Toyota 1zz and his "connecting rod dance"

Hello, transfer here this topic, now about the Toyota and this 1ZZ engine, to share with everyone, the topic to be discussed is the opinion about the number of problems that this engine has given with the connecting rod caps and its origin ... because as I commented with Fiat147, we agreed that the problem is design (say that I am not an engineer), but it is not normal that to a car of 17,000 euros, it is "commits" 130,000km ... namely: soft bush material? Lack of lubrication?, scarce slack between manufacturing parts? or a design problem, such as a scare crankshaft race, because throwing numbers (correct me if I get confused), this engine reaching its 6400 rpm, I get a piston speed of ... 19.5 meters per second !!! For a street car, I find it too much ... I find it hard to believe that the "orientals" fail in something like that ... I would like to know what you think greetings and happy 2014 !!!

Hello everyone, Ismael53 , do you have any information that you can share with us to the respect: in the 3 cases that you have seen, how was the maintenance of the engine, previously to the failure? Acietes, filters, etc. In any of your cases, do you observe any "abuse" by the owner, as by oil consumption tendency of these engines to use it with the low lubricant level, by carelessness?
The other unfortunate I have never had in my hands the p`ssiston with the connecting rod, to me in papers it seemed a very small skirt piston for the length of the rod and piston race? . What do you think of the 1ZZ-FED and 2ZZ-GE versions Japo 1.8 liters, in terms of its main geometry?
Sorry off topic, but I stop this and it seemed remarkable. A phenomenon for many of us imagined, but rarely seen (internal combustion)


I intend to know their ipination like everyone's, a hug and that this new year is Major for all. Greetings.

Hello everyone, good video of how an engine works !! I wonder where they would have put the camera .. beautiful would also have been to see one of a diesel with its "mushy" baffle on the piston's head to be able to see the turbulence and burned ... well, to see if I find it out there and I put it . Cases that I saw, the owner told me that he spent enough oil and, the very "cushion" did not add oil because he said that he did not have his ... the pendejada came out ... the other two cases, simply they were playing "taca-taca-taca ... " disassemble the carter and see the rod "dancing", curiously in the same cylinder, (I think I remember that I will remember that I In production ... ??? , then in what I agree with Fiat147, the Diameter X Race levels, for those doll measures, too much speed of embolo for a tourism, I do not know the piston-rock loud weight of this car, but the laws of inertia, at that speed, do not forgive ... It seems to me a good engine in terms of its admission and others, very bland at low turns, because its pair is from 4200 rpm, nor does the change help to rise, as well as I do not understand that they have intended with such a long race, because it is not so elastic and is supposed to "Deportivo", the more I would have earned them to go to the "square" engine, especially "for not breaking." I already said, I find it weird to see that Toyota, with what it represents, comet such a failure . I don't understand ... greetings and .. year !!!

Hello everyone, Ismael , precisely that seemed very rare when I observed the internal levels of the engine (its relationship), it is more similar to that of a diesel , which generally do not exceed 5000 rpm (small modern engines). The engines are escontially air pumps, and like every pump when working has lost, essentially friction and what is called lost by pumping, uff hard to explain in a few words ...:) The engine having to compress air, is "braking" by "tightening" air in its combustion camera and on the other Gas opocition in the carter, this is called losses by pumping. (I don't know if I get well). The losses by friction (especially piston and segments against the cylinder wall)
Motor designers realized a long time ago that to design and build powerful and efficient (economic) engines, they should reduce engine losses, rub and lost by pumping. For example, in a 400 cc cylinder, to achieve that volumetria we could basically have 3 possibilities. The first as the 1ZZ that the diameter is less than his career, another could be square as the Forista Ismael (diameter = career) says, or in which the diameter of the piston is greater than his career.
In a 1ZZ long race engine, the friction losses (especially piston-segments against the cylinder walls) are large, compared to a shorter race engine of the same displacement (greater diameter). Now in a lameter engine larger than his career, pumping losses are greater, the compression force is greater due to the increase in the area of ​​the piston surface. pressure = force in an area, or p = f/a therefore f = pxa of this we can infer that if we increase the area (piston diameter) the compression force must increase if we leave the constant pressure. With this I do not want to confuse anyone what happens is that because of my personal limitations I do not find a major way of explaining the phenomenon, without my dear mathematics. .
Therefore the important thing about the above according to my opinion is to observe that in a long race engine, the losses due to friction are large, however, the losses that are generated by pumping are minor. On the other hand, in a large diameter engine and the other way, the opposite happens, therefore the manufacturers have always faced the same crossroads, for the same displacement they optimized losses by pumping or rubbing by taking into account the internal dimensions when it comes to the important choice of the diameter race (square engines in general they have a good commitment in optimizer both). In every engine that you want to make it more efficient as to consume fuel, you must prioritize the control of the losses by pumping, before the losses by friction. If in general we want a powerful engine, we must prioritize the control of the losses by friction (especially high RPM). According to this and their opinions that designers sought by giving the 1ZZ such internal dimensions and what problems I generate in the engine? I would like to hear the opinion of more people about it

Start of the combustion process in a modern diesel engine.

. kind regards

Hello everyone, Ismael53 my opinion to the respect of there being machining failures, incorrect choice of anti -flouring coginet material, all rectifiable, Toyota USA would not have discontinued an engine (it is not normal toyota politician), to design another, therefore I personally believe that if they took that decision $$$ , it is because there were chronic problems in the requrimientos of the design of the engine, and they must be several. Greetings to all.