2001 TOYOTA PRIUS compression ratio

NEW MODEL OUTLINE
182MO18
182MO19
182EG03
kW
60
50
40
30
20
10 N´m
120
11 0
100
90
80
Engine Speed (rpm) 1,000 2,000 3,000 4,000 5,000(52/4,500)
(111/4,200)
Torque
Output
15
HV Battery Charging
When high load operation is continued, the engine
does not stop to charge the HV battery even
if the vehicle is stopped, in order to keep the
HV battery charged to a given level. (when
ªREADYº light is ON.) ;however, the engine does
not charge the HV battery when the lever is
shifted into the ªNº position.
The engine speed may also be increased during normal
traveling in order to charge the HV battery.
1NZ-FXE Engine
The new Prius is fitted with a 1.5
gasoline engine which has been developed for the use with the TOYOTA
hybrid system. A mass of leading-edge technology has been implemented to achieve excellent fuel economy,
low emissions, light weight, compactness, and low vibration and noise.
Outline of the 1NZ-FXE Engine Engine performance curve
1NZ-FXE
Displacement (m
)1,497
TypeDOHC 4 valves
Bore y Stroke (mm)75.0 y 84.7
Compression ratio13.0
Maximum output [kW (HP)/rpm]52 (70)/4,500
Maximum torque [N´m (lb´ft)/rpm]111 (82)/4,200
FuelGasoline

NEW MODEL OUTLINE
MAIN MECHANISM
182CH29
16
4 Features of the 1NZ-FXE engine
1. Highly efficient and high expansion ratio gasoline engine
Adoption of a super fuel-efficient engine developed for use with THS. Its high expansion ratio cycle is achieved by applying the
Atkinson cycle*1 which obtains high thermal efficiency.
2. Reduction in frictional loss
The maximum engine speed is set at 4,500 rpm to reduce frictional resistance, thereby producing a highly efficient low-speed
engine.

An offset crankshaft with 12 mm deviation from the center axis of the cylinder bore is utilized to reduce frictional resistance
of the piston.

Frictional resistance is reduced through the use of low tension valve springs and piston rings.

Lightweight design has been adopted for reciprocating engine parts.
The above measures for reducing frictional loss contribute to improved fuel economy.
3. VVT-i (Variable Valve Timing -intelligent)
The timing of the opening and closing of the intake valves is controlled by the computer according to driving conditions, such
as engine speed and level of acceleration. Thus, smooth intake and exhaust are achieved to greatly improve torque in the low
and medium speed zones. This also contributes to better fuel economy and purification of exhaust gas. Then the VVT-i function
is used to reduce vibration when the engine starts.
4. Compact, lightweight, and low emission
Adoption of an aluminum cylinder block and compact design of parts. And, by positioning the catalytic converter near the engine
for a backwards exhaust layout, we have been able to reduce emissions when the engine is cold started.
*1 : Atkinson Cycle: Proposed by an English engineer named James Atkinson, this thermal cycle enables the compression stroke
and the expansion stroke of the mechanism to be set independently of each other.
Suspension
MacPherson strut type suspension with L-shape
lower arms has been adopted in the front and
torsion beam with toe control link suspension
in the rear. Also, each component part is opti-
mally located and tuned for both excellent con-
trollability and enhanced riding comfort.
EMPS (Electric Motor-assisted Power Steering)
System
Vehicle speed sensing type electric motor-assisted power steering is fitted as standard. Unlike conventional
hydraulic power steering, EMPS does not depend on an engine for its power source, providing a steering feel
in no way inferior to conventional steering when the engine has stopped. Thus it is suitable for the HV system.
Other merits include improved fuel economy through energy conservation, lighter weight, and no need to fill
the power steering fluid.

ENGINE ± 1NZ-FXE ENGINE
182EG03
N.m
120
110
100
90
80
Torque
1000 2000 3000 4000 5000
Engine Speed (rpm)kW
60
50
40
30
20
10
Output
0 44

Engine Specifications 
Engine Type1NZ-FXE1NZ-FE (ECHO)
No. of Cyls. & Arrangement4-Cylinder, In-line

Valve Mechanism16 Valve DOHC, Chain Drive

Combustion ChamberPentroof Type

ManifoldsCross-Flow

Fuel SystemSFI

Displacement cm3 (cu. in.)1497 (91.3)

Bore x Stroke mm (in.)75.0 x 84.7 (2.95 x 3.33)

Compression Ratio13.0 : 110.5 : 1
Max. Output [SAE-NET]52 kW @ 4500 rpm
70 HP @ 4500 rpm81 kW @ 6000 rpm
108 HP @ 6000 rpm
Max. Torque [SAE-NET]111 N.m @ 4200 rpm
82 lb-ft @ 4200 rpm142 N.m @ 4200 rpm
105 lb-ft @ 4200 rpm
IntakeOpen18
±25 BTDC±7
53 BTDC
Valve
IntakeClose72
115 ABDC52
±8 ABDCValve
Timing
ExhaustOpen34 BBDC42 BBDCg
ExhaustClose2 AT D C

Fuel Octane Number RON91 or more

Oil GradeAPI SJ EC or ILSAC


Performance Curve 

BODY ELECTRICAL ± AIR CONDITIONING
165BE22 165BE21
Fixed Scroll Magnetic
ClutchShaft Suction Port
Oil Separator
Discharge Port
Fixed Scroll Variable Scroll PinsDischarge PortIntake Port 160
3. Compressor
General
A compact and high performance scroll compressor with oil separator has been adopted.
Construction
The scroll compressor with oil separator consists of a spirally wound fixed scroll and variable scroll that
form a pair, and oil separator, and a magnetic clutch.
The fixed scroll is integrated with the housing. Because the rotation of the shaft causes the variable scroll
to revolve while maintaining the same posture, the volume of the space that is partitioned by both scrolls
varies to perform the suction, compression, and the discharge of the refrigerant gas.
A pin is attached behind the variable scroll to prevent the autorotation of the variable scroll, allowing it only
to revolve.
Locating the suction port directly above the scrolls enables direct suction, thus realizing improved suction
efficiency.
Containing a built-in oil separator, this compressor is able to separate the compressor oil that is intermixed
with the refrigerant and circulates in the refrigeration cycle, thus realizing a reduction in the oil circulation
rate.

BODY ELECTRICAL ± AIR CONDITIONING
165BE23
Discharge
Port
Variable
Scroll
DischargeSuction
Intake Port
Fixed Scroll
Compression161
Operation
1) Suction
As the capacity of the compression chamber, which is created between the variable scroll and the fixed
scroll, increases in accordance with the revolution of the variable scroll, refrigerant gas is drawn in from
the intake port.
2) Compression
From the state at which the suction process has been completed, as the revolution of the variable scroll
advances further, the capacity of the compression chamber decreases gradually. Consequently, the refrig-
erant gas that has been drawn in becomes compressed gradually and is sent to the center of the fixed scroll.
The compression of the refrigerant gas is completed when the variable scroll completes approximately
2 revolutions.
3) Discharge
When the compression of the refrigerant gas is completed and the refrigerant pressure becomes high, the
refrigerant gas discharges through the discharge port located in the center of the fixed scroll by pushing
the discharge valve.

APPENDIX
5
10
15
20
25
30
35
40
45
50
55
60
65
70
Area
Item
Major Dimensions & Vehicle Weights Performance Engine Engine
Chassis
Electrical
192
MAJOR TECHNICAL SPECIFICATIONS
U.S.A. and CanadaBody Type4-Door SedanVehicle GradeÐModel CodeNHW11L-AEEEBANHW11L-AEEEBKLength mm (in.)4305 (169.5)u
OverallWidth mm (in.)1695 (66.7)uOverallHeight mm (in.)1465 (57.6)uWheel Base mm (in.)2550 (100.4)u
TreadFront mm (in.)1475 (58.1)uTreadRear mm (in.)1480 (58.3)u
Effective Head RoomFront mm (in.)985 (38.8)uEffective Head RoomRear mm (in.)942 (37.1)u
Effective Leg RoomFront mm (in.)1047 (41.2)uEffective Leg RoomRear mm (in.)899 (35.4)u
Shoulder RoomFront mm (in.)1342 (52.8)uShoulder RoomRear mm (in.)1325 (52.2)u
OverhangFront mm (in.)815 (32.1)uOverhangRear mm (in.)940 (37.0)uMin. Running Ground Clearance mm (in.)125 (4.9)uAngle of Approach degrees145uAngle of Departure degrees225uFront kg (lb)770 (1700)u
Curb WeightRear kg (lb)485 (1065)uCurb WeightTotal kg (lb)1255 (1765)uFront kg (lb)890 (1965)u
Gross Vehicle WeightRear kg (lb)750 (1650)uGross Vehicle WeightTotal kg (lb)1640 (3615)uFuel Tank Capacity
(US. gal., lmp.gal.)45* (11.9, 9.9)uLuggage Compartment Capacity m3 (cu.ft.)0.39 (137.7)uMax. Speed km/h (mph)160 (99.4)uMax. Cruising Speed km/h (mph)160 (99.4)u
Acceleration0 to 100 km/h sec.12.7uAcceleration0 to 400 m sec.19.0u1st Gear km/h (mph)ÐÐ
Max. Permissible2nd Gear km/h (mph)ÐÐMax. Permissible
Speed3rd Gear km/h (mph)ÐÐp
4th Gear km/h (mph)ÐÐ
Min. Turning RadiusWall to Wall m (ft.)10.2 (33.5)uMin. Turning Radius
(Outside Front)Curb to Curb m (ft.)9.4 (30.8)uEngine Type1NZ-FXEuValve Mechanism16-Valve, DOHCuBore y Stroke mm (in.)75.0 y 84.7 (2.95 y 3.33)uDisplacement cm3 (cu.in.)1497 (91.4)uCompression Ratio13.0uCarburetor TypeSFIuResearch Octane No. RON95uMax. Output (EEC) kW/rpm (HP@rpm)52/4500 (70@4500)uMax. Torque (EEC) N´m/rpm (lb-ft@rpm)111/4200 (82@4200)uBattery Capacity (5HR) Voltage & Amp. Hr.12 ± 28uAlternator Output WattsÐÐStarter Output kWÐÐClutch TypeÐÐTransaxle TypeP111uIn FirstÐÐIn SecondÐÐ
Transmission GearIn ThirdÐÐTransmission Gear
RatioIn FourthÐÐIn FifthÐÐIn ReverseÐÐCounter Gear RatioÐÐDifferential Gear Ratio (Final)3.905u
Brake TypeFrontVentilated DiscuBrake TypeRearL.T. DrumuParking Brake TypeL.T. DrumuBrake Booster Type and Size in.HydraulicuProportioning Valve TypeP-Valveu
Suspension TypeFrontMacPherson StrutuSuspension TypeRearTorsion Beanu
Stabilizer BarFrontSTDuStabilizer BarRearSTDuSteering Gear TypeRack and PinionuSteering Gear Ratio (Overall)16.4~18.3uPower Steering TypeElectric Motoru
*: EPA / CARB ORVR Test conditions

PP2FC±02
± PREPARATIONENGINE MECHANICAL
PP±5
2001 PRIUS (RM778U)
EQUIPMENT
Abrasive compoundValve
Caliper gauge
CO/HC meter
Compression gauge
Connecting rod aligner
Cylinder gauge
Dial indicator
Dye penetrant
Engine tune±up tester
Groove cleaning toolPiston ring groove
Heater
Magnetic finger
Micrometer
Pin hole grinderPiston pin hole of piston
Piston ring compressor
Piston ring expander
Plastigage
Precision straight edge
Press
Ridge reamerCylinder
Soft brush
Solvent
Spring testerValve spring
Steel squareValve spring
Thermometer
Torque wrench
Torx wrench socket setStud bolt
TOYOTA hand held tester or OBDII scan tool
Valve seat cutter
V±block
Vernier calipers
Wire brushValve

SS174±03
SS±6
± SERVICE SPECIFICATIONSENGINE MECHANICAL
128 Author: Date:
2001 PRIUS (RM778U)
ENGINE MECHANICAL
SERVICE DATA
Compression
pressureat 250 rpm STD
Minimum
Difference between each cylinder728 kPa (7.4 kgf/cm2, 106 psi)
534 kPa (5.4 kgf/cm2, 77 psi)
98 kPa (1.0 kgf/cm2, 14 psi)
Valve
clearance
at cold Intake
Exhaust
Valve lifter for repair part No. 06
No. 08
No. 10
No. 12
No. 14
No. 16
No. 18
No. 20
No. 22
No. 24
No. 26
No. 28
No. 30
No. 32
No. 34
No. 36
No. 38
No. 40
No. 42
No. 44
No. 46
No. 48
No. 50
No. 52
No. 54
No, 56
No. 58
No. 60
No. 62
No. 64
No. 66
No. 68
No. 70
No. 72
No. 740.17 ± 0.23 mm (0.007 ± 0.009 in.)
0.27 ± 0.33 mm (0.011 ± 0.013 in.)
5.060 mm (0.1992 in.)
5.080 mm (0.2000 in.)
5.100 mm (0.2008 in.)
5.120 mm (0.2016 in.)
5.140 mm (0.2024 in.)
5.160 mm (0.2031 in.)
5.180 mm (0.2039 in.)
5.200 mm (0.2047 in.)
5.220 mm (0.2055 in.)
5.240 mm (0.2063 in.)
5.260 mm (0.2071 in.)
5.280 mm (0.2079 in.)
5.300 mm (0.2087 in.)
5.320 mm (0.2094 in.)
5.340 mm (0.2102 in.)
5.360 mm (0.2110 in.)
5.380 mm (0.2118 in.)
5.400 mm (0.2126 in.)
5.420 mm (0.2134 in.)
5.440 mm (0.2142 in.)
5.460 mm (0.2150 in.)
5.480 mm (0.2157 in.)
5.500 mm (0.2165 in.)
5.520 mm (0.2173 in.)
5.540 mm (0.2181 in.)
5.560 mm (0.2189 in.)
5.580 mm (0.2197 in.)
5.600 mm (0.2205 in.)
5.620 mm (0.2213 in.)
5.640 mm (0.2220 in.)
5.660 mm (0.2228 in.)
5.680 mm (0.2236 in.)
5.700 mm (0.2244 in.)
5.720 mm (0.2252 in.)
5.740 mm (0.2260 in.)
Ignition timing7 ± 15° BTDC @ idle
Idle speedw/ Cooling fan off1,000 ± 50 rpm (A/C OFF)
1,200 ± 50 rpm (A/C ON)
Chain and
timing sprocketChain length at 16 linksMaximum
Camshaft timing sprocket wear (w/ chain) Minimum
Crankshaft timing sprocket wear (w/ chain) Minimum123.2 mm (4.850 in.)
96.2 mm (3.787 in.)
50.5 mm (1.988 in.)
Chain
tensioner
slipper and
vibration
damperWear Maximum1.0 mm (0.039 in.)