2ZZ-GE Engine

2ZZ-GE Engine

Information on the Toyota 2ZZ-GE engine







General Information

Cylinders
4
Displacement
1795 cc / 109.6 ci
Firing Order
1,3,4,2


The 2ZZ-GE engine is a high performance development based on the economy-biased 1ZZ-GE.  Compression was raised from 10.0:1 to 11.5:1 and a variable life system was added.



Sensor Information

Crank/Cam Sensor

This engine uses a Crank Position Sensor and a Cam Position Sensor.  The crank sensor tooth pattern has 36 teeth with a 2-tooth missing gap and is a common pattern to all Toyota engines with VVTi with the trigger wheel incorporated with the crank timing gear.  With it is paired a 3-tooth cam trigger also common to all Toyota engine with VVTi


2ZZ Crank Trigger







Crank Sensor

A Reluctor crank position sensor is used.




Reluctor Wiring
Colour
Description
Haltech Connection (Trigger 4-core)
Red
Reluctor +
Yellow
White
Reluctor -
Green




Cam Sensor

A Reluctor cam sensor is used.


Reluctor Wiring
Pin
Description
Haltech Connection (Home 4-core)
1
Reluctor +
Yellow
2
Reluctor -
Green




Trigger Configuration



   
   













Ignition Coils

The 2ZZ-GE engine has coil-on-plug direct fire ignition.  The ignition coils feature an internal igniter.  These coils can be wired directly to the ECU. 




Pin
Description
Haltech Connection
1
12V+ Switched
---
2
IGF (Fault Signal)
---
3
ECU Signal
Ignition Output
4
Ground to Cylinder Head
---



Dwell Time












Throttle Position Sensor

This engine uses a cable operated throttle body with a position sensor.


Pin
Function
Haltech Wiring
1
Ground
Signal Ground (Black/White)
2
Signal
Any Spare AVI (AVI 10 White)
3
Power
5V+ (Orange)








MAP Sensor

These engines do not come with a MAP sensor.
Use the internal MAP sensor that comes with your ECU.  For higher boost levels an external MAP sensor should be used instead, connected to a spare AVI.












Variable Cams

The 2ZZ-GE engine was one of the first engines to use continuously variable cam timing which Toyota call VVTi (Variable Valve Timing with Intelligence), and a switched variable lift system which Toyota call VVTL.  Combined they call it VVTL-i.

The VVT-i system varies the inlet valve timing in the same was as all variable cam timing systems. The Cam Control function is used for this, with the cam sensor selected as the Home and any spare output except ignition outputs can be used.

The VVTL system varies the lift and is switched on above 6000rpm. The Cam Control Switched function is used for this and any spare output except ignition outputs can be used.  Toyota does not enable this function in the OEM ECU until the coolant temperature exceeds 60C.




For accurate engine tuning an Elite 1500 or 2500 should be used.  The Fuel and Ignition Base as well as the Intake Cam Target tables should be mapped over 4D versus Cam Control Switched State (0=Off and 1=On).









Idle Valve

This engine uses a 3-pin (Bypass Air Control) Valve. Only one pin is duty controlled by the ECU via 1x outputs. Even though it has 3x pins it should be configured in the software as a 2-pin BAC Valve.
When unplugged it will move to a 50% open state, causing a high idle.

3-pin BAC Wiring
Pin
Function
Haltech Connection
1
Open Signal
Spare Output
2
Power
12V+ Switched
3
Ground Close Signal
Engine Ground










Coolant Temperature

A conventional 2-pin Coolant Temperature Sensor is used on these engines.

Wiring is not polarity sensitive
Pin
Haltech Connection
1
Any Spare AVI*
2
Signal Ground
An AVI with a selectable Pullup should be used.  If not and external 1k pullup to 5V should be connected.

Calibration: Use "Temperature - xxxxxxx.cal"
Created for Haltech ECUs using a 1k pullup to 5V








Air Temp

The inlet air temperature sensor is incorporated in the MAF Sensor.  See the MAF sensor section for wiring information.











Knock Sensor

Early models use a single wire resonant sensor.  Later models from around 2002 switched to a donut style non-resonant sensor.  The later style should be used with the Haltech ECU, with the earlier type being unreliable and not as useful for tuning.  Toyota reports the knock frequency to be around 7.1 to 7.6 kHz

Early



Late











MAF Sensor

Although most users of Haltech ECUs will be deleting the MAF, it is possible to use a MAF if you prefer.



Pin
Description
Haltech Connection
1
12V+ Switched
12V+ (Grey/Red)
2
Signal Ground
Signal Ground (Black/White)
3
MAF Signal
Any Spare AVI
4
Air Temperature Signal
Any Spare AVI with pullup enabled
5
Signal Ground
Signal Ground (Black/White)










O2 Sensors

The 2ZZ engine comes with a 4-wire Narrow Band O2 Sensor.  Although it can be used for feedback for cruising and idling it is not suitable for tuning of the engine. 


For correct operation a Haltech WB2 kit is highly recommended for this application, with the provided 4.9 sensors replacing the pre-cat sensors.   Sensors use a 22mm socket or spanner to remove and replace.










Vehicle Speed Sensor

This engine uses a Hall Effect Vehicle Speed sensor that is connected to the instruments. The cluster then sends the signal to the ECU.  










Injector Data

Flow

Injector flow is approximately 310 cc/minute.


Dead Time

When an injector is commanded to open for a certain amount of time, the dead time is the amount of time the injector is not actually open during this period.  It covers the time to energise the solenoid and begin to open and the time to close as well.  There are also transient periods during which the injector is opening and closing where fuel flow is not at full capacity so this lost peak flow period is also taken into account.  

Dead time data is not available at this time for the 2ZZ-GE.












OEM ECU Information






ECU Pinout









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