The Japanese automobile concern Toyota is famous for the production of motor units, with high reliability and technical characteristics. Also, modern technologies were used in its manufacture, which makes maintenance of motors simple. The first generation engine units were labeled 1JZ GE engine. It has 6 cylinders arranged in an in-line type. The engine capacity is 2.5 liters.
What cars did you install it on?
- Toyota Crown (Toyota Crown).
- Toyota Chaser.
- Toyota Cresta.
- Mark 2 (JZX81, JZX90, JZX100, JZX110).
Motor Specifications
Summary table of technical characteristics of the 1JZ-GE engine
| Engine capacity | 2.5 l. |
| Power rating | From 180 to 200 hp |
| Cylinder radius | 43 |
| Additional information about the motor | 3 |
| Fuel type | Petrol fuel with 98 octane rating |
| Maximum power parameters | 180 HP (132 kW) / 6 thousand rpm. 180 HP (132kW) / 6.2 thousand rpm. 196 hp (144 kW) / 6 thousand rpm 200 hp (147 kW) / 6 thousand rpm |
| Maximum torque settings | 235 Nm (24 kg * m) / 4.8 thousand rpm 250 Nm (26 kg*m) / 4 thousand rpm 255 Nm (26 kg*m) / 4 thousand rpm |
| The presence of a mechanism for changing the volume of cylinders | absent |
| Minimum and maximum fuel consumption | 5.9 and 16.7 liters per 100 km. |
| Availability of start-stop system | absent |
| Compression levels | 9 to 11 |
| Engine type | 6-cylinder, 24-valve, DOHC, liquid-cooled |
| Piston stroke | 72 mm |
Modifications
- 1JZ-GE- is the first version of this motor. Its power is 180 hp, and the cylinder capacity is 2491 cc. The maximum torque mark is reached when the engine crankshaft rotates at a speed of 4800 rpm. Achieving the required traction characteristics at low engine speeds is possible due to the presence of a gas distribution system called DOHC.
- the first engine upgrade took place in 1995. Thanks to her, the power indicator was 200 hp. To achieve this indicator, the number of revolutions per minute must be equal to 4000. Thanks to this, the engine response has improved.
- the presence of distributor ignition was observed in the first generation of atmospheric 1JZ engines. Thanks to this, it is possible to simplify the ignition system, to troubleshoot the ignition coils, as well as for the normal functioning of the candles for 100 km. run. This engine also requires high-quality maintenance of the belt drive, however, due to the simplicity of the design of the power plant, replacing the belt and rollers was not difficult. The motor in question is paired exclusively with automatic types of gearboxes.
- in 1996, the design of the second generation of power plants of this line was carried out. The installation of manual transmissions began. The 1JZ-GE engine featured a VVT-i system equipped with coil-type ignition. The difference of this system is that the work of one coil was carried out on two spark plugs, which made it possible to improve the operation of the engine installation.
- the latest 1JZ GE engine was equipped with a VVT-i system that smoothed out the torque curve. This made it possible to significantly increase the economic qualities of the engines of this series. At the same time, the dynamic qualities have also improved with the use of the VVT-i system, in engines with the 1JZ GE index.
- thanks to the liquid cooling system, effective indicators have been achieved to reduce the temperature of the coolant to a value of 90 to 95 degrees. High resistance to overheating, as well as a long service life of 400-500 thousand km., Are the advantages of engines from the 1JZ series. The reliability of the power unit from the 1JZ-GE VVT-i line made it possible to operate it in difficult conditions, while its maintenance did not bring much trouble to the owner and was carried out very simply.
A factory resource of 300,000 kilometers is fully justified by these two types of engines. If timely maintenance is carried out and high-quality lubricants are used, then the JZ engine will overcome the mileage of much more than 300,000 km. You can often meet people who claim that the 1JZ-GE power plant has crossed the million-kilometer mark. An engine with a turbocharged element has a shorter resource, however, among them, you can also find million-plus copies. Aspirated and turbocharged engines are very tenacious, because they are made of very durable materials.
Service
Regulations for changing the oil in the Toyota 1JZ-GE engine. This procedure is carried out every 10,000 km, in the following Toyota cars: Crown, Chaser, Cresta, Mark 2. The volume of oil poured into the engine, taking into account the replacement of the filter, should be 4.5 liters. If the filter is not replaced, then 4.2 liters should be filled. The classification of oils for different types of engine is specified in the API. Oil should be poured into the older ones, with a tolerance of at least SG, and into younger generations - at least SJ. Recommended SAE oil viscosities are 5W-30 and 10W-30.
In vehicles operating under high loads, the recommended oil change mileage is halved.
Work on replacing the timing belt is carried out every 100,000 km. Breakage of this element will not lead to deformation of the valve. The air filter is replaced at intervals of 40,000 km. Also, at a given mileage, it is necessary to change the fuel system filter and the cooling fluid circulating in the system cavity. In front-wheel drive vehicles, the required volume of fluid is 7 liters, and in all-wheel drive - 7.6. Depending on the type of candles, they are replaced from 20 thousand km to 100 thousand km. Candles installed on the 1JZ-GE motor have the following designations: Denso PK16R11, NGK BKR5EP11. Valve clearances must be checked every 20,000 km.
We bring to your attention the price list for a contract engine (without mileage in the Russian Federation) 1JZGE
This engine was first installed in the Toyota Supra in 1986, and since the start of the fourth generation of the model in late 1992, the 2JZ-GTE has firmly established itself as the engine of Toyota's sports compacts. The reason for this is the fact that, thanks to its power, even after 23 years of production, the engine remains popular among both ordinary motorists and racing teams. The volume still remains unchanged - 3.0 liters. With just a few modifications, the 2JZ delivers power that almost any production engine would envy. 
Where is it to be found?
The 2JZ-GTE first came to Japan under the hood of a 1991 Toyota Aristo, and then moved to Japanese Supra models, and lived there until the model was discontinued in 2002.
The 2JZ-GTE has a more affordable sibling called the 2JZ-GE. They are very similar in design, but GE uses high-pressure pistons, and according to the manufacturer, it squeezes out only 230 hp. In short, this engine should not interest you. Just don't think about it, and don't try to look under the hood of a non-turbo fourth generation Supra. The same engine, by the way, is installed in the Lexus IS300, GS300 and SC300 models. 
Alternative to JDM
In the land of the rising sun, you can often find a 2.5-liter 1JZ-GTE engine. Later versions of it are distinguished by the presence of phasing of the intake camshaft and the presence of one turbine. By the way, the 2JZ-GTE engine was once adapted for the Japanese market by installing computer control of the valve timing and a new turbine. 
But you and I do not live in Japan and not in the USA, so we can only dream of a powerful three-liter engine. In any case, JDM engines are much easier to maintain, cheaper and, despite smaller injectors and camshafts, they have about the same power as their American counterparts.
It's all about the block
In developing its 2JZ engine, Toyota took a cue from Nissan and their famous RB racing engine series. Like the RB26DETT engine, the 2JZ uses an in-line design that is inherently perfectly balanced. Unlike V-engines, the pistons in the front three cylinders move in the opposite direction of the pistons in the rear three cylinders. Thanks to the polar work of the pistons, the weight in the V6 engines is distributed equally, but the 2JZ cannot boast of such a feature. But the Toyota engine has one plus: you can spin it harder, longer, smoother and safer than any other engine. 
The possibility of doubling engine power would surprise almost any car enthusiast, but in the case of the 2JZ it is possible. If you are looking for an engine that can be revved up to 700 hp. without tearing off the bottom cover, then pay attention to this handsome man from Toyota. Cast iron engine with a heavy duty block cover that prevents any movement of the cylinders, forged crankshaft, concave pistons and voila, the perfect engine. Seven bearing caps keep the crankshaft in place, while oil squirters mounted under the pistons keep moving parts cool at high RPMs. In addition, the guys at Toyota did a great job with the square geometry of the engine, thanks to which the diameter of the cylinder bore is equal to the length of the piston stroke. 
“Apart from the timing belt tensioner, crankshaft pulley and oil pump gasket, the engine has virtually no weaknesses,” says one expert from southern California. 
Pros and cons of 2JZ-GTE
Advantages:
- Ability to develop up to 2000 hp
- Rigid row construction
- Lack of access to the valve actuator
- Durable cast iron body
- Forged crankshaft
- Powerful root neck swayed
- Oil sprinklers under the pistons
- Square geometry
- Timing belt, oil pump and cooling system support up to 1000 hp additional power 
Flaws:
- Unreliability of the timing belt tensioner
- Often the oil from the pump starts to ooze
- Unreliability of the crankshaft pulley
- Poor cylinder head design
- Unreliable turbine 
How to effortlessly accelerate to 750 hp
If you believe the guys from FSR Motorsport Creations, then overclocking the engine power by more than 2 times is not so difficult. The first step is to replace the sequential turbo with a larger compressor. Look for a turbo in the 64-88mm range with a good boost pressure regulator and replace the side intercooler with a front one. GReddy and HKS make great engine modification kits that have all the parts you need. Also, you will need a bigger fuel pump, larger pressure line, 1,000cc fuel injectors and some good ECU like AEM Infinity. And finally, a good camshaft from Brian Crower will allow you to squeeze the coveted 750 hp out of your engine. 
Can you handle such power?
The 2JZ-GTE engine has proven time and time again that it can deliver over 2,000 hp. This will require a turbine larger than 64mm, however, it is not as difficult as it might seem. Start with a 72mm turbo and consider installing forged pistons and connecting rods, as well as stronger main bearing caps. Wider head studs will keep the cylinder head from coming off the block. In addition, we advise you to pay attention to the 2000cc injectors and a couple of fuel pumps. However, it all depends on the recklessness of your idea. 
About the limitations of Japanese 2JZ-GTE engines
2JZ-GTE engines installed in American cars have a power of 320 hp. and 427 Nm of torque. The reason for this modesty is that in 1989 the Japanese manufacturers decided to end the costly power war by limiting production cars to 276 hp. At least documented. Since then, the agreement has already been repeatedly violated. In addition, the 2JZ-GTE engine had huge power potential. For a country with a speed limit of 100 km / h, this agreement was quite logical, but for American buyers it was wildness, because they were used to the fact that grandfather's wreck goes faster than a good sports car of the 90s. Thus, the manufacturers made it so that they could squeeze 400 hp out of the 2JZ-GTE. It was possible literally with the slightest modifications. 
The Toyota 2JZ-GTE engine puts out 320 hp. thanks to a pair of Hitachi turbines installed in series. Unlike the parallel twin-turbo design, where two identical turbines blow out the same amount of air at the same time, the series design is designed so that at first only one turbine works, and then, at higher speeds, the second one takes over. 
Typically, this design uses two turbines of different sizes, but this engine uses two identical ones. The Toyota Supra was one of the first cars to prove that sequential turbocharging has a place in the tuning world. At 1800 rpm, the first turbine is turned on. Then, press the pedal to the floor, let the engine control unit and boost pressure regulator do their job, and by 4000 rpm the second turbine will kick in. 
A brief tour of the spare parts for 2JZ-GRE
Camshaft Brian Crower
These camshafts will allow you to squeeze much more power out of your 2JZ-GTE. The company produces a wide range of camshafts, among which there are parts for both calm drivers and crazy racers.
AEM Infinity Tunable Engine Control Unit
The Supra's cast-iron engine block is certainly pretty strong, but without proper tuning, it can just explode and go to pieces. The AEM Infinity kit is designed specifically for the Supra engine and allows you to control everything that happens inside the engine.
Turbocharged GReddy
Stock turbines 2JZ-GTE are unlikely to suit you. If you want some serious power, check out the GReddy kits, which contain all the necessary parts, such as a pressure regulator, exhaust manifold and the turbine itself. Such a kit will seriously disperse the performance of your car.
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 stem 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.
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, there were problems with ceramic turbine discs, 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 a 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
Legendary Japanese 1JZ GTE engine and 2 jz gte engine. Today there will be a huge author's post about one of the greatest generations of engines in the history of the automotive industry - the turbocharged Jazet (GTE) series. Then it seemed to me that the topic had exhausted itself. Time passed, I learned a lot of new things. This article will focus on the features of the stock 2jz-gte engine. As always, in my post there will be no reports on the replacement of rubber, boobs, photosets, and other husks, only automotive topics)
Basics
Engines of the Jazet family began to be produced in 1990, and the first in this line of engines was the 1JZ-GTE, it was a 6-cylinder in-line block with a volume of 2491 cm3, CT12A turbines that blew 280 forces. The head of the block, which would fully cope with such a load, is not the first time, Toyota helped develop people from Yamaha. In 1996, this engine underwent a restyling, after which the cars were equipped with a VVt-i system, received one larger CT15B turbine, as well as a new ignition control system.
All this stuff was put under the hood of such cars as Chaser (teapot), Cresta, Mark II (in TourerV trim levels), Toyota Soarer, Toyota Supra, Toyota Verossa, Toyota Crown.
Subsequently, the 2JZ-GE block (aspirated) appeared, the volume of which was 2997 cm3. This volume was achieved by engineers by increasing the piston stroke, which was very small on the 1JZ versions - only 71.5mm with a piston diameter of 86mm. As a result, the diameter of the pistons and cylinders remained unchanged, which made it possible to make hybrids 1.5JZ, which I will discuss below. 2JZ is easy to distinguish from its older brother by the valve cover: there is no embossed grille on it and the VVt-i system does not stick out
All these engines were installed exclusively longitudinally, therefore they were used mainly on rear-wheel drive vehicles, although there were also all-wheel drive modifications.
Who uses JZ
A meme has been circulating on the Internet for a long time - "2JZ - there is no better for a man."
The most widely used engines were 1JZ, which were installed on all branded cars of the nineties until 2005. The main "carrier" was the Mark II TourerV itself, which is distributed throughout Russia, especially in the Far East, where it is a legendary car. In our Krasnodar Territory, it is also quite easy to meet this car - at one time they were brought from Japan. Today, the prices of these cars have risen significantly.
If 5 years ago Mark II in 90 body cost about 200-220 thousand rubles, then in 2009-2010 it was possible to buy a live atmospheric mark already for 160k. Today I see that live tourers cost well over 300 or even 400 thousand rubles.
Unfortunately, age takes its toll, and no matter how reliable the car is, everyday operation is slowly but surely killing it. Now the average mileage of the same 90 mark is well over 200 thousand kilometers. Another major minus (at least for me, maybe for someone a plus: at that age the car had many owners already here in Russia and having gone through everyone, these cars never remain in stock. Usually people drive 2x TourerV types: First, these are those who do not have large amounts of money (no offense to anyone, it's just obviously a budget car), for example, students who are not too lazy to do everything themselves - this causes interest and respect.
It's like a Japanese pelvis - you can learn everything on it, and the owners never miss the opportunity to modify the car, it just has ... They crave speed, crave to be the first, but in the end you either have to pacify your ambitions (you always grow out of roundabouts, and you go into a professional sport that dictates its own rules) or go to the camp of the second type of people - people who have the means to buy more expensive cars, but they buy the brand as a second, third or fourth car only for uprooting.
For a professional approach to the issue, large sums are already needed - only then can results be achieved at the level. The brands themselves have received the widest distribution in drifting - this is probably the most widely represented model along with the Nissan Silvia, Toyota Supra (which has the same 2 jezet engine).
However, the option is cheap and cheerful does not mean bad. At the cost of the most budgetary sedan in the poorest configuration (for example, Solaris or Polo), you can buy, for example, the hundredth mark, in the TourerV version with a 1-jet engine. And it's not a fact that a new car won't break down first.
These cars can be compared with the Nissan GTR: also fast and also cheap (relatively). Therefore, they have received such distribution in Russia. Fortunately, there are still owners who keep these cars in decent condition!)
Golden mean or 1.5JZ
Each of the motors has disadvantages, many owners of 1JZ and 2JZ want to learn from each other the strengths of the engines. Owners of 1JZ certainly want 3 liters of volume instead of 2.5, but they don’t want to change the cylinder head cover, because there are people who are convinced that the VVt-i system interferes, as many people think that the top from 1 Jay is made simpler and more reliable, valve springs are stiffer and lighter valves themselves. Personally, I am convinced that the head from 2jz is better.
In addition, 2jz engines cost 2-3 times more than their older counterparts and not everyone can afford to buy a whole engine. The classic 1.5 JZ recipe is a 3-liter bottom (cylinder block, piston, sump, etc.) with all the charms of a 2 JZ nipped in by a 2jz block head. As I wrote above, the diameter of the combustion chambers is the same, however, the first jay has a small number of differences in the oil line, as well as antifreeze channels, but these are mere trifles that can be corrected very easily.
As a result, it turns out quite budgetary, you can even say this is a kind of stroker kit for 1 jay, this engine includes a huge bonus from 2-pieces in the form of 3 liters of working volume, cheap and angry))))
The unequivocal advantage of this solution is also the absence of problems with the electrics (engine control system). In order to “bandage” the braid on another engine, not all craftsmen can handle it.
There is also another budget option - to take as a basis the cylinder block from the 2JZ GE engine (non-turbocharged version of 3 liters). In this case, you will have to bother much more - drill oil channels, install oil nozzles for the piston and organize oil supply to the turbines. All this is quite complicated, and it’s not a fact that there are craftsmen in the city who will undertake this, the rest of the actions are no different from those described above, of course, with the exception of acquiring all turbo components. Such a solution costs about 1.5 times cheaper than a finished engine.
Such "mutations" will cost about 150 thousand rubles, depending on various factors. Cherished block 2JZ: looking at modern engines, I would call it massive))
All about swap engine 1jz and 2jz
In my opinion, Toyota engines of the Jazet series are now the most common as raw materials for swaps. There are several reasons for this: firstly, it is an inline six-cylinder engine that is balanced, has a medium displacement, is very reliable and is one of the best tuning platforms today.
Most of all now cars with the 1JZ-GTE engine. A very good platform that is already self-sufficient. What are its advantages? It is quite cheap in the secondary market, it is easy to find and buy, there are a lot of offers in Russia, especially in the Far East. Parts and people who understand these engines are also present.
The stock power of this engine is 280 forces, but this figure was introduced due to Japanese laws - the engineers laid down the standard power of 320-330 forces, which in practice can be obtained by almost any brand owner (the owner of a car of the brand-like family, for tankers (those who are in the tank (who are not understands what is being said. Well, since so far we are talking exclusively about the stock engine, I will list its shortcomings, without which nothing can do at all.
With constant driving in the “slipper on the floor” mode, the last, 6th cylinder can overheat, and the cooling system of both the engine as a whole (oil overheats, narrow antifreeze channels) and air cooling for turbines (weak intercooler) are also poorly adapted to peak loads. But in fairness it should be noted that all these delights can be experienced more on the track than in the city, because in the city it is simply impossible to drive for such a long time in such hard conditions.
If you need more reliability and severe tuning is planned, you definitely need to install a 2JZ jade: it has more volume, an improved cooling system. It is also worth saying that it is simply impossible to kill this engine with ordinary loads of a sneaker on the floor. the key systems and parts have such a margin of safety that pulls on a record.
Piston (native to 100%) can withstand 1000 liters. With. and 2.5 boost, the oil pump is already able to withstand 1500 liters. With. and antifreeze pump 1000 l. With.
No one has yet reached the limit of the capabilities of the 1JZ block itself, and even more so 1.5JZ and 2JZ, that is, how much power other components could provide, so much it could withstand, whether it was a crazy thousand or one and a half horsepower. This should give an idea of how long the engine can run stock at high speeds. It is also much easier to get any non-standard spare parts for the 2jz-gte engine than for the 1JZ, they are mainly ordered from the USA.
However, if you want to ride a stock engine and do not plan to raise the bar for improvements above 500-600 hp. You won't really notice the difference in power. All the same, 2gz is a unit for very serious tuning, which is inaccessible and costly both in terms of labor and financially.
I probably won’t clarify any points on the swap in certain models of cars, because. it will take a lot of time, so I’ll just list where they put it at all.
What are the kulibins or mom capable of, I bought a JZ
Let's start with a car of the same brand - Toyota Altezza:
These engines are used by Team TS pilots on the RDS, where this is probably the most popular engine.
These engines like to start putting in RX8, though it all ends up being the right result very rarely. Why - described in my article about rotary engines. One of these craftsmen was a well-known harvester who managed to do the impossible))) The owner is happy)
RX7 owners are not far behind:
There were even all-wheel drive versions of the rx8 on this engine, but this is already some kind of space.
German cars were also able to make friends with the Japanese heart - these are 2 very stylish BMWs that are no different from ordinary ones in appearance, but Japanese blood boils in them) These are the E39 five and the e36 triple:
Toyota's avid competitors - Nissan owners also often resort to installing JZts) an example of this is this Nissan 180SX
as well as this Nissan Silvia
I think many have heard that Volvo is a car for pensioners, but there are retired cars for the young in spirit))) Do not be surprised if such an old-school car overtakes you by 250 km \ h)))
This is only a small part, now you can go to the domestic manufacturer. The main condition is the availability of space, which is plenty under the hood of the old GAZ 21. What the owner took advantage of, now this "old man" will give a light to many.
Owners of younger models are also eyeing the 2JZ. Some look and some do. On this 31st Volga, not only the engine but also the dashboard from the brand, it's pretty nice)))…
