Toyota 2ZR-FE: Everything You Need To Know

The 2ZR-FE engine was placed in the center of the ZR family’s power range, between the 1ZR and 3ZR engines. This 1.8-liter four-cylinder gasoline engine debuted in 2007 and quickly established itself as a viable alternative to the 1ZZ-FE. Depending on the car type, Toyota manufactures a variety of 2ZR versions.

What are Toyota 2ZR-FE Engines? 

The 2ZR-FE was a four-cylinder, 1.8-liter petrol engine from Toyota’s ‘ZR’ engine family. The aluminum alloy cylinder block and head, offset crankshaft, double overhead camshafts, four valves per cylinder controlled by roller rocker arms, and dual VVT-i were all key elements of the 2ZR-FE engine. The 2ZR-FE engine, unlike the 2AZ-FAE, did not include Toyota’s ‘Valvematic’ variable intake valve lift system. 

The 2ZR-FE engine replaced Toyota’s 1ZZ-FE engine in numerous related vehicles.

There are four iterations of this engine, and each of them holds on its own. Meaning these iterations have updates received upon their release. Still, the core elements of a ZR engine are still ingrained in these iterations.

If you are not so familiar with the ZR engines, the gasoline-engine-family Toyota ZR engines debuted in 2007. It has a DOHC 16-valve cylinder head and a 4-cylinder die-cast block. Engine displacement is either 1.6, 1.8, or 2.0 liters. 

The dual VVT-i technology, which improves both intake and exhaust valve timing, is standard on most engines in this class. This engine family is also the first to have Toyota’s Valvematic technology, which debuted in 2007 on the Noah and Voxy and later in 2009 on the European Avensis.

Engine Specifications and Design: 

  • Production Run: 2007 – Present
  • Cylinder Head Material: Aluminum
  • Cylinder Block Material: Aluminum
  • Configuration: Inline 4
  • Bore: 80.5 mm
  • Stroke: 88.3 mm
  • Valvetrain: DOHC four valves per cylinder
  • Displacement: 1.8 L (1798 cc)
  • Compression Ratio: 10.0 for 2ZR-FE, 10.5 for 2ZR-FAE, and 13.0 for 2ZR-FXE
  • Weight: 214 lbs.
  • Maximum HP: 148 HP at 5,200 – 6,600 RPM
  • Maximum Torque: 129 lb-ft at 3,600 – 4,400 RPM

Cylinder Block

The Toyota 2ZR engine was built on a die-cast aluminum alloy block with an 80.5 mm cylinder bore and an 88.3 mm piston stroke. Further, across all the Toyota 2ZR engines, is an equal spacing of 7 mm between its cylinder bores for compact proportions. 

The 2ZR-FE engine used spiny-type cast iron liners with big uneven surfaces on the casting exteriors to improve adhesion between the liners and the aluminum cylinder block, improving its performance on heat dissipation, decreasing cylinder bore heat deformation, and lowering operating temperature. 

The 2ZR engine had an oil separator within the cylinder block’s blowby gas path, which separated engine oil from the blowby gas to decrease oil deterioration and consumption.

Stock Internals 

There were five journals and eight balancing weights on the crankshaft. The crankshaft was moved 8 mm to the intake side of the bore center to minimize the stresses on the cylinder walls. The big-end crankshaft bearings’ lining surface was also micro-grooved to enhance oil clearance, improve cold-cranking performance, and minimize vibration. 

Steel connecting rods and plastic area tightening bolts were used in the 2ZR-FE engine to save weight. The connecting rod bearing’s lining surface was micro-grooved, just like the crankshaft bearings.

Aluminum alloy pistons with fully floating-type piston pins were used in the engine. In addition, low tension piston rings and resin-coated piston skirts are also utilized to minimize friction. 

The top piston ring’s groove had a strong anodizing treatment for abrasion resistance, while the compression ring had an inner bevel form to prevent blowby gas and a Physical Vapor Deposition coating (PVD) for wear resistance. 

The piston oil jets in the 2ZR-FE cylinder block were for cooling and lubrication, and these jets included a check ball to prevent oil from being supplied when oil pressure was low.

Cylinder Head

The aluminum cylinder head was installed atop a triple-layer metal type cylinder head gasket with the oil supply line was built into the die-cast aluminum cylinder head cover to lubricate the roller rocker arm’s moving components. 

Also equipped in the engine is a timing chain and two overhead camshafts in which roller rocker arms operate the valves. Hydraulic lash adjusters are used in the valvetrain to maintain a constant zero valve clearance. Moreover, the diameter of the intake valve is 31.9 mm, while the diameter of the exhaust valve is 27.4 mm. The Dual VVT-I technology on the 2ZR engine allows for variable intake and exhaust timing.

Fuel Management

The Toyota 2ZR engine used sequential fuel injection with long-nozzle, 12-hole injectors. The 2ZR engine also used pentroof style combustion chambers, with taper squish regions around the circle of the chambers on both the cylinder head and the piston crown to increase intake efficiency and anti-knocking performance. 

Toyota employed the use of other technologies such as their own DIS (Direct Ignition System), which consisted of one ignition coil per cylinder. The ECM determined ignition timing based on sensor inputs and altered it according to banging with Toyota’s Electronic Spark Advance (ESA).

Intake and Exhaust

The Toyota 2ZE engine used a plastic intake to minimize bulk heat transmission coming from the cylinder head. The engine also featured a linkless throttle body and Toyota’s “Electronic Throttle Control System – intelligent” (ETCS-i), which adjusted throttle valve opening based on accelerator pedal exertion and engine condition. Mesh was utilized between the throttle body and the intake manifold to enhance air movement within the intake manifold. 

The vertical, Siamese-style intake ports of the 2ZR-FE engine increased intake efficiency while reducing the overall surface area of the intake port walls.

The stainless steel exhaust manifold of the 2ZR-FE engine included two integrated three-way catalytic converters. The exhaust manifold was connected to the front exhaust pipe using ball joints, and the front pipe was connected to the tailpipe with ball joints also. 


The Toyota 2ZR-FE is a 1.8-liter DOHC 16-valve engine with Dual VVT-i. 

In most applications, this new engine now replaces the 1ZZ-FE engine. Output for this engine is listed at 138 HP at 6000 rpm and 127.5 lb-ft of torque at 4400 rpm for the Corolla, Matrix, and Vibe, and 128 HP and 126 lb-ft of torque for the Scion xD.

Applications of Toyota 2ZR-FE Engine: 

  • 2007 – 2009 Toyota Allion
  • 2007 – 2009 Toyota Premio
  • Toyota Corolla
  • JDM Toyota Corolla Axio/Felder
  • Toyota Corolla Hatchback
  • Toyota Corolla Cross
  • Toyota Auris
  • Toyota Yaris T-Sport
  • Toyota Matrix/Pontiac Vibe USDM (North America Only)
  • Toyota Yaris GRMN
  • Junpai D60
  • Lotus Elise with supercharger
  • Scion xD


The Valvematic system is used in the Toyota 2ZR-FAE, which is a DOHC, 16-valve, 1.8 L engine. In most applications, this all-new engine gradually replaced the 1ZZ-FED and 2ZR-FE engines. 

This iteration produces 139–148 HP and 126–129 lb-ft of torque in various configurations. Redline is at 6600 rpm, with a compression ratio of 10.5:1. Depending on the use, the engine uses 5–10% less gasoline than the 2ZR-FE.

Toyota released an exclusive variant of the 2ZR-FAE in 2016 for the Taiwanese version of the Toyota Sienta. This variant, unlike the original 2ZR-FAE, was built by simply adding the Valvematic system to the ordinary 2ZR-FE engine used in the Toyota Corolla Altis marketed there, resulting in total output of 138 hp at 6200 rpm and peak torque of 127 lb-ft at 4000 rpm.

Applications of Toyota 2ZR-FAE Engine:

  • Toyota Avensis
  • Toyota Auris
  • 2014 – 2019 Toyota Corolla LE Eco and XLE Trims from 2019 to present
  • 2019 – Present JDM Toyota Corolla Sedan
  • 2019 – Present JDM Corolla Touring
  • JDM Toyota Corolla Rumion
  • 2014 – Present China Toyota Levin
  • JDM Toyota iSt
  • Toyota Verso
  • Toyota Wish
  • 2010 – Present Toyota Allion
  • 2010 – Present Toyota Premio
  • 2016 Scion iM
  • 2017 – 2018 Toyota Corolla iM
  • 2016 – Present Taiwan Toyota Sienta
  • JDM Toyota Corolla Cross


The Toyota 2ZR-FBE is a flex-fuel variant of the Toyota 2ZR-FE, which features a DOHC, 16-valve, 1.8 L engine with Dual VVT-i and Valvematic. This engine produces 141 HP at 6000 rpm and 131 lb-ft of torque at 4000 rpm.

Applications of Toyota 2ZR-FBE Engine:

  • 2012 – 2013 Toyota Corolla Altis
  • Toyota Corolla 
  • 2018 – 2021 Thailand Toyota C-HR
  • 2019 – Present Toyota Corolla Altis
  • Toyota Corolla Cross


The Toyota 2ZR-FXE is a 1.8 L Atkinson cycle variation of the 2ZR-FE. It has the same bore and stroke as the 2ZR-FE but has a higher compression ratio of 13.0:1 and a delayed inlet valve closure. As a result, the engine’s effective expansion is larger than its compression. 

The engine produces 98 HP and 105 lb-ft of torque when combined with electric motor/generators in the hybrid drive system; the engine and electric motors together provide 134 HP and 153 lb-ft of torque. Thermal efficiency peaks at 38.5 percent.

The 2016 Toyota Prius produces 95 horsepower HP at 5200 rpm and 105 lb-ft of torque at 3600 rpm, or 71 HP and 120 lb-ft of torque when partnered with electric motor/generators in the hybrid drive system; the engine and electric motors together create up to 121 hp. The maximum thermal efficiency is around 40%.

Applications of Toyota 2ZR-FXE Engine: 

  • 2011 – 2018 Toyota Auris
  • 2016 – Present Toyota C-HR
  • 2018 – Present Toyota Corolla
  • 2018 – 2020 Toyota Auris
  • 2019 – Present Toyota Levin
  • 2020 – Present Suzuki Swace
  • 2020 – Present Toyota Corolla Cross
  • 2014 – Present Toyota Noah/Voxy R80
  • Toyota Prius
  • Toyota Prius Plug-in Hybrid/Prime
  • 2012 Toyota Prius V
  • 2011 – Present Lexus CT 

Engine Tuning, Potential, and Upgrades

Turbokits developed out by Harrett, such as the Garrett GT2871R, are specially designed for 2ZR. They come with a complete set including turbocharger, intercooler, and manifold as well as all pipings required to run it efficiently as well as blow off valves which helps maintain boost pressure by preventing backflow at higher RPMs when you need more power.

You only need to buy turbo kits that fit your specific vehicle type – just like an exhaust system would be fitted onto its respective car. With this arrangement, you’ll be able to generate 200 HP at a pressure of 7 psi.

Further, if you want to achieve more than 350 horsepower, then the only thing that will help is forged pistons and increased boost pressure. You can purchase forged pistons that increase compression ratio up to 12-13% fitted with reinforced connecting rods, which will give your engine greater reliability as well. On top of that, install a 3-inch performance exhaust system and bolt-on 800 cc injectors. 

Problems Surrounding Toyota 2ZR Engines: 

Toyota’s ZR engine series included the company’s most sophisticated technology for naturally aspirated engines. All of these had a detrimental impact on dependability. The engine has a number of minor flaws that detract from the overall image. Some of these issues include: 

1. Excessive Oil Consumption

Owners frequently mention significant oil use. For engines in their early years of manufacture, progressive oil consumption is usual. Oil leaks are not uncommon, and they generally originate from an oil filter or behind the timing chain cover. To address the problem, use motor oil with a viscosity of W30. 

If it doesn’t work and the 2ZR continues to consume a lot of oil, the engine cylinder compression should be checked. There must be an issue with the valve stem seals and piston rings in the engine.

2. Engine Noise

The engine is often loud. The timing chain or chain tensioner may be to blame for increased noise. After 100,000 miles, the timing chain becomes stretched out. Aside from that, the alternator belt might whistle and produce noise. Examine it and, if required, replace it.

In addition, the water pump has a short lifespan (40,000 miles). The pump normally begins to leak or make noise before it dies. So, maybe if the timing chain or tensioner is not the culprit, it might be the pump. 

3. Valvematic Issues

Despite its undeniable contribution to fuel economy and efficiency, Toyota’s Valvematic system in 3ZR-FAE engines is yet another source of frustration. Any issue with it necessitates the replacement of a Valvematic unit, which is rather costly.

4. Floating RPM

The dirt soon covers the intake manifold, resulting in floating rpm. If you acquired a car with a lot of miles on it, cleaning the intake manifold and throttle body is important. 


The Toyota 2ZR engine is perfect for those who want a fun yet reliable ride. The powerful engine and smooth transmission make it easy to merge into highway traffic without difficulty but can still keep up with most other cars on your commute – if not all of them. With its reliable components, this engine can last more than 200,00 miles. However, there are issues surrounding that corrupt the reputation of the engine, and that is the excessive oil consumption. So, always make sure that your engine is regularly checked and maintained to prevent this from happening. 

2 thoughts on “Toyota 2ZR-FE: Everything You Need To Know”

  1. Hello. Thanks for the info provided, especially for the 8 mm cylinders crankshaft offset I was not able to find. What is missing to me, it is the distance of the bearing holes of connecting rod. If you know it add it to some of the chapters above or just to reply me. Thanks for the help.
    (Currently waiting, in next few days, for brand new Corolla 210, 2022, Hybrid 1.8L from Burnaston, Great Britain.) I would like to do some calculations about engine and some consideratioins about break-in period. No doubt that it is the most important period in the engine life.
    Thanks for your help.
    Best regards
    Ladislav Pechal, A.K.A. Ladjik, CZ

  2. Hi
    In what year did Toyota start putting the 2ZR-FAE engine into the Corolla,
    Did the Toyota 2ZR-FE engine have VVT


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