The JZ series among Japanese engines has become famous for not fully disclosed capabilities. For tuners, such engines are just a godsend. The 1JZ GTE is a turbo version of the classic 1JZ GE. It operates on two turbines, developed jointly with Yamaha.
Engine description 1JZ GTE
The most powerful Jazet motor. 1JZ GTE is a turbocharged version developing 280-320 hp.
The engine was first released in 1990. Since 1996, they began to refine the cylinder head, new intelligent systems for switching the phases of the gas distribution system and cooling appeared. In 2003, the "six" 1JZ GTE was replaced with aluminum and a more modern 4GR-FSE.
The 1JZ GTE engine is a turbo version, inflating 0.7 bar. The piston group was replaced on this motor, and the cylinder head was developed jointly with Yamaha. Standard camshafts were installed on the motor. In 1996, a modification was carried out, as a result of which two turbines were replaced with one. A VVTi system appeared for a smoother increase in speed, and the compression ratio was increased to 9. The power of the power unit after restyling has not changed - 280 hp. With. However, the potential made it possible to increase the figure to 320 liters. With. without a full chip.
The first generation of the engine used two turbines with parallel compressors (twin-turbo scheme). The intercooler was under the wing of the car, from where it was connected to the motor. The second generation already used one larger CT 15V turbo. It is noteworthy that the latest valve gaskets with a universal coating have appeared. It was titanium nitride, which reduces the friction of the camshaft lugs.
The 1JZ GTE engine has 4 valves per cylinder, the timing drive is a belt type. The valve does not bend from a broken belt (except for the FSE version), which makes the 1JZ GTE a long-life motor. The engine does not have hydraulic lifters.
Service Regulations
- Change the oil in the engine every 5-10 thousand kilometers. Fill in 4.5-5.4 liters of oil, depending on the drive of the car. It is recommended to decide in advance which oil to pour. Lubricant characteristics must be within 0W-30/10W-30;
- Replace the timing belt at least every 100 thousand kilometers;
- The valves must be adjusted once every 100 thousand km manually, using dummy washers.
- belt tension;
- ignition timing;
- condition of the cylinder head;
- state of the turbocharging system;
- fuel injection system EFI;
- electrical equipment.
Fault overview 1JZ GTE
Learn more about issues and solutions:
- If the Gizet "six" does not start, you must first check the candles. They can be flooded, then you need to unscrew the elements and dry them. In general, this turbo version is afraid of cold weather and moisture, so washing should be done carefully;
- If the engine troit, then the main reason for the restyled version is related to ignition coils. In addition, on engines with the new Toyota gas distribution system, the cause may be hiding in the valve;
- If the speed floats, you need to check the valve of the gas distribution system, the XX sensor or the throttle. In most cases, the motor again functions like a clock after washing the clogged elements;
- If the engine consumes a lot of fuel, the cause must be sought in the oxygen sensor. It is also recommended to check the quality of the filters;
- If the internal combustion engine knocks, then this is more often caused by the failure of the gas distribution system clutch. Unfortunately, its resource is small. Valves that need manual adjustment can also knock. Extra sounds are also created by worn connecting rod bearings, as well as a problematic belt tensioner bearing;
- If there is a large oil consumption, then this is due to mileage. This problem is standard on the 1JZ GTE, due to wear on the valve stem seals and rings. Although it would be more correct for very long runs not to overhaul, but to replace it with a contract one.
One problematic part of the 1JZ GTE is the water pump. The pump does not live long on jets, as does the viscous coupling. Another problem lies in the location of the spark plugs of the second generation of the engine. Each of the sparking elements is endowed with an individual coil. Because of this, the valve cover overheats while the engine is running.
The engine oil pump is also considered a problematic part, it needs to be replaced ahead of the stated time. The reason for this is low-quality oil
1JZ GTE engine tuning options
The turbo version is rarely modified, as the potential of the engine as a whole is revealed. As for the conversion of the 1JZ GTE to 2JZ, the game is not worth the candle. First of all, the height of the block will not allow this - the size differs by 14 mm, which will force the connecting rods to be shortened. For an internal combustion engine of this type, this is unacceptable, because the load on the piston group will increase and a tendency to oil consumption will appear.
Putting in a Valbro 255 pump, removing the catalytic converter and building the exhaust on 3" pipes is an effective tuning for the turbo unit. The exhaust system should not be narrowed, you will also need to take care of the cold air intake and increase the boost from 0.7 to 0.9 bar. Further modernization implies new brains, a special bus controller and an intercooler. The boost will increase to 1.2 bar, and the engine power will increase by an extra 100 hp. With.
The Walbro fuel pump is capable of pumping up to 255 liters of fuel per hour. This is a productive unit, which is often used in the tuning process.
The next stage of tuning, which will greatly reduce the life of the engine, is working with the Garrett turbine. Paired with it, you need a conventional three-row radiator and a separate oil one. You also need to take care of the cold air intake, 80 mm damper and reinforced fuel hoses. The injector should produce 800cc and the exhaust should be built on 3.5" pipes. Thus, it will be possible to increase the power of the internal combustion engine to 1000 hp. With.
List of car models in which 1JZ GTE was installed
The motor was installed on the following Toyota models:
- Mark 2;
- crown;
- Verossa;
- Supra;
- soarer.
After a 1JZ GTE swap on a Mark 2
List of modifications of the internal combustion engine of the 1JZ series
Consider the engine versions of this series, in addition to the 1JZ GTE:
- 1JZ-FSE D4 - power unit with direct injection system. Engine compression ratio 11, power - 200 hp. With. The modification was produced in the period 2000-2007;
- 1JZ-GE is the main naturally aspirated version of the series. Two generations of this ICE were produced. First with a power of 180 liters. With. and a compression ratio of 10. The second generation came with VVTi, modified connecting rods and a different cylinder head. The compression ratio was increased to 10.5. The distributor was replaced with ignition coils. As a result, the power of the aspirator increased to 200 hp. With.
The 1JZ-FSE D4 version is equipped with a direct injection system. A modification was produced in the period 2000-2007
1JZ GTE Engine Specifications
| Production | Tahara Plant |
| Engine brand | Toyota 1JZ-GTE |
| Release years | 1990-2007 |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 71.5 |
| Cylinder diameter, mm | 86 |
| Compression ratio | 8.5 9 10 10.5 11 |
| Engine volume, cc | 2492 |
| Engine power, hp / rpm | 280/6200 |
| Torque, Nm/rpm | 363/4800 |
| Fuel | 95 |
| Environmental regulations | ~Euro 2-3 |
| Engine weight, kg | 207-217 |
| Fuel consumption, l/100 km (for Supra III) | 15.0; 9.8; 12.5 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 0W-30; 5W-20; 5W-30; 10W-30 |
| How much oil is in the engine | 5.4 (1JZ-GTE/GE Mark 2, Cresta, Chaser for 2WD) and 4.5 (1JZ-GTE/GE Mark 2, Cresta, Chaser for 4WD) |
| Oil change is carried out, km | 10000 or (preferably 5000) |
| Operating temperature of the engine, hail. | 90 |
| Engine resource, thousand km in practice | 400+ |
| Tuning without loss of resource | <400 |
| 1st gear ratio | 3.251 |
| 2nd gear ratio | 1.955 |
| 3rd gear ratio | 1.31 |
| 4th gear ratio | 1 |
| 5th gear ratio | 0.753 |
| Reverse gear ratio | 3.18 |
With normal and timely care, the use of high-grade oil, this power unit can be called indestructible. Its resource easily exceeds 500 thousand km.
JZ series of Toyota engines is a 6-cylinder engines with a direct arrangement of cylinders and a DOHC gas distribution system with 4 valves per cylinder. The JZ series succeeded the M series. The JZ engine was offered in two versions, 2.5L and 3.0L.
1JZ
1JZ engines were produced from 1990 to 2007 (last installed on the Toyota Mark II Wagon BLIT). The working volume of the cylinders is 2.5 liters (2492 cc). The cylinder diameter is 86 mm and the piston stroke is 71.5 mm. The gas distribution mechanism is driven by two toothed belts, the total number of valves is 24, i.e. 4 per cylinder.
Engine 1JZ-GE
1JZ-GE is not a turbocharged version of 1JZ. Engine power is 200 hp. at 6000 rpm and 250 Nm at 4000 rpm. The compression ratio is 10:1. It was equipped with a two-stage intake manifold. Like all engines of the JZ series, the 1JZ-GE is designed for longitudinal installation in rear-wheel drive vehicles. The engine was completed only with a 4-speed automatic.
Engine 1JZ-GTE
The 1JZ-GTE engine is a turbocharged version of the 1JZ. It was equipped with two CT12A turbochargers arranged in parallel. The physical compression ratio is 8.5:1. This refinement of the engine led to an increase in power by 80 hp. relative to the atmospheric 1JZ-GE and amounted to 280 hp. at 6200 rpm and 363 Nm at 4800 rpm. The cylinder diameter and piston stroke corresponds to the 1JZ-GE engine and is 86 mm and 71.5 mm, respectively. There is a certain probability that Yamaha took part in the development of the engine, namely the cylinder head, as evidenced by the corresponding inscriptions on some parts of the cylinder head. In 1991, the engine was installed in the new Toyota Soarer GT.
There were several generations of 1JZ-GTE engines. In the first generation, problems were observed with ceramic turbine disks, which had a tendency to delaminate at high engine speeds and operating temperature conditions. Another feature of the early 1JZ-GTEs was a one-way valve failure on the head, which led to the fact that some of the crankcase gases entered the intake manifold, which negatively affected engine power. On the exhaust manifold side, a fair amount of oil vapor enters the turbos, which in turn causes premature seal wear. All these shortcomings in the second generation of the engine were officially recognized by Toyota and the engine was recalled for revision, but only in Japan. The solution to the problem is simple - the PCV valve is replaced.
The third generation 1JZ-GTE was introduced to the market in 1996. This is still the same two and a half liter engine with a turbocharger, but with proprietary architecture BEAMS, which consists of a redesigned cylinder head, the installation of the latest VVT-i system at that time with continuously variable valve timing, a change in the cooling jacket for better cooling of the cylinders and new valve gaskets coated with titanium nitride for less friction on the camshaft cams. The turbo setup was changed from two CT12 turbines to one CT15B. The installation of the VVT-i system and a new cooling jacket made it possible to increase the physical compression ratio from 8.5:1 to 9:1. Despite the fact that the official engine power data has not changed, the torque has grown by 20 Nm to 379 Nm at 2400 rpm. These improvements resulted in a 10% increase in engine fuel efficiency.
- Toyota Chaser / Cresta / Mark II Tourer V (JZX81, JZX90, JZX100, JZX110)
- Toyota Soarer (JZZ30)
- Toyota Supra MK III (JZA70, Japan)
- Toyota Verossa
- Toyota Crown (JZS170)
- Toyota Mark II Blit
Engine 1JZ-FSE
In 2000, Toyota introduced the least recognized member of the 1JZ-FSE family with direct fuel injection. Toyota argues for the appearance of such engines with their higher environmental friendliness and fuel efficiency without loss of power relative to the base engines of the family.
The 2.5 liter 1JZ-FSE has the same block as the regular 1JZ-GE. The block head is the same. The intake system is designed in such a way that, under certain conditions, the engine runs on a very lean mixture of 20 to 40:1. In this connection, fuel consumption is reduced by 20% (according to Japanese studies in the mode of 10/15 km / h).
Power 1JZ-FSE with direct injection system D4 is 197 hp and 250 Nm, the 1JZ-FSE has always been equipped with an automatic transmission.
The engine was installed on cars:
- Toyota Mark II
- Toyota Brevis
- Toyota Progres
- Toyota Verossa
- Toyota Crown
- Toyota Mark II Blit
2JZ
2JZ engines have been produced since 1997. The working volume of the cylinders of all modifications was 3 l (2997 cc). These were the most powerful engines in the JZ series. The cylinder diameter and piston stroke form the square of the engine and are 86 mm. The gas distribution mechanism is made according to the DOHC scheme with two camshafts and four valves per cylinder. Since 1997, the engines have been equipped with the VVT-i system.
Engine 2JZ-GE
The 2JZ-GE engine is the most common of all 2JZs. A three-liter "aspirated" develops 220 hp. at 5800-6000 rpm. Torque is 298 Nm at 4800 rpm.
The engine is equipped with sequential fuel injection. The cylinder block is made of cast iron and is combined with an aluminum cylinder head. On the first versions, a conventional DOHC gas distribution mechanism with four valves per cylinder was installed on it. In the second generation, the engine acquired a VVT-i variable valve timing system and a DIS ignition system with one coil per cylinder pair.
The engine was installed on cars:
- Toyota Altezza / Lexus IS 300
- Toyota Aristo / Lexus GS 300
- Toyota Crown/Toyota Crown Majesta
- Toyota Mark II
- Toyota Chaser
- Toyota Cresta
- Toyota Progres
- Toyota Soarer / Lexus SC 300
- Toyota Supra MK IV
Engine 2JZ-GTE
This is the most "charged" engine of the 2JZ series. It has six straight cylinders, two belt-driven camshafts from the crankshaft, two turbos with an intercooler. The engine block is made of cast iron, the cylinder head is aluminum and designed by TMC(Toyota Motor Corporation). The 2JZ-GTE was produced from 1991 to 2002 exclusively in Japan.
It was a response to Nissan's RB26DETT engine, which was successful in a number of championships such as the FIA and N Touring Car.
The engine was arranged with two gearboxes: automatic for a comfortable ride and sports.
- Automatic transmission 4-speed Toyota A341E
- Manual transmission 6-speed Toyota V160 and V161 developed jointly with Getrag.
Initially, this "charged" motor was installed on the Toyota Aristo V (JZS147), and then on the Toyota Supra RZ (JZA80).
When Toyota developed the 2JZ-GTE engine, the 2JZ-GE was taken as the basis. The main difference was the installation of a turbocharger with a side intercooler. The cylinder block, crankshaft and connecting rods were the same. There was a slight difference in the pistons: the 2JZ-GTE had a recess in the pistons to reduce the physical compression ratio and additional oil grooves for better cooling of the pistons. Unlike Aristo V and Suppra RZ, other connecting rods were installed on other car models, such as Aristo, Altezza, Mark II. As noted earlier in September 1997, the engine was finalized and equipped with a variable valve timing system VVT-i. This increased the power and torque of the 2JZ-GTE in all markets.
The installation of a twin turbocharger developed by Toyota in conjunction with Hitachi increased power over the base 2JZ-GE from 227 hp. up to 276 hp at 5600 rpm. On the first modifications, the torque was 435 N m. After upgrading in 1997 with the VVT-i system, the torque increased to 451 N m, and engine power, according to Toyota documentation, increased to 321 hp in the North American and European markets . at 5600 rpm.
For export, Toyota produced a more powerful version of the 2JZ-GTE, this was achieved by installing the latest turbochargers using stainless steel, against ceramic components designed for the Japanese market, as well as modified camshafts and injectors that produce a larger volume of fuel mixture per unit time (440 ml / min for domestic Japanese market and 550 ml/min for export). For domestic market engines, two CT20 turbines were installed, and for the export version, CT12B. The mechanical part of the various turbines allowed the interchangeability of the exhaust system on both engine options. There are several subtypes of CT20 turbines designed for the domestic market, which are supplemented by the suffixes A, B, R, for example CT20A.
The engine was installed on cars:
- Toyota Aristo JZS147 (Japan)
- Toyota Aristo V300 JZS161 (Japan)
- Toyota Supra RZ/Turbo JZA80
Engine 2JZ-FSE
Is the 2JZ-FSE engine equipped with direct fuel injection, similar to the 1JZ-FSE only with a larger displacement and higher compression ratio than the 1JZ-FSE? which is 11.3:1. In terms of power, it remained at the same level as its basic modification 2JZ-GE. Fuel consumption has changed for the better and indicators of harmful emissions have improved. It is worth noting that Toyota introduces direct injection engines to the market solely for environmental friendliness and fuel efficiency, because. in practice, the D4 does not provide any noticeable improvement in power performance. The 2JZ-FSE has an output of 217 hp and a maximum torque of 294 Nm. It is always mated to a 4-speed automatic transmission.
The engine was installed on cars:
- Toyota Brevis
- Toyota Progres
- Toyota Crown
- Toyota Crown Majesta
The Toyota JZGE engine line is a series of gasoline inline six-cylinder automotive engines that replaced the M line. All engines in the series have a DOHC gas distribution mechanism with 4 valves per cylinder, engine displacement: 2.5 and 3 liters.
Engines are designed for longitudinal placement for use with rear-wheel drive or all-wheel drive transmission. Produced from 1990-2007. The GR line of V6 engines became the successor. The 2.5 liter 1JZ-GE was the first engine in the JZ line. This engine was equipped with a 4 or 5-speed automatic transmission. The first generation (until 1996) had a classic "distributor" ignition, the second - "coil" (one coil for two spark plugs). In addition, the second generation was equipped with a variable valve timing system VVT-i, which allowed to smooth the torque curve and increase power by 14 hp. With. Like the rest of the engines in the series, the timing mechanism is driven by a belt, the engine also has only one drive belt for attachments. When the timing belt breaks, the engine is not destroyed. The engine was installed on cars: Toyota Chaser, Cresta, Mark II, Progres, Crown, Crown Estate, Blit.
Specifications 1JZ-GE, 1st and (2nd) generation:
Type: Petrol, injection Volume: 2 491 cm3
Maximum power: 180 (200) hp, at 6000 (6000) rpm
Maximum torque: 235 (255) N m, at 4800 (4000) rpm
Cylinders: 6. Valves: 24. Piston diameter 86 mm, piston stroke - 71.5 mm.
The compression ratio is 10 (10.5).
Operating conditions, thin spots in repair, engine problems 1JZ-GE 2JZ-GE.
Diagnostics: Date from the scanner.
The developers have laid down a fairly informative diagnostic date, according to which it is possible to accurately analyze the operation of the sensors using the scanner. Laid the necessary tests of the sensors. The exception is the ignition system, which is practically not diagnosed by the scanner. The date presents the operation of all sensors and electronic components without frills. In graphical mode, viewing the switching of the oxygen sensor is informative. There are tests for checking the fuel pump, changing the injection time (the duration of the opening of the injectors), activating the VVT-i, EVAP, VSV, IAC valves. The only negative, there is no test - a power balance with alternately turning off the injectors, but this flaw can be easily bypassed by disconnecting the connectors from the injectors to determine an idle cylinder. In general, most problems are recognized during scanning, without the use of additional equipment. The main thing is that the scanner is checked and with the correct display of parameters and symbols.
Below are screenshots from the scanner display.
Photo. Unreal oxygen sensor data (short circuit of the signal circuit to the heating circuit).
Photo.Scanner software error
Photo. A window with a list of tests for activation of executive bodies.
Photo. Continued
Photo. Display of current oxygen sensor data in graphical mode.
Photo. A fragment of the current data from the scanner.
Sensors engine 1JZ-GE 2JZ-GE.
Knock sensor.
The knock sensor detects detonation in the cylinders and transmits information to the control unit. The unit corrects the ignition timing. If the sensors (there are two of them) malfunction, the unit fixes error 52.54 P0325, P0330.
As a rule, the error is fixed after a “strong” re-gassing on x \ x or when moving. It is impossible to check the sensor performance on the scanner. You need an oscilloscope to visually monitor the signal from the sensor. Photo. Sensor location. The stuffing of the sensor.
Oxygen sensor(s).
The problem of the oxygen sensor (s) on this motor is standard. Breakage of the sensor heater and contamination of the active layer with combustion products (decrease in sensitivity). Repeatedly there were cases of breakage of the active element of the sensor. Sensor examples.
In the event of a sensor malfunction, the unit fixes error 21 P0130, P0135. P0150, P0155. You can check the performance of the sensor on the scanner in graphical viewing mode or using an oscilloscope. The heater is physically checked by a tester - resistance measurement.
Rice. An example of the operation of an oxygen sensor in graphical viewing mode.
Rice. Error codes fixed by the scanner.
Temperature sensor.
The temperature sensor registers the motor temperature for the control unit. In the event of an open or short circuit, the control unit fixes error 22, P0115.
Photo. Temperature sensor readings on the scanner.
Photo. Temperature sensor, and its location on the motor block.
A typical sensor failure is incorrect data. That is, as an example, on a hot motor (80-90 degrees), the sensor readings of a cold motor (0-10 degrees). At the same time, the injection time is greatly increased, a black soot exhaust appears, and the stability of the engine at idle is lost. And starting a hot engine becomes very difficult and long. Such a malfunction is easy to fix on the scanner - the temperature readings of the motor will randomly change from real to minus. Replacing the sensor is somewhat difficult (difficult to access), but with the right approach and the use of special. tool is easy to do. (On a cold engine).
VVT-i valve.
The VVT-i valve causes a lot of problems for owners. Rubber rings, in its design, are compressed into a triangle over time and press the valve stem. The valve wedges - the stem gets stuck in an arbitrary position. All this leads to the passage of oil (pressure) into the VVT-i clutch. The clutch turns the camshaft. At the same time, at idle, the engine starts to stall. Either the revs become very high, or they float. Depending on the malfunction, the system fixes errors 18, P1346 (a violation of the timing phases is detected within 5 seconds); 59, P1349 (At a speed of 500-4000 rpm and a coolant temperature of 80-110 °, the valve timing differs from the required ± 5 ° for 5 or more seconds); 39, P1656 (valve - open or short circuit in the valve circuit of the VVT-i system for 1 or more seconds).
Below in the photographs is the valve installation location, catalog number, valve disassembly and examples of “triangular” rubber rings, the date with a changed vacuum due to the valve wedge. Example of a stuck valve stem and oil filter location.
The system test consists of testing the operation of the valve. The scanner provides a test - the inclusion of the valve. When the valve is turned on at idle, the engine stalls. The valve itself is physically checked for stem travel sticking. Replacing the valve is not particularly difficult. After replacement, you need to reset the battery terminal to bring the speed back to normal. Valve repair is also possible. You need to flare it and replace the o-ring. The main thing during the repair is to observe the correct position of the valve stem. Before repair, it is necessary to make control marks for installing the core, relative to the winding. You also need to clean the filter mesh in the VVT-i system.
crankshaft sensor.
Conventional inductive sensor. Generates impulses. Fixes the speed of the crankshaft. The oscillogram of the sensor has the following form.
The photo shows the location of the sensor on the motor and a general view of the sensor.
The sensor is quite reliable. But in practice, there have been cases of interturn short circuit of the winding, which led to the disruption of generation at certain speeds. This provoked a speed limit during throttling - a kind of cut-off. A typical malfunction associated with the breaking off of the marker teeth of the gear (when replacing the crankshaft oil seal and dismantling the gear). Mechanics during disassembly forget to unscrew the gear stopper.
In this case, starting the engine becomes either impossible, or the engine starts, but there is no idling - and the engine stalls. If the sensor breaks (no readings), the motor does not start. The block fixes error 12,13, P0335.
Camshaft sensor.
The sensor is installed on the head of the block, in the region of the 6th cylinder.
An inductive sensor generates pulses - it counts the speed of rotation of the camshaft. The sensor is also reliable. But there were sensors, through the body of which engine oil flowed, and the contacts were oxidized. There were no breaks in the sensor winding in my practice. But the occurrence of an error on the inoperability of the sensor - when the belt jumped (out of synchronization), there was plenty.
Therefore, if error P340 occurs, it is necessary to check the correct installation of the timing belt.
MAP manifold absolute pressure sensor.
The intake manifold absolute pressure sensor is the main sensor, according to which the fuel supply is formed. The injection time directly depends on the sensor readings. If the sensor is faulty, then the unit fixes error 31, P0105.
As a rule, the cause of the malfunction is a human factor. Either a tube that has flown off the sensor fitting, or a broken wire or a connector that is not fixed until it clicks. The performance of the sensor is checked according to the readings on the scanner - a line indicating the absolute pressure. According to this parameter, abnormal suction in the intake is easily fixed. Or, together with other codes, the operation of the VVT-i system is evaluated.
Idle stepper motor.
On the first motors, a stepper motor was used to control the load speed, warm-up and idle.
The motor was very reliable. The only problem is the contamination of the motor rod, which led to a decrease in idle speed and engine stops, under load - or at traffic lights. The repair consisted in dismantling the motor from the throttle body, and cleaning the stem and body from deposits. Also, when removing, the motor sealing ring is changed. The dismantling of the stepper motor was possible only with the partial removal of the throttle body.
IAC valve.
On the next generation of motors, a solenoid valve (idling valve IAC) was used to control the speed. There were many more problems with the valve. It often got dirty and wedged.
Rice. control impulses.
At the same time, the engine speed became either very high (remained warm) or very low. The decrease in speed was accompanied by a strong vibration when the loads were turned on. You can check the operation of the valve using a test on the scanner. It is possible to programmatically open or close the valve shutter and observe the change in speed. Control pulses must be checked before dismantling.
If the speed does not change on the test, the valve is cleaned. Disassembly of the valve presents a certain difficulty. The bolts that fix the winding are unscrewed with a special tool. Five pointed star.
Repair consists in flushing the valve shutter (elimination of jamming). But there are pitfalls here. With abundant flushing, the grease is washed out of the rod bearings. This leads to re-jamming. In such a situation, repair is possible only by relubricating the bearings. (Lowering the valve body into hot oil and then removing excess lubricant when cooling down) If there are problems with the electronic winding of the valve, the control unit fixes error 33; P0505.
Repair consists in replacing the winding. You can change the speed a little by adjusting the position of the winding in the housing. After any manipulations with the valve, it is necessary to reset the battery terminal.
Throttle position sensor has been installed on all kinds of engines. In the first version, when replacing it, it required the adjustment of the idling sign. In the second installation was carried out without adjustments. And on the electronic damper, a special adjustment of the sensor was required.
If the sensor malfunctions, the unit fixes error 41 (P0120).
The correct operation of the sensor is controlled by the scanner. On the adequacy of switching the sign of idling and in the graph the correct change in voltage during throttling (without dips and surges in voltage). The photo shows a fragment of the date from the engine scanner with an idle valve. Sensor reading at idle 12.8%
When the sensor breaks, a chaotic speed limit is observed, incorrect automatic transmission switching. And on a motor with el. damper – complete shutdown of damper control. Replacing the sensor is not difficult. On the first engines, the replacement includes the correct installation and adjustment of the idle sign. On the second type of motors, the replacement consists in the correct installation and reset of the battery. And on email. throttle adjustment is carried out using a scanner. You need to turn on the ignition, turn off the email. damper motor, press the damper with your finger and set the TPS readings on the scanner to 10% -12%. Then connect the motor connector and reset the errors. After start the engine and check the sensor readings. At idle, the warm engine readings should be in the region of 14-15%.
The photo shows the correct readings of the sensor on the electric throttle in idle mode.
Installed on systems with email. throttle. In the event of a malfunction, the unit fixes the error P1120, P1121. When replacing does not require adjustment. It is checked by a scanner and physically measuring the resistance of the channels.
Electronic choke.
The idle valve and cable-actuated mechanical throttle were replaced by an electronic throttle in the 2000s. Completely reliable robot design.
The gas cable was left in order to be able to control the damper in the event of a malfunction (it allows you to slightly open the damper with the gas pedal almost completely pressed). The gas and throttle pedal position sensors and the motor are mounted on the damper body. This gives an advantage in repair. Problems with the electronic throttle are associated with the failure of sensors. On average, after 10 years of operation, the active resistive layer on potentiometers is erased. The repair consists in replacing the sensors, setting the TPS and then resetting the control unit.
Gas distribution engine 1JZ-GE 2JZ-GE.
The timing belt is changed every 100 thousand mileage. Timing belt and installations are checked during diagnostics. Initially, they check the absence of codes on the camshaft, then the ignition angle with a stroboscope.
And if there are prerequisites, they check the marks, physically combining them, or with an oscilloscope to view the synchronization of the crankshaft and camshaft sensors.
Belt change on 1JZ-GE 2JZ-GE motors is carried out in conjunction with roller seals and a hydraulic tensioner. On the top cover there is a photo of the correct removal of the VVT-I coupling. Clearly defined alignment marks on the belt and on the gears leave little chance of incorrect installation of the belt. When the timing belt breaks, there is no fatal meeting of the valves with the piston. Below in the photographs are examples of belt wear, timing belt number, removed gears, alignment marks and hydraulic tensioner.
Ignition system engine 1JZ-GE 2JZ-GE.
Distributor.
The distributor - standard execution. Inside are position and speed sensors and a slider.
Contacts of high-voltage wires in the cover are numbered. The first cylinder is marked for installation. The only inconvenience is the installation of the distributor in the head. The drive is gear, but it also has marks for proper installation. Distributor problems are usually related to oil leakage. Either through the outer ring, or through the stuffing box inside. The outer rubber ring changes quickly without problems, but replacing the oil seal causes certain difficulties. Hot fit marker gear - the process of replacing the oil seal nullifies. But with a competent approach and skillful hands, this problem can be solved. The size of the gland is 10x20x6. The electrical problems of the distributor are standard - wear or sticking of the coal in the cover, contamination of the contacts of the cover and the slider and an increase in gaps due to burnout of the contacts.
Ignition coil and switch, high voltage wires.
The remote coil practically did not fail, worked flawlessly. An exception is the filling with water when washing the motor, or a breakdown of the insulation during operation with broken high-voltage wires. The switch is also reliable. It has a CIP design and reliable cooling. Contacts are signed for quick diagnostics. High-voltage wires are the weak link in this system. With an increase in the gaps in the candles, a breakdown occurs in the rubber tip of the wire (strip), which leads to the “triple” of the motor. It is important during operation to carry out a scheduled replacement of candles by mileage. Structurally, the wire of the 6th cylinder is subject to water ingress. This also leads to breakdowns. The 4th cylinder is completely inaccessible for diagnostics and inspection. Access is only possible by removing part of the intake manifold. The 3rd cylinder is subject to antifreeze ingress when dismantling the damper body - this should be taken into account during repairs. The operation of the ignition system is affected by oil leakage from under the valve covers. Oil destroys the rubber lugs of high voltage wires. Restyled engines were equipped with a DIS ignition system (one coil for two cylinders) without a distributor. With remote switch and crankshaft and camshaft sensors.
The main failures are the breakdown of the rubber tips of the coils and wires, when the spark plugs are worn out, the vulnerability of the 6th and 3rd cylinders, and the ingress of water, oil and dirt during the general aging of the engine. During winter bays, cases of destruction of coil and wire connectors are not uncommon. Difficult access to the middle cylinders makes owners forget about their existence. Proper maintenance and seasonal diagnostics completely remove all these problems and troubles.
Fuel system Filter, injectors, fuel pressure regulator.
The average fuel pressure required for engine operation is 2.7-3.2 kg / cm3. When the pressure drops to 2.0 kg, there are dips during regassing, power limitation, backache in the intake. It is convenient to measure the pressure at the inlet to the fuel rail by first unscrewing the damper. It is also convenient to connect here for flushing the fuel system.
The fuel filter is installed under the bottom of the car. The replacement cycle is 20-25 thousand kilometers. Replacement presents a certain difficulty. It is necessary that the tank be almost empty when replacing. Fitting on the tubes to the filter with a peculiar profile. They are unscrewed with great effort (to prevent fuel leakage). On a car since 2001, the filter has been moved to the fuel tank and its replacement is not difficult. The fuel rail with injectors is located in an easily accessible place. The injectors are very reliable, easy to clean - when flushing the fuel system. Checking the operation of the injectors is carried out with an oscilloscope. When the internal resistance of the winding changes, the shape of the pulse changes. You can also check the operation of the injector and its relative "clogging" by measuring the current (current clamps). For changes in current. The winding resistance is measured with a tester. The spray of the injector is checked on the stand - by visual inspection of the spray cone and the amount of filling for a certain time.
The photo shows the correct impulse.
Water ingress is detrimental to the injector. Since the date does not provide for a cylinder performance test, it is possible to determine an idle or inefficient cylinder by turning off the corresponding injector. The injectors are flushed according to diagnostic readings. Reason for flushing Lean mixture errors 25 (P0171), or gas analyzer reading - a large amount of oxygen in the exhaust. The fuel pressure regulator is mounted on the fuel rail. It is adjusted to release pressure in the return line above 3.2 kg. The mechanism breaks when exposed to water. I haven't had any other problems with it in my experience. The fuel pump is installed in the tank. Standard pump. Its performance is evaluated by measuring the pressure (with the vacuum tube removed from the pressure regulator). When the operating pressure drops to 2.0 kg, the engine loses power.
All engines of the series have a DOHC gas distribution mechanism with 4 valves per cylinder, a working volume of 2.5 and 3 liters. The engines are designed for longitudinal placement for use with a rear-wheel drive or four-wheel drive transmission. Produced from 1990 to 2007. The successor was the GR engine line.
| Toyota | |
|---|---|
| Manufacturer | Toyota Motor Corporation |
| Engine code | JZ |
| Type | petrol, injector |
| Configuration | in-line, 6-cyl. |
| cylinders | 6 |
| valves | 24 |
| Cooling | liquid |
| valve mechanism | DOHC |
| Cycle (number of cycles) | 4 |
| Media files at Wikimedia Commons | |
According to the Toyota labeling system, the designation of Toyota JZ engines is deciphered as follows: the first digit indicates the generation (1 - the first generation, 2 - the second generation), the letters behind the number - JZ, the remaining letters - performance (G - DOHC gas distribution mechanism with wide "performance" phases, T - turbocharging, E - electronically controlled fuel injection).
1JZ
The 1JZ engine has a volume of 2.5 liters (2492 cc). Produced from 1990 to 2007 (last fitted to the Mark II BLIT wagon and Crown Athlete). Bore 86 mm and stroke 71.5 mm. The gas distribution mechanism included 24 valves and two belt-driven camshafts.
1JZ-GE
The first atmospheric (1990-1995) 1JZ-GE produced 180 hp. With. (125 kW; 168 bhp) at 6000 rpm and 235 Nm of torque at 4800 rpm. After 1995, 1JZ-GE produced 200 hp. With. (147 kW; 197 bhp) at 6000 rpm and 251 Nm of torque at 4000 rpm. The compression ratio is 10:1.
The first generation (until 1996) had distributor ignition, the second - coil (one coil for two spark plugs). In addition, the second generation was equipped with a variable valve timing system VVT-i, which allowed to smooth the torque curve and increase power by 20 hp. With. Like all JZ engines, the 1JZ-GE had a longitudinal arrangement on rear wheel drive vehicles. The engine in the standard was aggregated with a 4- or 5-speed automatic transmission, a manual box was not installed. As in the rest of the engines of the series, the timing mechanism is driven by a belt, the engine also had only one drive belt for attachments.
Features 1JZ:
Production: Tahara Plant
Engine brand: Toyota 1JZ
Release years: 1990-2007
Cylinder block material: cast iron
Power system: injector
Type: in-line
Number of cylinders: 6
Valves per cylinder: 4
Piston stroke, mm: 71.5
Cylinder diameter, mm: 86
Compression ratio: 8.5; 9; 10; 10.5; eleven
Engine capacity, cu. see: 2492
Engine power, l. s./about. min: 180/6000; 200/6000; 280/6200; 280/6200
Torque, Nm/rev. min: 235/4800; 251/4000; 363/4800; 379/2400
Fuel: gasoline, 98 octane
Environmental standards: ~Euro 2-3
Engine weight, kg: 207-230
Fuel consumption, l/100 km (for Supra III)
City: 15
Track: 9.8
Combined cycle: 12.5
Oil consumption, gr./1000 km: up to 1000
Engine oil: 0W-30; 5W-20; 5W-30; 10W-30
The amount of oil in the engine, l: 4.8
Oil change interval, km: 10000
Engine operating temperature, deg.: 90
- Toyota Mark II / Toyota Chaser / Toyota Cresta
- Toyota Brevis
- Toyota Soarer
- Toyota Verossa
1JZ-GTE
The first generation 1JZ-GTE was equipped with two CT12A (twin-turbo) turbochargers arranged in parallel with an intercooler mounted under the wing. With a compression ratio of 8.5:1, the factory engine produced 280 hp. With. (210 kW) at 6200 rpm and 363 Nm 4800 rpm respectively. The bore and stroke were the same as the 1JZ-GE: 86×71.5 mm. On some parts of the engine, such as the timing belt cover, there was a Yamaha logo, indicating their involvement in the design of the cylinder head. In 1991, the 1JZ-GTE was installed on a completely redesigned Soarer GT.
The production of second generation engines began in 1996. The engine received a VVT-i system, an increased compression ratio (9.1:1) and one larger CT15B turbo. There are also new valve gaskets coated with titanium nitride for less friction on the camshaft lobes. These changes flattened the torque curve and shifted the maximum rpm down a lot, as well as reduced fuel consumption.
1JZ-GTE was aggregated with a 4-speed automatic (A340/A341) or 5-speed manual transmission (R154).
This engine was installed on the following cars:
- Toyota Mark II / Chaser / Cresta modifications 2.5 GT TwinTurbo(1JZ-GTE) (JZX81), Tourer V (JZX90, JZX100), IR-V (JZX110), Roulant G (Cresta JZX100)
The TOYOTA 2JZ engines produced by the corporation are six-cylinder, in-line engines, the production of which began in 1990, replacing the M-series engines produced before them. These engines were installed on cars with rear and front-wheel drive and were located along the longitudinal axis of the car. Two modifications of the engine were produced
- 1JZ - volume of 2.5 liters
- 2JZ - 3 liters.
According to the manufacturer's accepted marking, which applies to the 2JZ GTE engine, the following is encrypted in it: 2 - the second engine in the series, JZ - a series of engines (since 1990, Toyota began to designate the series with two Latin letters). The following letters indicate the version: G - Timing belt with two DOHC camshafts and extended valve timing. T - turbocharged. E - electronic fuel injection control.
Engine types 2JZ
The 2JZ engine was produced in several modifications
- The 2JZ FSE series engine is an analogue of the previous 1JZ series engine. It was produced from the beginning of the century until 2007. It has a power of 217 horses and a compression ratio of 11.3. The fuel supply to the cylinders is carried out by direct injection under pressure. This method of fuel supply does not practically improve technical characteristics, but has a positive effect on reducing fuel consumption and the content of harmful substances in the exhaust. The power of this modification is 217 horses. The 2JZ series motor has always been equipped with an automatic transmission. It was installed on Toyota Brevis, Progres, Crown
- TOYOTA 2JZ GE series engine - this modification produced the largest number. It has a power of 220 horses at 6000 rpm and a torque of 298 NM at 4800 rpm. The injection of the fuel mixture is phased (sequential), that is, when the crankshaft is rotated by 180 °, a certain nozzle is activated corresponding to the injection phase. The classic order of operation of the cylinders of the TOYOTA engine model 2JZ GE 1-4-3-2. The cylinder block is cast iron, the head is aluminum. At first, it was equipped with a standard DOHC timing system, with two camshafts and 4 valves per cylinder.
Subsequently, a gas distribution phase control system, DIS ignition, was installed on it, in which one ignition coil was intended for each pair of cylinders. This modification was designated 2JZ GTE VVTi.
Compared to the 2JZ GE non VVT-i configuration, engines equipped with a variable valve timing system have improved traction at low speeds. Phase control is carried out using a special clutch mounted on the camshaft.
As the 2JZ GTE engine speed increases, the VVT-i valve opens and the camshaft changes position with respect to the drive pulley and, accordingly, changing the position of the pushers, and they open the valves earlier and close later. The power of the 2JZ GE VVTi remained the same, but the torque increased with increasing speed.
The 2JZ GE model engine was equipped with TOYOTA Altezza, Aristo, Crown, MarkII, Chaser, Cresta, Progress, Soarer, SupraMKIV, Lexus 300 series IS, GS, SC. Currently, when re-equipping cars, in some car services, 2JZ are installed on UAZ and GAZelles.
- The 2JZ engine of the GTE modification is perhaps the most advanced engine in the 2JZ line. In the nineties of the last century, TOYOTA Supra MK4 began to roll off the assembly line, on which they began to install a 2JZ GTE engine with VVTi.
Detailed description of 2JZGTE
The 2JZ GTE modification engine was received in 1997 by installing a turbocharger with a side intercooler on the GE version. The first units, after modernization, received a torque of 435 Nm. Then, another upgrade was made by installing twin turbochargers. The modification of the 2JZ GTE with Twin Turbo increased the moment to 451 Nm and the power to 276 horses.
As a result, the 2JZ GTE has characteristics that differ for different markets. In the US and Europe, cars come with up to 320 horsepower, and for the Japanese domestic market, power was limited to 280 horses, in accordance with their legislation.
The 2JZ engine of the GTE VVTI modification is equipped with a sports mechanical six-speed gearbox V161 and V160 (Getrag engineers took part in the development), or a comfortable four-speed automatic A341E.
Basically, the 2JZ engine of the GTE VVTi model was installed by TOYOTA Aristo and Supra.
The idea of creating a three-liter engine was borrowed by Toyota from Nissan, from its RB engine series. An in-line engine works more balanced than its V-shaped counterparts, for example, the same Toyota UZ FE.
In V-shaped engines, the pistons move in two planes located at an angle relative to each other, hence the imbalance occurs. Such motors run longer, faster and torque changes more smoothly.
As already mentioned, the power of the 2JZ engine of the GTE VVTi model can be easily increased by almost three times without serious tuning, due to its thoughtfulness.
All the details that affect the operation of the engine under extreme loads are taken into account - effective lubrication, valve mechanism, cast-iron cylinder block (instead of the common aluminum) were all designed and created to withstand extreme operating conditions. One of the interesting and extraordinary design solutions - the piston diameter has the same value with its stroke.
Advantages and disadvantages
In addition to the already listed advantages of 2JZGTE - simple tuning to increase power, in-line arrangement of cylinders, a durable cast iron cylinder block, a few more points can be highlighted:
- The crankshaft is made by forging.
- Oversized inserts.
- The piston skirts were grooved for oil splashing and more efficient cooling.
- To reduce the physical degree of compression, depressions are made on the pistons.
- Standard timing belt, oil pumps and cooling systems are able to work with an increase in power up to a thousand horses if some tuning is carried out.
With so many advantages, it would be wrong to miss the disadvantages:
- Frequent breakdowns of the timing belt tensioner bracket
- Unreliable fastening of the stuffing box of the oil system pump
- Not very reliable fastening of the crankshaft pulley
- Inefficient cylinder head purge
- Periodic breakdowns of turbochargers, especially on Twin Turbo CTUs.
Typical malfunctions
Like everything related to mechanics, especially complex designs such as internal combustion engines, there are weak points in which malfunctions occur more often. This also applies to 2JZ engines. The most common and confusing many - the engine does not start. What are the reasons for this:
- Motors of the JZ series are afraid of water, therefore, if after, for example, washing it does not start, then you need to unscrew and dry the candles.
- The failure of the fuel pump is just as common as with all injection cars. In cases where the car suddenly stalled and does not start, or after checking the candles it still does not start, then the fuel pump may have broken and it is necessary to test it.
In other cases, when the car does not start, it is best to contact specialists. Or. If you have the skills to repair machines, you can find a manual for these units on the Internet, where there should be instructions for diagnosing and repairing.
More than twenty years have passed since the launch of these engines into production, and they are still popular in the motorsport environment, tuning workshops and car services involved in the conversion of cars, due to their reliability and good resource.
