discharged by the supercharger,
the charge air cooler [intercooler] uses the cool air
introduced by the inlet duct located at the bottom of
the bumper. This lowers the intake air temperature and
increases the engine’s power output.
 NEW FEATURES—2TZ–FZE ENGINE 17

 SEPARATED ACCESSORY DRIVE SYSTEM

1. General
The separated accessory drive system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the supercharger and the V–ribbed belt which drives the supercharger are included as part of the accessory
parts (which consists of the cooling fan, generator [alternator], power steering pump and air conditioning
compressor), and their locations have been changed.

 IGNITION SYSTEM
1. General
The ignition system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the G pick–up coil is built into the distributor, and detects the camshaft angle signal [G signal]. The
crankshaft position sensor is mounted on the timing chain case, and detects the engine speed and the crankshaft angle
signals [Ne signal].
For the operation of the crankshaft position sensor, see the ’93 1/2 Toyota Supra New Car Features (Pub. No.
NCF096U), page 109.
18 NEW FEATURES—2TZ–FZE ENGINE

 ENGINE CONTROL SYSTEM

1. General
The engine control system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the 2TZ–FZE engine uses the 2–group type MFI*1 [EFI], in which the ECM*2 [engine ECU] controls the
supercharger system, and uses a diagnosis system which conforms to OBD–II.
Comparison of the engine control system between the 2TZ–FZE engine and 2TZ–FE engine is as follows:

System Outline 2TZ–FZE 2TZ–FE

MFI An L–type MFI [EFI] system directly detects the intake
 —
((Multiport
p Fuel air volume with a hot–wire type mass air flow meter.
Injection)
j i ) An L–type MFI [EFI] system directly detects the intake
[EFI] — 
air volume with a vane type volume air flow meter.
The fuel injection system is a 2–group type, each of which
 —
injects 2 cylinders simultaneously.
The fuel injection system is an all cylinders simultaneous
— 
 Page 23 injection type.
When the coolant temperature is low, the injection dura-
Cold Start
tion of the cold start injector is controlled by the ECM*2 — 
Injector
[engine ECU] and start injector time switch.
ESA Ignition timing is determined by the ECM*2 [engine ECU]
(Electronic Spark based on signals from various sensors. Corrects ignition  
Advance)) timing in response to engine knocking.
Torque control correction during gear shifting has been
 —
 Page 23 used to minimize the shift shock.
IAC
A rotary solenoid type IAC [ISC] valve controls the fast
(Idle Air Control)  
idle and idle speeds.
[ISC]  Page 24
Supercharger ECM*2 [engine ECU] controls the operation of the mag-
Control netic clutch, supercharger bypass valve and ACV (Air  —
 Page 24 Control Valve) in the supercharger system.
In hot engine conditions, the fuel pressure is increased to
Fuel Pressure Control — 
improve restartability.
Fuel Pump The fuel pump operates at 2 different speeds to reduce
Control electrical power loss and improve the restartability in hot  —
 Page 25 engine conditions.
Maintains the temperature of the oxygen sensors at an
Oxygen Sensor
appropriate level to increase accuracy of detection of the  
Heated Control
oxygen concentration in the exhaust gas.

*1: MFI (Multiport Fuel Injection)

*2: ECM (Engine Control Module)
 NEW FEATURES—2TZ–FZE ENGINE 19

System Outline 2TZ–FZE 2TZ–FE

EGR Cut–Off The ECM*2 [engine ECU] controls the VSV of the EGR
Control according to the engine condition to maintain drivability  —
 Page 25 of the vehicle and durability of the EGR components.
Air Conditioning ECM*2 [engine ECU] controls the air conditioning
Control compressor ON or OFF in accordance with the engine  —
condition.
The ECM*2 [engine ECU] transmits the air conditioning
cut–off signal to the air conditioning amplifier in — 
 Page 25 accordance with the engine condition.
Evaporative The ECM*2 [engine ECU] controls the purge flow of
Emission Control evaporative emissions (HC) in the charcoal canister in  —
 Page 25 accordance with engine conditions.
The ECM*2 [engine ECU] senses the oil level in the
Engine Oil Auto oil pan through signals from the engine oil level sensor.
 
Feeder Control It runs the motor to supply oil when the oil level is low,
thus keeping the oil level constant.
When the ECM*2 [engine ECU] detects a malfunction, the
Diagnosis
ECM*2 [engine ECU] diagnoses and memorizes the failed  
section.
The diagnosis system complies with OBD–II.
The diagnosis items (the failed sections) are discriminated
 —
by connecting the Toyota hand–held tester to the newly
 Page 25 designed data link connector 3.

Fail–Safe When the ECM*2 [engine ECU] detects a malfunction, the

ECM*2 [engine ECU] stops or controls the engine  
 Page 26 according to the data already stored in memory.

*2: ECM (Engine Control Module)

20 NEW FEATURES—2TZ–FZE ENGINE

2. Construction
The configuration of the engine control system can be broadly divided into 3 groups: the ECM*1 [engine ECU], the
sensors and the actuators, as shown in the following chart.
Shaded portions are different from the 2TZ–FE engine.
 NEW FEATURES—2TZ–FZE ENGINE 21

3. Engine Control System Diagram

22 NEW FEATURES—2TZ–FZE ENGINE

4. Layout of Components
 NEW FEATURES—2TZ–FZE ENGINE 23

5. Main Components of Engine Control System

General
The following table compares the main components of the 2TZ–FZE engine and 2TZ–FE engine.

Engine Type
2TZ FZE
2TZ–FZE 2TZ FE
2TZ–FE
Components
Mass Air Flow Meter Hot–Wire Type —
Volume Air Flow Meter — Vane Type
Camshaft
1 Pick–Up Coil, 1 Tooth 2 Pick–Up Coils, 1 Tooth
Position Sensor
Distributor
Crankshaft
— 1 Pick–Up Coil, 24 Teeth
Position Sensor
Crankshaft Position Sensor 1 Pick–Up Coil, 34 Teeth —
Throttle Position Sensor Linear Type ←
Knock Sensor Built–In Piezoelectric Type ←
Heated Oxygen Sensor
←
Oxygen Sensor (Bank 1 Sensor 1)
Heated Oxygen Sensor Oxygen Sensor
(Bank 1 Sensor 2) (Bank 1 Sensor 2)
Injector Side–Feed Type ←
IAC* [ISC] Valve Rotary Solenoid Type ←
*: IAC (Idle Air Control)
Mass Air Flow Meter
The hot–wire type mass air flow meter is designed for direct electrical measurement of the intake air mass flow. It
has the following features:

 Compact and lightweight

 Ability to measure a wide intake air mass flow
 Superior response and measuring accuracy
 Having no mechanical functions, it offers superior durability.
For details of the principle and operation of the hot–wire type mass air flow meter, see the ’93 1/2 Toyota Supra New
Car Features (Pub. No. NCF096U), page 106.

6. MFI (Multiport Fuel Injection) [EFI]

The MFI [EFI] system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine. However, the fuel
injection pattern has changed from the simultaneous injection type to the 2–group injection type. For details, see the
’92 Camry New Car Features (Pub. No. NCF077U), page 50.
7. ESA (Electronic Spark Advance)
The ESA system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine. However, torque control
compensation during gear shifting has been added.
For details, see the ’90 Celica New Car Features (Pub. No. NCF056U), page 86.
24 NEW FEATURES—2TZ–FZE ENGINE

8. IAC (Idle Air Control) [ISC]

The IAC [ISC] system of the 2TZ–FZE engine is basically the same as that of the 2TZ–FE engine.
However, the 2TZ–FZE engine uses an electrical load estimate correction function. The ECM* [engine ECU]
performs electrical load estimate correction in accordance with the signals received from the taillight system, rear
window defogger system, blower relay No. 2 and stop light switch.
This correction helps prevent sudden drops in idle speed during the initial load of those electrical components.Also,
the signals from the air conditioning pressure switch and power steering switch have been included in the relevant
signals for the target idle speed control for better engine speed change estimate control.

Target Idle Speed

Park/Neutral Position Switch Air Conditioning Air Conditioning Power Steering Engine Speed
[Neutral Start Switch] Switch Pressure Switch Switch (rpm)
OFF 650
OFF —
ON 750
OFF 650
OFF OFF
ON 750
ON
OFF 700
ON
ON 750
OFF — 750
ON OFF ON or OFF 800
ON
ON 900

9. Supercharger Control
Magnetic Clutch Control
The supercharger does not operate during low engine load conditions. During acceleration and high engine load
conditions, the ECM* [engine ECU] outputs signals which turn on the magnetic clutch relay and engage the magnetic
clutch to operate the supercharger.
Supercharger Bypass Valve Control
In accordance with the engine speed, throttle opening angle, and other signals, the ECM* [engine ECU] controls the
step motor of the supercharger bypass valve to produce linear torque without fluctuations.
ACV (Air Control Valve) Control
When the engine is started, engine load is low, or engine speed is high, the ECM* [engine ECU] outputs signals to
turn on the ACV. The ACV applies atmospheric air pressure to the front and rear bearings of the supercharger to
prevent bearing grease and oil from leaking out due to pressure fluctuations.
*: ECM (Engine Control Module)
 NEW FEATURES—2TZ–FZE ENGINE 25

10.Fuel Pump Control

In accordance with signals received from the ECM* [engine ECU], the fuel pump relay controls the fuel pump to
operate at 2 different speeds by switching the fuel pump resistors.
During idle or low engine load conditions, the fuel pump operates at low speed to reduce electric power loss. During
high speed or high engine load conditions, the fuel pump operates at high speed to stabilize the fuel supply.
Furthermore, this system operates the fuel pump at high speed during starting to improve restartability by maintaining
the proper fuel pressure and preventing fuel vapor lock from occurring.

11.EGR Cut–Off Control

In the 2TZ–FE engine the TVV [BVSV] is used to cut off EGR. In the 2TZ–FZE engine, however, the ECM* [engine
ECU] outputs signals to the VSV in accordance with the condition of the engine, and cuts off EGR to maintain the
drivability of the vehicle and enhance the durability of the EGR components.
12.Air Conditioning Control
In order for the ECM* [engine ECU] to directly control the magnetic clutch, it also possesses the functions of air
conditioning compressor delay control and air conditioning compressor cut–off during acceleration. The basic
operation is the same as that of the 2JZ–GE engine. For details, see the ’93 1/2 Toyota Supra New Car Features (Pub.
No. NCF096U), page 69.
13.Evaporative Emission Control
The evaporative emission control is a system which controls the duty–cycle VSV to draw the evaporative emissions
into the intake air chamber and mix them in with the intake air.
The ECM* [engine ECU] controls the VSV to purge evaporative emissions from the charcoal canister.
For details, see the ’93 1/2 Toyota Supra New Car Features (Pub. No. NCF096U), page 70.
14.Diagnosis
The diagnosis system of the 2TZ–FZE engine complies with OBD–II. For OBD–II requirements, see ’94 Toyota
Model New Car Features (Pub. No. NCF099U), page 2. For details of the following items, refer to the ’94 Previa
Repair Manual Supplement (Pub. No. RM382U).

Item Contents
Data Link Connector Data Link Connector 3 added for OBD–II.
Perform by connecting the Toyota hand–held tester to Data Link
Diagnostic Trouble Code Check Method
Connector 3.
Diagnostic Trouble Code —
ECM* [Engine ECU] Memory Items Freezed frame data added.
*: ECM (Engine Control Module)
26 NEW FEATURES—2TZ–FZE ENGINE

15.Fail–Safe
The fail–safe functions of the 2TZ–FZE engine are as follows:

Circuit with Abnormal Signals Fail–Safe Function

Fixed values (standard values) based on the condition of the STA
Mass Air Flow Meter Signal (VG) signal and IDL contacts are used for the fuel injection duration and
the ignition timing (5° BTDC), making engine operation possible.
Engine Coolant Temp. Sensor Fixed value (standard value) is used: 80°C (176°F) for engine
[Water Temp. Sensor] Signal (THW) coolant temp.
Fixed value (standard value) is used: 20°C (68°F) for intake air
Intake Air Temp. Signal (THA)
temp.
Throttle Position Sensor Signal (VTA) A fixed value of 0° throttle valve opening angle is used.
 Knock Sensor Signal (KNK)
The corrective retard angle value is set to the maximum value.
 Knock Control System
Ignition Confirmation Signal (IGF) Fuel injection is stopped.

 EMISSION CONTROL SYSTEM

1. System Purpose

System Abbreviation Purpose

Positive crankcase ventilation PCV Reduces blow–by gas (HC)
Evaporative emission control EVAP Reduces evaporative HC
Exhaust gas recirculation EGR Reduces NOx
Three–way catalytic converter TWC Reduces HC, CO and NOx
Multiport fuel injection MFI [EFI] Regulates all engine conditions for
[Electronic fuel injection] reduction of exhaust emission

2. Components Layout and Schematic Drawing

For details of the components layout and schematic drawing, refer to the ’94 Previa Repair Manual Supplement
(Pub. No. RM382U).