>
QUOTE (BonzaiCelica @ Sep 7, 2011 - 4:57 PM)
>whole point of vvt-i on the intake side is for torque.
The whole point of
VVT-i is for fuel economy and smooth power delivery across a wide rpm range without a rough idle or flat spots. You've gotten the L and VVT-i confused. the L word does the magic of lifting the valves or rather switching to the long duration high lift lobes. And let me tell you, they are long duration and high lift compared to anything you would ever see on a street driven car.
Wikipedia 2ZZ-GE:
>
QUOTE
>The 2ZZ-GE is a 1.8 L (1796 cc or 109.6 in³) version built in Japan. Bore is 82 mm (3.23") and the stroke is 85 mm (3.35"). It uses MFI fuel injection, has VVTL-i, and features forged steel connecting rods. Compression ratio is 11.5:1, necessitating "premium" gasoline (91 octane or above in the (R+M)/2 scale used in North America[4]). Power output for this engine varies depending on the vehicle and tuning, with the Celica GT-S, Corolla T-Sport,[5][6] Lotus Elise and Lotus Exige offering 141 kW (189 hp) but the American versions of the 2003 Corolla, Matrix, and Pontiac Vibe versions only developing 180 hp[4] with all later years offering anywhere from 173 hp in 2004 to 164 hp in 2006 due to a recurved powerband. he differing power numbers from 2004 through 2006 are due to changes in dynamometer testing procedures. The Australian variant Corolla Sportivo is 141 kW@7600 and 181N·m Torque.
181 NM is 133lb/ft. Really just splitting hairs here though, both engines produce roughly the same overall power output in the real world but the 2ZZ's VVT-i makes it more civil outside of the high cam, honestly it's not a bad engine out of lift between about 2500 and 6000. It's below 2500 that it's a real dog.
