Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
AllAllarticles
articles
The priority in the creation and production of new small-displacement series belonged
to Daihatsu department, but NR are most known as engines of Toyota models.
First engine of the series - 1NR-FE - introduced in 2008 for European market. It
immediately replaced outdated 4ZZ-FE and then gradually supplanted 2NZ-FE and
2SZ-FE from Japanese market.
In 2010-11, simplified 2NR and 3NR for emergency markets appeared. In 2014-15, -
FKE versions were introduced, working by Miller cycle (1.5 partially replaced 1NZ-FE).
Since 2015, the turbocharged 8NR-FTS has been produced.
Displacement, Compression
Engine Bore x Stroke, mm Output, hp Torque, Nm RON Sys Market
cm3 ratio
1NR-FE 1329 72.5 x 80.5 11.5 99 / 6000 132 / 3800 95 EFI EEC
1NR-FE 1329 72.5 x 80.5 11.5 95 / 6000 119 / 4000 91 EFI JIS
1NR-FBE 1329 72.5 x 80.5 - 88-98 / 5600 123-128 / 4000 91 EFI Bra
1NR-FKE 1329 72.5 x 80.5 13.5 99 / 6000 121 / 4400 91 EFI JIS
1NR-VE 1329 72.5 x 80.5 - 95 / 6000 120 / 4200 - EFI -
2NR-FE 1496 72.5 x 90.6 10.5 90 / 5600 132 / 3000 - EFI Ind
2NR-VE 1496 72.5 x 90.6 - 104 / 6000 139 / 4200 - EFI -
2NR-FBE 1496 72.5 x 90.6 - 102-107 / 5600 140-144 / 4000 91 EFI Bra
2NR-FKE 1496 72.5 x 90.6 13.5 109 / 6000 136 / 4400 91 EFI JIS
3NR-FE 1197 72.5 x 72.5 10.5 80 / 5600 104 / 3100 - EFI Ind
3NR-FE 1197 72.5 x 72.5 11.5 86 / 6000 108 / 4000 - EFI -
4NR-FE 1329 72.5 x 80.5 11.5 99 / 6000 123 / 4200 - EFI CHN
5NR-FE 1496 72.5 x 90.6 11.5 107 / 6000 140 / 4200 - EFI CHN
6NR-FE 1329 72.5 x 80.5 11.5 99 / 6000 123 / 4200 - EFI CHN
7NR-FE 1496 72.5 x 90.6 11.5 107 / 6000 140 / 4200 - EFI CHN
8NR-FTS 1197 71.5 x 74.5 10.0 115 / 5200 185 / 1500-4000 91/95 D-4T JIS/EEC
9NR-FTS 1197 71.5 x 74.5 10.0 115 / 5200 185 / 1500-4000 - D-4T CHN
* engine dry weight: 1NR-FE - 89 kg, 2NR-FKE - 86 kg.
1NR-FE (1.3 EFI DVVT) - basic motor - transverse layout, multi-point injection, variable valve timing for
both camshafts. Application: Toyota Auris 150..180, Corolla 150..180, Corolla Axio 160, iQ 10, Passo 30,
Porte/Spade 140, Probox/Succeed 160, Ractis 120, Urban Cruiser, Verso-S, Vitz 130, Yaris 130; Daihatsu
Boon, Charade; Subaru Trezia; Aston Martin Cygnet.
1NR-FKE (1.3 EFI DVVT-iE) - multi-point injection, VVT-iE and Miller cycle operation mode. Application:
Toyota Ractis 120, Vitz 130; Subaru Trezia.
1NR-FBE (1.3 EFI) type'12 - multi-point injection, without variable valve timing and lash adjusters. Flex-
fuel (ethanol) simplified version for Brasilian market. Application: Toyota Etios.
1NR-FBE (1.3 EFI DVVT) type'16 - multi-point injection, variable valve timing for both camshafts. Flex-fuel
(ethanol) version for Brasilian market. Application: Toyota Etios, Yaris.
1NR-VE (1.3 EFI DVVT) - multi-point injection, variable valve timing for both camshafts. Daihatsu version
for their own models. Application: Toyota Avanza 650; Daihatsu Xenia, Sirion; Perodua Bezza, Myvi.
2NR-FE (1.5 EFI) type'10 - multi-point injection, without variable valve timing and lash adjusters.
Simplified version for Indian market. Application: Toyota Etios/Etios Cross.
2NR-FE (1.5 EFI DVVT) type'16 - multi-point injection, variable valve timing for both camshafts. Version for
emergency market. Application: Toyota Etios/Etios Cross, Sienta, Vios, Yaris.
2NR-FBE (1.5 EFI) type'12 - multi-point injection, without variable valve timing and lash adjusters. Flex-
fuel (ethanol) simplified version for Brasilian market. Application: Toyota Etios.
2NR-FBE (1.5 EFI DVVT) type'16 - multi-point injection, variable valve timing for both camshafts. Flex-fuel
(ethanol) version for Brasilian market. Application: Toyota Etios, Yaris.
2NR-VE (1.5 EFI DVVT) type'13 - multi-point injection, variable valve timing for both camshafts. Daihatsu
version for their own models. Application: Toyota Avanza 650; Perodua Aruz, Myvi.
2NR-FKE (1.5 EFI DVVT-iE) - multi-point injection, VVT-iE and Miller cycle operation mode. Application:
Toyota Corolla Axio 160, Corolla Fielder 160, Porte/Spade 140, Sienta 170; Mitsuoka Ryugi.
3NR-FE (1.2 EFI) type'10 - multi-point injection, without variable valve timing and lash adjusters.
Simplified version for Indian market. Application: Toyota Etios Liva/Cross.
3NR-FE (1.2 EFI DVVT) type'13 - multi-point injection, variable valve timing for both camshafts.
Application: Toyota Yaris 150.
3NR-VE (1.2 EFI DVVT) - multi-point injection, variable valve timing for both camshafts. Daihatsu version
for their own models. Application: Toyota Agya/Wigo, Calya; Daihatsu Ayla, Sigra.
4NR-FE (1.3 EFI DVVT) - analogue of 1NR-FE for Chinese market. Application: Toyota Vios 150 CHN.
5NR-FE (1.5 EFI DVVT) - analogue of 2NR-VE for Chinese market. Application: Toyota Vios 150 CHN.
6NR-FE (1.3 EFI DVVT) - analogue of 1NR-FE for Chinese market. Application: Toyota Yaris 150 CHN.
7NR-FE (1.5 EFI DVVT) - analogue of 2NR-VE for Chinese market. Application: Toyota Yaris 150 CHN.
8NR-FTS (1.2 D-4T DVVT-iW) - direct injection, turbocharged, VVT-iW and Miller cycle operation mode.
Application: Toyota Corolla/Auris 180, Corolla 210, C-HR.
9NR-FTS (1.2 D-4T DVVT-iW) - analogue of 8NR-FTS for Chinese market. Application: Toyota Levin
180...210 CHN.
Engine mechanical
The cylinder block - aluminum "open deck" with thin cast iron liners. The liners are
fused into block and their special rough outer surface promotes strong connection. The
wall thickness between the cylinders 7 mm only, no overhaul with reboring provided by
manufacturer.
The axis of the crankshaft has been shifted by 8 mm relative to the cylinder axis lines
(offset or "desaxage"), thus reducing the lateral component of the force exerted by the
piston to the cylinder wall, reducing wear.
There is the spacer in the water jacket installed, it allows more intensive coolant
circulation near the top of the cylinder, which improves heat dissipation and helps to
more evenly thermally load.
The crankshaft has 4 balance weights, narrowed journals and individual main bearing
caps.
Pistons - alloy, compact T-shaped in projection, with cutted skirt. The groove for the
upper compression ring is anodized, the edge of the upper compression ring and oil
scraper have anti-wear PVD coating. A big drawback - piston pins are non full-floating,
but press-fitted into the connecting rod. Note: for 1NR..2NR engines, Toyota officially
prohibits the reuse of pistons, connecting rods and piston pins if they were
disassembled.
The camshafts are installed in a separate housing, which mounted on the cylinder head
- it simplifies the design and manufacturing technology of cylinder head.
There are hydraulic lash adjusters and roller rockers in the valvetrain mechanism.
"Indian" motors have old-style adjusting tappets.
The head cover is made of plastic and provided with oil delivery pipe for the rockers
lubrication.
Timing drive - 16-valve DOHC, driven by single-row roller chain (pitch 8 mm) with
hydraulic tensioner.
1 - chain vibration damper, 2 - chain tensioner, 3 - chain tension arm, 4 - crankshaft timing sprocket, 5 - timing chain
guide, 6 - chain
VVT actuators both on the inlet and outlet camshafts are installed (DVVT - Dual
Variable Valve Timing). Timing variations range - 50° for intake and 45° for exhaust.
1 - VVT controller (intake), 2 - chain vibration damper, 3 - VVT controller (exhaust), 4 - intake camshaft, 5 - exhaust
camshaft, 6 - valve rocker arm, 7 - valve lash adjuster, 8 - valve, 9 - exhaust valve, 10 - intake valve, 11 - timing chain
guide, 12 - chain tension arm, 13 - chain tensioner
The water pump and oil pump are installed in cast timing chain cover.
Lubrication
1 - VVT controller (intake), 2 - VVT control valve (intake), 3 - VVT controller (exhaust), 4 - VVT control valve (exhaust), 5 -
oil pump, 6 - oil filter, 7 - oil strainer, 8 - oil nozzle, 9 - oil check valve
Oil nozzles that lubricate and cool the pistons are provided.
The oil filter is mounted vertically under the engine. The collapsible filter with
replaceable cartridges are used.
1 - oil filter case, 2 - element, 3 - o-ring, 4 - filter cap, 5 - drain plug, 6 - drain pipe
Cooling
Cooling system is classic: pump drive by outer side of serpentine belt, "cold" (80-84°C)
mechanical thermostat, heated throttle body.
1 - water pump, 2 - EGR valve, 3 - throttle body, 4 - thermostat. a - to radiator, b - from radiator, c - from heater radiator, d
- to heater radiator, e - from exhaust heat recirculation system, f - to exhaust heat recirculation system
1 - chain cover, 2 - water pump, 3 - volute chamber, 4 - pump pulley, 5 - pump body, 6 - rotor, 7 - shaft, 8 - bearing
Versions for cold climate area are equipped with coolant heater (by exhaust gases). In
the central pipe the valve actuator with the thermostat is integrated: after cold starting
gases pass through the heat exchanger, then as the valve opens and the heating gases
already flow to the exhaust.
Engine is equipped with separate fan motor control unit, which allows to adjust fan
speed depending on the coolant temperature, refrigerant pressure, vehicle speed and
engine speed.
Plastic intake manifold mounted at bulkhead side, steel exhaust manifold - at front
side.
1,2 - heat insulator, 3,4 - gasket, 5 - EGR pipe, 6 - air fuel ratio sensor, 7 - exhaust manifold converter
PCV system. 1 - ventilation valve, 2 - ventilation hose, 3 - ventilation hose 2, 4 - air cleaner case, 5 - throttle body, 6 -
crankcase.
Control system
1 - VVT control valve (intake), 2 - VVT control valve (exhaust), 3 - ignition coil, 4 - camshaft position sensor (exhaust), 5 -
air fuel ratio sensor, 6 - crankshaft position sensor, 7 - coolant temperature sensor, 8 - knock sensor, 9 - EGR valve, 10 -
throttle body, 11 - fuel injector, 12 - camshaft position sensor (intake), 13 - vacuum sensor
- Mass air flow sensor (MAF) - "hot wire" type, combined with the intake temperature
sensor..
- Manifold pressure sensor (MAP) was installed in Euro 5 modifications..
- Throttle valve - fully electronically controlled (ETCS): DC motor, dual-channel non-
contact position sensor (Hall effect) ETCS performs some functions of traction control
(TRC) and stabilization (VSC).
1 - canister, 2 - fuel pump, 3 - fuel filter, 4 - pressure regulator, 5 - fuel level gauge sensor.
Electrical
Ignition system - DIS-4 (separate coil for each cylinder). Spark plugs - thin "iridium"
SG20HR11 with long threaded portion, hex 14 mm.
There are a few new features in starting system. Semi-automatic starting - it is enough
to turn the key to START and release, after which the control system automatically
keeps the starter on until the engine start. When the stop-start system is active, the
control remembers cycle phase for each cylinder after engine stall, so at re-start the
fuel and spark are supplied the cylinder which is able to join in the work immediately.
1 - generator pulley, 2 - belt tensioner, 3 - water pump pulley, 4 - crankshaft pulley, 5 - compressor pulley
• Variable valve timing system VVT-iE - electrical controller for intake and traditional
hydraulic VVT controller for exhaust - see "Toyota Variable Valve Timing. VVT-iE
(gen.II)".
1 - VVT-iE timing gear, 2 - VVT controller (exhaust), 3 - intake camshaft, 4 - exhaust camshaft
b - DLC coating Diamond Like Carbon, c - chrome plating, e - resin coating, f - nitride treatment, g - DLC coating
1 - water pump, 2 - water inlet with thermostat, 3 - throttle body, 4 - transmission oil cooler, 5 - EGR cooler, 6 - EGR valve.
a - to radiator, b - from radiator, c - from heater radiator, d - to heater radiator
1 - VVT controller (exhaust), 2 - VVT control valve (exhaust), 3 - oil delivery pipe, 4 - valve lash adjuster, 5 - oil nozzle, 6 -
oil filter, 7 - oil pump
• Exhaust gas cooler is installed between the exhaust manifold and the cylinder head
(to protect the catalyst).
• A whole EGR module has been installed, that includes control valve, cooler and a gas
dispenser that uniformly feeds them into the channels of the intake manifold.
1 - EGR pipe, 2 - EGR cooler, 3 - EGR valve. a - to intake manifold, b - from exhaust manifold, d - water passage
1 - ignition coil, 2 - camshaft position sensor (intake), 3 - throttle body, 4 - coolant temperature sensor, 5 - camshaft
position sensor (exhaust), 6 - EGR valve, 7 - fuel injector, 8 - VVT control valve (exhaust), 9 - VVT-iE controller (intake),
10 - crankshaft position sensor, 11 - knock sensor, 12 - VSV, 13 - vacuum sensor
• Fuel delivery pipe - steel-stamped; its walls themselves serve as a damper for fuel
pressure pulsations.
Engine mechanical
1 - cylinder block, 2 - thermostat (block), 3 - cylinder bore. a - water passage, b - rib, c - oil separate chamber 1, d - knock
sensor boss, f - water jacket, g - breather hole, i - liner, j - bore honing.
1 - piston, 2 - anti-friction ring carrier, 3 - upper compression ring, 4 - lower compression ring, 5 - oil ring, 6 - expander. a -
combustion chamber, b - polymer coating, c - compression height, e - PVD coating, f - chrome coating.
1 - camshaft bearing cap, 2 - camshaft housing, 3 - cylinder head. c - water jacket (2-stage), d - intake port.
1 - intake camshaft sprocket, 2 - exhaust camshaft sprocket, 3 - VVT-i solenoid, 4 - VVT-iW solenoid, 5 - exhaust
camshaft, 6 - vacuum pump, 7 - intake camshaft, 8 - fuel pump driving cam, 9 - high pressure fuel pump, 10 - valve rocker,
11 - valve stem cap, 12 - valve spring retainer lock, 13 - valve spring retainer, 14 - valve spring, 15 - valve spring seat, 16 -
valve, 17 - lash adjuster.
The boost means as increasing the amount of crankcase bypass gases and inability to
utilize it by conventional method using the intake vacuum. Therefore, the ejector is
mounted in the head cover, so in boost mode gases with high content of hydrocarbons
do not fall into the atmosphere but return to the intake and then burn in the cylinder.
In the boost mode crankcase gases discharged via the ejector to intake.
1 - air cleaner, 2 - cylinder head cover, 3 - cylinder head, 4 - cylinder block, 5 - crankcase, 6 - oil pan, 7 - oil separate
chamber, 8 - PCV valve, 9 - intake manifold, 10 - throttle body, 11 - intercooler, 12 - turbocharger, 13 - ejector. a - fresh
air, b - fresh air + blowby gas, c - ejector drive gas.
The ejector operates on the principle of Venturi - crankcase gases are sucked into the
stream of flowing compressed air.
Without a significant boost, crankcase gases are sucked through a conventional PCV
valve.
1 - air cleaner, 2 - cylinder head cover, 3 - cylinder head, 4 - cylinder block, 5 - crankcase, 6 - oil pan, 7 - oil separate
chamber, 8 - PCV valve, 9 - intake manifold, 10 - throttle body, 11 - intercooler, 12 - turbocharger, 13 - ejector. a - fresh
air, b - fresh air + blowby gas.
Cooling system
1 - cylinder head, 2 - water inlet, 3 - thermostat (block), 4 - cylinder block, 5 - water pump, 6 - throttle body, 7 - thermostat,
8 - intercooler reserve tank, 9 - radiator, 10 - bleeder valve, 11 - heater radiator, 12 - CVT fluid warmer.
• Built-in cylinder head exhaust manifold allows to cool the exhaust gases before its
entering to the turbocharger.
Lubrication
• Unlike other engines with common nozzles for piston lubrication and cooling, the ECM
can control the oil injection depending on external conditions.
Relief and control valves are installed in oil pump relief valve housing.
1 - oil pump relief valve housing, 2 - oil pressure switching valve, 3 - relief valve.
1 - oil pressure switching valve. a - closed, b - opened, c - coil, d - plunger, e - ball, f - from oil pump, g - to relief valve.
1) The oil supplied to the rear of the relief valve, cutting off the oil flow to the nozzles.
2) The oil flow to relief valve end stops, the valve opens and the oil is supplied to the
nozzles.
1 - relief valve, 2 - oil control valve, 3 - ECM, 4 - nozzle. a - engine oil, b - drain.
1 - turbocharger, 2 - air bypass valve, 3 - actuator, 4 - wastegate valve, 5 - coil, 6 - shaft, 7 - valve, 8 - compressor wheel,
9 - turbine wheel. c - exhaust gas, d - intake air.
1 - compressor wheel, 2 - turbine wheel, 3 - wastegate valve, 4 - actuator, 5 - ECM, 6 - vacuum regulating valve, 7 - check
valve 2, 8 - vacuum pump.
- At high load WGT is closed and the turbine comes into effective operation.
1 - compressor wheel, 2 - turbine wheel, 3 - wastegate valve, 4 - actuator, 5 - ECM, 6 - vacuum regulating valve, 7 - check
valve 2, 8 - vacuum pump.
Air bypass valve serves to prevent a situation where the sudden closing of the throttle
rouse to pressure incresing between the turbocharger and the throttle, until the
occurrence of reverse flow, accompanied by abnormal noise.
1 - ECM, 2 - air bypass valve, 3 - compressor wheel, 4 - turbine wheel. a - to throttle body.
• Independent turbocharger cooling circuit with an electric pump and own radiator is
used.
1 - electric water pump, 2 - intercooler, 3 - turbocharger, 4 - intercooler reserve tank, 5 - intercooler radiator.
- ECM controls the coolant flow rate and cooling efficiency by electric pump speed.
1 - ECM, 2 - fuel pump control unit, 3 - fuel tank, 4 - fuel pressure regulator, 5 - fuel pump (low pressure), 6 - fuel pump
filter, 7 - charcoal canister, 8 - fuel suction tube, 9 - fuel pump (high pressure), 10 - fuel pressure pulsation damper, 11 -
camshaft, 12 - relief valve, 13 - check valve, 14 - control valve, 15 - fuel rail, 16 - injector, 17 - fuel pressure sensor.
Fuel injection - direct in the combustion chamber, is synchronized with piston position.
The fuel from tank pump is supplied to high pressure pump, than under pressure into
the fuel rail, and finally into the cylinders by injectors. Injection can be carried out
several times at the cycle.
Injection/supply pump. Single-plunger with control valve, relief valve, check valve and
pulsation damper at inlet. Mounted on the valve cover and dreven by 4-lobes cam of
the camshaft. The fuel pressure is regulated in the range 2.4-20 MPa depending on
driving conditions.
1 - control valve, 2 - roller lifter, 3 - fuel tank, 4 - fuel pressure regulator, 5 - fuel pump (low pressure), 6 - fuel suction filter,
7 - fuel suction tube, 8 - charcoal canister, 9 - fuel pump (high pressure), 10 - fuel pressure pulsation damper, 11 -
camshaft, 12 - relief valve, 13 - plunger, 14 - check valve, 15 - fuel pressure sensor, 16 - injector, 17 - fuel rail. a - low-
pressure, b - high-pressure, c - high-pressure pipe.
- At inlet stroke (A) the plunger 2 moves downward and fuel draws into the pumping
chamber.
- At the beginning of the compression stroke (B) part of the fuel is returned while
control valve 1 is open (the specified fuel pressure is set).
- At the end of the compression stroke (C) the control valve is closed and the
pressurized fuel through the check valve 3 is supplied into the fuel rail.
Fuel rail. Made of forged iron, contains fuel pressure sensor to provide feedback.
1 - fuel pipe (high pressure), 2 - fuel rail, 3 - fuel pressure sensor, 4 - injector holder, 5 - injector.
Injectors. Slotted nozzle injector injects the fuel into the cylinder as specific shaped
spray that draws in a significant amount of air and increases the mass admission.
Sealing teflon (PTFE) rings further reduce vibration.
Experience
• The most famous and mass problem of 1NR-FE - is excessive oil consumption,
which often appears at mileage substantially below 100 thousand kilometers. The
reason is traditional for Toyota - the piston rings stuck. The need to replace pistons
together with the conrods does not allow to renew the engine cheaply, but at least
the cylinder block reboring is not an obligatory option.
The problem of oil consumption was recognized and described in TSB EG-0095T-
1112, some production changes were implemented in early 2013. In addition to
modified rings and pistons (with conrods), the valve cover and oil nozzles may have
to be replaced.
• Excessive deposits of soot in the combustion chamber, on the valves and valve
seats, lead to compression decrease, that causes elongated engine start (more than
three seconds), which also generates DTC P1604. The defect is recognized and
described in TSB EG-00037T-TME. Prescriptions are not so - install a new battery and
a modified starter.
• A ticking or clattering noise from the timing chain area, more noticeable after a cold
start till warming up. Recognized as "feature" and described in TSB EG-00039T-TME.
Prescriptions - either do nothing, or replace the timing chain with a new one and
install a modified tensioner arm.
• Rattle or knocking noise during engine operation, again due to excessive deposits in
the combustion chamber. The defect is recognized and described in TSB EG-0094T-
0714, some production changes implemented at the beginning of 2014. The
prescriptions are almost identical to the EG-0095T-1112 - but it is recommended to
replace the pistons with the next, even more modified version, and reprogram the
engine ECU firmware.
• The MIL lights on with DTC P2111 or P2112. The defect is recognized and described
in TSB EG-0027T-0313, some production changes implemented at the end of 2012.
The prescription is to replace the throttle body assembly and update the ECU
firmware.
• For 8NR-FTS engine just list a few TSBs that contain recognized defects:
EG-00014T-TME "8NR-FTS Turbo Overboost DTC P023400"
EG-00105T-TME "Rattle noise from exhaust (front) due to broken heat insulator
bracket"
EG-00113T-TME "8NR-FTS Noise from the vacuum regulating valve"
EG-00094T-TME "8NR-FTS Cylinder Misfire DTC P030100, P030200, P030300,
P030400, P030027, P030085" (ignition coils replacement is prescribed)
• And once again - for the health and longevity of Toyota engines (and NR in
particular), it is just necessary to deactivate EGR system - some owners just
reprogram the software, but plugging the gas channel with a metal plate seems to be
a more reliable solution.