[ my celica ]
[ factory specs ]
|
[ block & head ]
toyota has adopted leading-edge engine technology throughout the new celica engine, for maximum fuel efficiency, low emissions, light weight, low nvh and high performance.
features of the celica 2zz-ge engine include:
- a compact, externally ribbed all-alloy cylinder block with metal matrix composite (mmc) material cylinder walls to achieve linerless construction. the alloy block delivers maximum thermal efficiency and minimum weight.
- passage holes in the crankshaft bearing area of the block, to reduce pumping losses within the engine and hence boost performance
- a water-pump swirl chamber and the inlet passage to the pump integrated into the block, to save weight, space and complexity
- a full ladder-type crankshaft bearing cap, to maximise rigidity and reliability, and reduce noise. the full-ladder bearing cap also improves the coupling to the transaxle.
- a bearing cap with chill-fitted cast-iron inserts around the journal portions, to resist heat deformation.
- the oil-filter bracket, air conditioner compressor bracket and rear oil-seal retainer are integrated into the bearing cap to reduce the number of parts
- serpentine belt drive to the auxiliary equipment, to reduce engine length, number of parts and weight
- a fully balanced crankshaft and thin, lightweight, high-strength connecting rods to reduce reciprocating weight and friction
- a square bore and stroke relationship to boost torque (82.0 mm. x 85.0 mm.)
- flat-topped pistons with valve clearance cut-outs to achieve an 11.5:1 compression ratio. the pistons are iron and tin-coated to reduce friction.
cylinder head features
toyota celica has an all-alloy twin cam multi-valve cylinder head.
the valve seats are made by welding high-resistance material into the port, then machining a valve seat into the material. the resulting valve seat can be made thinner than a conventional shrink-fit valve seat, for improved air flow and better cooling around the valve area.
the camshaft drive is by 8mm pitch roller chain, with a lubricating oil jet and auto tensioner.
the celica engine has long straight intake ports, to further boost engine breathing.
it has narrow valve stems, to reduce intake resistance and valve-train mass.
the fuel injection nozzles are located in the inlet ports, to prevent wall wetting and fuel adhesion to the walls of the port, thereby reducing hydrocarbon emissions.
celica's compression ratio has been set at 11.5:1, for optimum combustion efficiency and power output across the revolution range.
the combustion chambers have a tapered squish design, to improve thermal efficiency and reduce the chance of engine knock (pre-ignition).
the squish angle has been shaped obliquely along the wall surface of the combustion chamber, to improve airflow, promote swirl and speed flame travel.
further features of the celica engine's top end are:
- an aluminium intake manifold with a die-cast aluminium air chamber and a resonator to optimise mid-range torque. the intake duct has a variable valve, which is closed at low engine revolutions to reduce noise.
- sequential electronic fuel injection with four-hole injector nozzles mounted in the inlet ports, for maximum fuel atomisation and reduced wall wetting
- an l-type hot-wire air flow meter for the efi, for more accurate air-flow measurement and hence more accurate fuel/air mixing
- a four-into-two-into-one extractor-type exhaust system (using a metal separator plate in the exhaust union), to boost torque
- double-walled front exhaust pipe, for maximum performance and durability, and lower emissions
- rearward-facing exhaust, which combines with the double-walled front pipe to improve catalytic converter performance and hence reduce emissions. the catalytic converter has thinner walls to further improve heat-up rate.
- a cross-flow type aluminium radiator for improved cooling, increased recyclability and reduced weight.
data & photo taken from the 2000 toyota celica press kit.