Some details of the 2AZ-FE engine

The 2AZ-FE has a variant 2AZ-FXE for hybrid cars.

By the way, the supercharged 2AZ-FE's found on some of the Scion tC,
are there other modifications on the engine or just added the super
charger? Would you be able to fit a supercharger on a camry, rav4 or
highlander?

On Jul 14, 11:34 pm, "Ed White" <cewhi...@> wrote:
> "Built_Well" <Built_Well_Toy...@m> wrote in message
>
> news:97101848-da38-42b3-88d7-6dcb0def23b9@s50g2000hsb..com...
>
>
>
> > Gonna write this stuff down and post it so I don't lose it. Had
> > to wade through a lot of pages to find it. The 5th Generation Camry's
> > 2AZ-FE engine (an advanced powerplant, by the way)
>
> Advanced, in what way? Lots of comparable engines from many manufacturers. I
> have a hard time thinking of any engine that requires routine valve
> adjustment as "advanced." But I guess that is also a trend these days. And
> since most people ignore the routine valve clearance checks, I guess it is
> irrelevant. I was shocked when I found out my Nissan Frontier requires valve
> adjustment. You have to love the chutzpa of the Nissan engineers. The engine
> in my Frontier requires valve adjustment only when the valve noise is
> objectionable. It is going to be damn loud before I'll spend hundreds (maybe
> thousands) to have the valves adjusted. I assume the engineers at Nissan
> (and Toyota) have designed the valve system so that the valve clearance
> increases with wear - else you run the risk of burning valves if the
> clearance goes too low (learned from sad experience on older engines).
>
> > is the same engine that was used in the '01 Highlander SUV.
> > 5th Generation Camrys cover Model Years '02 - '06.
>
> It is still used today in Camrys, RAV4s, and ?
>
>
>
> > The cylinder block is made of aluminum alloy. It uses aluminum
> > pistons, high-strength steel connecting rods and caps, forged steel
> > crankshaft, and, IIRC aluminum camshafts. The VVT-i only works
> > on the intake camshaft, not the exhaust camshaft. It varies
> > the timing of the intake valves. There are two intake valves per
> > cylinder and two exhaust valves per cylinder. Having two of
> > each increases the total port area, so more air can flow into
> > and out of the combustion chamber. As the manual's authors
> > write, "Intake and exhaust efficiency has been increased due
> > to the larger total port areas."
>
> > The cylinder head cover (not to be confused with the cylinder
> > head) is made of magnesium alloy for lighter weight. I think
> > cylinder head cover is synonymous with "valve cover," but the
> > Camry manual refers to it as the "cylinder head cover."
>
> > Since the manual doesn't mention what the cylinder head, itself,
> > is made of, I will assume iron, but just an assumption.
>
> Nope, it is aluminum.
>
> > The cylinder head gasket, used between the aluminum engine block
> > and the (iron?) cylinder head is a steel-laminate type of
> > material. Any concern about electrolysis taking place between
> > the steel-laminate and aluminum?
>
> Nope, but be sure to use the recommended coolant.
>
> > When the service and repair manual says the dry weight of the
> > engine is 267 pounds, does that include the crankcase, crank,
> > cylinder head, and valve head with camshafts--or does the
> > weight only include the engine block without crankcase
> > and cyclinder head, etc.?
>
> Everything that makes up the main engine assembly (block, pistons, heads,
> cams, etc.) but no oil or water. Probably does not include accesorries
> (alternator, starter). May or may not include intake system. Probably
> includes intake to the throttle body.
>
> > The crankshaft and camshafts are connected by a timing chain,
> > not a belt.
>
> Common practice these days. Cam belts are mostly on the way out for modern
> engines.
>
> > The oil pump is located behind the timing chain cover at the
> > front bottom of the engine, even lower than the crankshaft. The oil
> > pump has its own short section of chain that's connected to the
> > crankshaft. Couldn't tell from the picture if this is a second,
> > dedicated chain, or just part of the larger chain that ascends to
> > the camshafts.
>
> Completely separate chain (referred to as the No. 2 Chain Sub-assembly).
>
> > Double overhead cams, don't ya know (DOHC) :-)
>
> > If I had to guess, I'd say the oil pump has its own dedicated
> > short chain that's separate from the timing chain, ie., camshaft
> > chain..
>
> Correct.
>
> Ed

Is the 2AZ-FE considered a direct injection engine?

On Tue, 15 Jul 2008 06:16:02 -0700, N8N wrote:

> On Jul 15, 7:47 am, "C. E. White" <cewhi...@remove>
> wrote:
>> "Hachiroku ��ロク" <Tru...@e86.GTS> wrote in message
>>
>> newsan.2008.07.15.14.41.47.208604@e86.GTS...
>>
>>
>>
>>
>>
>> > On Mon, 14 Jul 2008 20:08:50 -0700, Built_Well wrote:
>>
>> >> The cylinder head cover (not to be confused with the cylinder
>> >> head) is made of magnesium alloy for lighter weight. I think
>> >> cylinder head cover is synonymous with "valve cover," but the
>> >> Camry manual refers to it as the "cylinder head cover."
>>
>> > Yeah, that's the valve cover...
>>
>> >> Since the manual doesn't mention what the cylinder head, itself,
>> >> is made of, I will assume iron, but just an assumption.
>>
>> > Toyotas have been using aluminum heads for as long as I can
>> > remember. My
>> > first Corolla, a '74, had an iron block and aluminum heads, which
>> > worked
>> > well for them, but was a fatal combination for certain Chevy (VEGA)
>> > models...
>>
>> Actually Vegas had aluminum blocks and cast iron heads! One of the
>> stangest combinations ever. The original Vega block was the linerless
>> aluminum type and was die case with an open top deck.

<SNIP!>

>> Ed
>
> Thanks for confirming that my memory isn't completely shot
>
> FWIW the all-aluminum engine in my 944 leaks more oil than it burns
> AFAICT. I seem to have a penchant for attracting vehicles that aren't
> known for gasket integrity
>
> Rust seems to be a common theme with cars from the mid-70s and older.
> The same neighbors that had the Vega also had a Volare wagon, the
> front fenders were rusted through in only a couple of years. My dad's
> Oldsmobile fared a little better, but it still had rusty fenders,
> possibly because of some collision repair early in its life (was
> sideswiped in a snowstorm on a windy country road by another driver
> who lost control of her car) Once the Germans started using
> galvanized body panels and that waxy undercoating the problems pretty
> much went away (my mom's Golf lasted almost 20 years in semi-rural PA
> before any significant corrosion showed up) I don't know about newer
> American cars but I would assume that they've taken similar measures.
>
> nate

And, thanks to both of you for correcting me! I knew an iron
block/aluminum head works, since Toyota did it for so long, but I had
forgotten the reversal on the Vega. Like nate said, nice little car, but
what an abortion! If chevy had gotten it right it would have been an
import fighter for sure. Looks, OK handling, etc.

The few who got the Cosworth version were the lucky ones!

C. E. White wrote:
>
> EdV wrote:
>>
>> Is the 2AZ-FE considered a direct injectin engine?
>
> No
=============

The 2AZ-FE is a direct injection engine. It does not
use a mechanical distributor, and the engine does
use a crankshaft sensor and a camshaft sensor, among
other things.

Hee hee hee. 2AZFE "an advanced powerplant?" that's a good one.
Checkout the Audi FSI 2.0T for an advanced design with a flat torque
curve from 2000-5000 RPMs.

On Jul 14, 8:08 pm, Built_Well <Built_Well_Toy...@m> wrote:
> Gonna write this stuff down and post it so I don't lose it.  Had
> to wade through a lot of pages to find it.  The 5th Generation Camry's
> 2AZ-FE engine (an advanced powerplant, by the way) is
> the same engine that was used in the '01 Highlander SUV.
> 5th Generation Camrys cover Model Years '02 - '06.

Hachiroku $B%O%A%m%/ wrote:
> On Tue, 15 Jul 2008 06:16:02 -0700, N8N wrote:
>
>> On Jul 15, 7:47 am, "C. E. White" <cewhi...@remove>
>> wrote:
>>> "Hachiroku ��ロク" <Tru...@e86.GTS> wrote in message
>>>
>>> newsan.2008.07.15.14.41.47.208604@e86.GTS...
>>>
>>>
>>>
>>>
>>>
>>>> On Mon, 14 Jul 2008 20:08:50 -0700, Built_Well wrote:
>>>>> The cylinder head cover (not to be confused with the cylinder
>>>>> head) is made of magnesium alloy for lighter weight. I think
>>>>> cylinder head cover is synonymous with "valve cover," but the
>>>>> Camry manual refers to it as the "cylinder head cover."
>>>> Yeah, that's the valve cover...
>>>>> Since the manual doesn't mention what the cylinder head, itself,
>>>>> is made of, I will assume iron, but just an assumption.
>>>> Toyotas have been using aluminum heads for as long as I can
>>>> remember. My
>>>> first Corolla, a '74, had an iron block and aluminum heads, which
>>>> worked
>>>> well for them, but was a fatal combination for certain Chevy (VEGA)
>>>> models...
>>> Actually Vegas had aluminum blocks and cast iron heads! One of the
>>> stangest combinations ever. The original Vega block was the linerless
>>> aluminum type and was die case with an open top deck.
>
> <SNIP!>
>
>>> Ed
>> Thanks for confirming that my memory isn't completely shot
>>
>> FWIW the all-aluminum engine in my 944 leaks more oil than it burns
>> AFAICT. I seem to have a penchant for attracting vehicles that aren't
>> known for gasket integrity
>>
>> Rust seems to be a common theme with cars from the mid-70s and older.
>> The same neighbors that had the Vega also had a Volare wagon, the
>> front fenders were rusted through in only a couple of years. My dad's
>> Oldsmobile fared a little better, but it still had rusty fenders,
>> possibly because of some collision repair early in its life (was
>> sideswiped in a snowstorm on a windy country road by another driver
>> who lost control of her car) Once the Germans started using
>> galvanized body panels and that waxy undercoating the problems pretty
>> much went away (my mom's Golf lasted almost 20 years in semi-rural PA
>> before any significant corrosion showed up) I don't know about newer
>> American cars but I would assume that they've taken similar measures.
>>
>> nate
>
>
> And, thanks to both of you for correcting me! I knew an iron
> block/aluminum head works, since Toyota did it for so long, but I had
> forgotten the reversal on the Vega. Like nate said, nice little car, but
> what an abortion! If chevy had gotten it right it would have been an
> import fighter for sure. Looks, OK handling, etc.
>
> The few who got the Cosworth version were the lucky ones!
>
>

Considering that the Vega was an imported design (Opel) It wasn't a bad
car. Between my uncles and closer family we owned about 8 of them (and
more than a couple Monzas as well). The later Durabilt engines with the
steel liners held up pretty well. The front subframe to body plates is
the place to look for real rot on them. If it's gone walk away unless
the rest of the body is mint.
--
Steve W.
Near Cooperstown, New York

Using only half a set of variable valve timing (VVT) saves money.

Some manufacturers use it on the intake side, some on the exhaust
side. If VVT is used on the exhaust side then the engine should have
NO EGR valve. The timing will allow the exhaust gas to be sucked back
into the cylinder. So that's one advantage for exhaust side VVT.

Of course, real luxury car engines would have VVT on both intake and
exhaust. Not only that, for instance, accelerator pedals on some newer
BMWs use CONTINUOUSLY VARIABLE VALVE LIFT to control acceleration!
(What throttle valve?) That's another reason why I say Toyota Lexus
isn't worth the money unless you like the dolled-up look, which really
is fine.

On Jul 14, 8:08 pm, Built_Well <Built_Well_Toy...@m> wrote:
> The VVT-i only works
> on the intake camshaft, not the exhaust camshaft.  It varies
> the timing of the intake valves.  There are two intake valves per
> cylinder and two exhaust valves per cylinder.  Having two of
> each increases the total port area, so more air can flow into
> and out of the combustion chamber.  As the manual's authors
> write, "Intake and exhaust efficiency has been increased due
> to the larger total port areas."

On Jul 15, 10:58 pm, Nate Nagel <njna...@roosters.net> wrote:
> Built_Well wrote:
> > C. E. White wrote:
>
> >> EdV wrote:
>
> >>> Is the 2AZ-FE considered a direct injectin engine?
>
> >>No
>
> > =============
>
> > The 2AZ-FE is a direct injection engine. It does not
> > use a mechanical distributor, and the engine does
> > use a crankshaft sensor and a camshaft sensor, among
> > other things.
>
> "direct injection" typically refers to a very high pressure fuel
> injection system that injects fuel directly into the combustion chamber
> rather than into the intake runner or a throttle body.
>
So its like a turbo charger? how is the pressure of the fuel
increased? and the pressure is increased when the liquid fuel is
already in vapor stage right? Isn't it necessary to cool down the
temperature of the high pressure vapor fuel before directly injecting
them into the combustion chamber.. like the purpose of an intercooler
for a turbo system. thanks!

On Jul 15, 11:57 pm, johngd...@m wrote:
> Hee hee hee. 2AZFE "an advanced powerplant?" that's a good one.
> Checkout the Audi FSI 2.0T for an advanced design with a flat torque
> curve from 2000-5000 RPMs.
>
IIRC, The flat torque is because of the CVT transmission design and
not the engine. I could be wrong.
..

On Jul 16, 12:43 pm, EdV <systme...@m> wrote:
> On Jul 15, 11:57 pm, johngd...@m wrote:> Hee hee hee. 2AZFE "an advanced powerplant?" that's a good one.
> > Checkout the Audi FSI 2.0T for an advanced design with a flat torque
> > curve from 2000-5000 RPMs.
>
> IIRC, The flat torque is because of the CVT transmission design and
> not the engine. I could be wrong.
> .

The old 1.8T had an essentially flat torque curve over the same rev
range and was only available with conventional transmissions. I
wasn't aware that Audi had a CVT yet, although I have missed stuff
before. I thought their new high end transmission was the dual-clutch
deal?

nate