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Toyota MZ engine#1MZ-FE

{{More citations needed|date=October 2017}}

{{Infobox automobile engine

|name=Toyota MZ engine

|image=1MZFE-engine.jpg

|manufacturer=Toyota Motor Corporation

|production=1993–2014

|configuration=V6

|predecessor=Toyota VZ engine

|successor=Toyota GR engine

|caption=1MZ-FE engine in a Toyota Windom

|supercharger=TRD (some versions)

|block=Aluminium alloy

|head=Aluminium alloy

|valvetrain=DOHC 4 valves x cyl.

|displacement={{convert|2496|cc|L|1|abbr=on|disp=flip}}
{{convert|2994|cc|L|1|abbr=on|disp=flip}}
{{convert|3310|cc|L|1|abbr=on|disp=flip}}

|bore={{convert|87.5|mm|2|abbr=on}}
{{convert|92|mm|2|abbr=on}}

|stroke={{convert|83|mm|2|abbr=on}}
{{convert|69.2|mm|2|abbr=on}}

|fueltype=Gasoline

|fuelsystem=Multi-port fuel injection

|coolingsystem=Water cooled

|power={{convert|194-242|hp|kW PS|0|abbr=on}}

|torque={{convert|180-242|lbft|Nm|0|abbr=on}}

}}

The Toyota MZ engine family is a piston V6 engine series. It was Toyota's second V6 engine after the VZ engine family, of which the MZ series succeeded it.

The MZ family is a lightweight V6 engine of an all-aluminium design, using lightweight parts than the previous heavy-duty VZ block engines in an effort to lower production costs and decrease engine and reciprocating weight without sacrificing reliability. Toyota sought to enhance the drivability pattern of the engine (over the 3VZ-FE) at exactly 3000 rpm, 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|date=May 2016}}

The MZ series has an aluminium engine block and aluminium alloy DOHC cylinder 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.

This engine has been phased out in most markets, replaced by variants of the then-new GR series.

==1MZ-FE==

File:1999Camry1mzfev6engine.jpg

The 1MZ-FE is a {{convert|2994|cc|L|1|abbr=on|disp=flip}} dual overhead cam (DOHC) V6 engine, replacing the 3VZ-FE as the standard 3.0 L V6 engine in North America and later worldwide. Bore and stroke is {{convert|87.5x83|mm|2|abbr=on}}. Output is {{convert|194-201|hp|kW PS|0|abbr=on}} at 5200–5400 rpm with {{convert|183–209|lbft|0|abbr=on}} of torque at 4400 rpm. Horsepower ratings dropped after the Society of Automotive Engineers (SAE) 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 {{convert|19|mpgus|abbr=on}} city and {{convert|25|mpgus|abbr=on}} highway without an overall performance trade-off.

Toyota Racing Development offered a factory supported bolt-on supercharger kit for the MY1997–2000 Camry, MY1998–2000 Sienna and MY1999–2000 Solara in North America. Power output was bumped to {{convert|242|hp|kW PS|0|abbr=on}} and {{convert|242|lbft|0|abbr=on}} of torque.

The 1MZ-FE was on Ward's 10 Best Engines list for 1996.{{Cite web|url=http://subscribers.wardsintelligence.com/datasheet/wards-10-best-engines-winners-1995-2012|title=Ward's 10 Best Engines Winners, 1995-2012|last=|first=|date=Jan 2012|website=Wards Intelligence|publisher=Ward's|access-date=}}

Applications:

Beginning in 1998, VVT-i was added. This increased the output to {{convert|210|hp|kW PS|0|abbr=on}} at 5800 rpm and {{convert|222|lbft|Nm|0|abbr=on}} of torque at 4400 rpm. It was used on later models of the Avalon, Sienna and Camry. Early versions of the 1MZ-FE with VVT-i used a dual throttle body while later versions used a drive by wire system (or electronic throttle control). It also contains an EGR block off plate on the exhaust manifolds.

Applications:

=Excessive oil consumption issues=

These engines are notorious for excess oil consumption, otherwise known as "oil gelling" or "engine sludge".{{Cite web|url=http://www.consumerreports.org/cro/cars/car-parts-and-accessories/engine-sludge/index.htm|title=The black death of sludge|last=|first=|date=February 2014|website=Consumers Reports|publisher=Consumers union|access-date=September 12, 2016}} This is caused by several factors, including problems with the engine's PCV system, worn-off parts, or a bad or leaking valve cover gasket. This allowed oil to leak into the engine bay, with symptoms ranging from blue-grey smoke, bad spark plugs and sludge buildup in cylinder bank 2, to low compression on the second cylinder. This issue is widespread in many 1MZ engines produced, especially in later models, and as such affected many vehicles that used this engine in their configurations. It is very important to the life of these engines that oil changes should be done on a regular basis.{{cite web|url=https://www.valvolineglobal.com/en-eur/what-is-engine-sludge/|title=What Is Engine Sludge and How It Can Destroy Your Vehicle?|website=Valvoline™ Global E|access-date=23 March 2025}} A class action lawsuit was filed because of this problem.{{cite web |url=http://oilgelsettlement.com/summary_notice.pdf |title=Archived copy |website=oilgelsettlement.com |access-date=12 January 2022 |archive-url=https://web.archive.org/web/20070118062627/http://oilgelsettlement.com/summary_notice.pdf |archive-date=18 January 2007 |url-status=dead}} This particular issue remains a significant concern for 1MZ engines of that era.

2MZ-FE

File:Engine-2mzfe.jpg

The 2MZ-FE is a {{convert|2496|cc|L|1|abbr=on|disp=flip}} V6 engine, replacing the 4VZ-FE as the worldwide 2.5 L V6 engine. Bore and stroke is {{convert|87.5x69.2|mm|2|abbr=on}}. Output is {{Convert|197|hp|kW PS|0|abbr=on}} at 6000 rpm with torque of {{convert|180|lbft|Nm|0|abbr=on}} at 4600 rpm.

Applications:

3MZ-FE

File:3MZ-FE in 2004 Lexus ES330.jpg

The 3MZ-FE is a {{convert|3310|cc|L|1|abbr=on|disp=flip}} version. Bore and stroke is {{convert|92x83|mm|2|abbr=on}}. Output is {{Convert|225|hp|kW PS|0|abbr=on}} with {{convert|240|lbft|Nm|0|abbr=on}} of torque in the Camry and {{Convert|230|hp|kW PS|0|abbr=on}} with {{convert|242|lbft|Nm|0|abbr=on}} 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 {{convert|20|hp|abbr=on}} 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.

Applications:

See also

{{commons category|Toyota MZ engines}}

References

{{Reflist}}

{{DEFAULTSORT:Toyota Mz Engine}}

MZ

Category:V6 engines

Category:Gasoline engines by model