In the world of motorsport, motors Toyota series JZ is a legend forever inscribed in history. It's no joke, until now many sports teams, both amateur and professional, use engines that were developed at the turn of the 80s-90s. Legends tell about "jayzets" - both in terms of endurance and indestructibility. And the widespread use of motors has made them very affordable. Even nowadays, buying a JZ in Japan and tweaking a little is perhaps the cheapest way to build an engine for sports car... Why the JZ series motors managed to become so popular, we tell in this article.

In the photo - 2JZ-GTE

History

The progenitor of the series, 1JZ-GE, appeared in 1990. Inline six with a volume of 2.5 liters gave out 180 "horses" and 235 Nm of torque (at 4800 rpm), had two camshafts, a timing belt drive, a cast iron block and an aluminum cylinder head. In 1995, the engine was slightly modified: the compression ratio increased, phase shifters appeared, the cooling and ignition systems changed. Power has grown to 200 h.p. With a slight modification, the engine was used on new cars until 2007. The atmospheric engine was installed by Toyota mainly on ordinary civilian cars, it provides a combination high power and easy operation. The motor quickly became popular both in Japan itself and in the United States, where Toyota was actively exporting its products at that time.

For sports cars, the company has prepared another modification - 1JZ-GTE. They also put on civilian models, but with a serious surcharge and only on expensive equipment. Its volume was the same as that of GE, moreover, the block itself did not fundamentally differ from the "aspirated" (the main difference was in the more "powerful" pistons), the other was the cylinder head, but, of course, the main difference was in availability. It was provided by two CT12A compressors installed in parallel. For the turbocharged version, the compression ratio was slightly reduced, but still, even in the standard version, it was possible to achieve a solid increase in power - at its peak, the engine produced 280 hp, and the torque has grown to 363 Nm at 4800 rpm.

Even the first version of the motor was not bad, although it did have some overheating problems. But the company quickly fought them. In 1996, together with the aspirated version, Toyota also upgraded the "supercharged" version. The cylinder head was changed, the cooling and ignition systems were revised, the infinitely variable phase control was introduced, and two small turbines were replaced with one large one. The official power did not grow, but many minders believe that the engine went over 300 "horses", just according to the then rules in Japan it was impossible to build more powerful motors. In any case, the torque increased after restyling, which had a positive effect on the dynamics. It was in this form that the 1JZ-GTE began to forge fame on the racetracks.

Everything would be fine, only the main competitor Toyota Nissan there was also a good sports engine RB26DETT with a capacity of 280 hp, 1JZ-GTE was difficult to compete with.

Toyota thoughtfully and showed the world 2JZ. Conceptually and constructively, it was very close to 1JZ - all the same in-line six, cast-iron block, aluminum cylinder head, only the volume of 3 liters. Moreover, the cylinder diameter coincided with 1JZ, the volume was increased by increasing the piston stroke. The engine became "square" - the diameter and piston stroke were 86 mm each.

As in the case of 1JZ, Toyota made two modifications of the "two" - 2JZ-GE and 2JZ-GTE. As you might guess, the first was atmospheric, and the second was turbocharged. The first passport capacity was 220 h.p. (maximum torque 304 Nm), the second 280-320 HP depending on the modification (the maximum torque was very solid 451 Nm). The attentive reader must have noticed that the 1JZ-GTE had the same 280 hp, why didn't the larger unit have an increase? It happened, but, again, the Japanese market had a 280 hp limit for a long time. The fact that the engine can do more can be judged by the American market, where the engine was certified with 320-350 "horses".

In the photo 2JZ-GTE

The history of modifications of the "two" is completely identical to the "one" - in the mid-90s, both of its modifications received a modified cylinder head, phase shifters and new system ignition, this did not increase the power, but the torque increased.

In 2000, both engines were modified with direct fuel injection. The engineers hoped that the motors would become more economical while maintaining the same power. But the design with a high-pressure fuel pump has become more capricious than the base engines, it has a strong dependence on the quality of the fuel, access to spark plugs has deteriorated, and overall reliability has decreased. Yes, fuel consumption has decreased, which was to the liking of ordinary users, but tuning lovers and "athletes" prefer conventional modifications as less problematic.

Motors in everyday use

Depending on the configuration and sales market, the first and second "jays" were installed on Toyota Mark II, Toyota Progres, Toyota, Toyota Crown, Toyota Brevis, Toyota, Toyota Verossa and some models under the Lexus brand. All engines were always installed longitudinally and were designed for rear or four-wheel drive... The basic transmission was considered an automatic transmission, but the sports versions could be equipped with a 5- or 6-speed manual. Manual transmission, by the way, is not enough on civilian cars; according to many users, the 4-speed "automatic" cannot fully reveal the potential of the engine.

Most cars with JZ series motors in our country are right-hand drive cars from the Japanese market. For normal operation, models with atmospheric engines are most often chosen, they are cheaper and a little simpler. The resource of the engines is great. If you regularly change the oil and maintain the engine, then before the banal replacement of rings, the engine leaves 300-350 thousand kilometers, and the time usually comes with more than half a million runs.

According to the documentation, the motors must run on 95th gasoline, but in Russia many drivers use 92nd gasoline in aspirated engines without any problems. The main thing is that the fuel is of high quality. Motors carry well low temperatures and mileage in our country, although they cannot be called economical - even in a quiet driving mode, less than 10-11 liters in mixed modes does not work. And turbocharged versions, yes with active driving, easily eat 20 liters or more.

Tuning possibilities

Motors of the 1JZ and 2JZ series have gained fame not only as serial units, but also as blanks for tuning projects. The secret lies in the huge margin of safety that Japanese engineers put into the motors. The engines are tuned up to 1000 hp, while some of the parts remain from stock engines - an amazing fact... There’s no other engine that’s capable of this. Due to the similar design, 1JZ and 2 JZ are tuned according to the same scheme, adjusted for different volumes. "Two" due to the additional 500 "cubes" is more powerful, but the motor itself is initially more expensive, so many projects are made on 1JZ - in terms of price / power ratio, this is often cheaper

Of course, not all tuning options for "jayzets" are mega-radical, but the owner of these motors always has a choice. There are turbo kits for naturally aspirated versions of engines, but tuning professionals say that this is not the most rational option. It is much cheaper and easier to buy a contract version of the GTE than to install the turbine on "atmospheric", therefore the main tuning masters prefer to initially work with the GTE.

Get an increase of 50 "horses" it is possible to simply increase the boost from 0.7 to 0.9 bar, replace the exhaust with a direct-flow one and install a more efficient one. If you change the ECU, use a large intercooler and a large cooling radiator, you can raise the boost pressure to 1.1-1.2 bar, which will give the output 380-450 horse power ... At the same time, the turbine and engine elements can be left native, they will work at the limit of their capabilities, but with moderate operation they will last a long time. By racing standards, of course.

Turbo kit HKS2835 on 1JZ GTE - 420 HP

For getting 500-600 HPwith "jayzets" already have to invest properly in tuning. On an amateur level, few people get it. We need other injectors, a turbine, a gasoline pump, increase the performance of cooling radiators, put "evil" camshafts... It would be nice to change the pistons and connecting rods, although for some time the regular ones at such power will be able to work. The most ambitious projects go up to 1000 hp, but there the volume of alterations turns out to be large, although the cylinder block is left native in any tuning - it can withstand even such an increase in power.

Installed turbo kit for 1JZ-GTE - 500 hp

Reasonable price of the base motor, a wide range of tuning parts, the ability to vary the "depth" of modifications and a large design margin - these are all the secrets of the popularity of modifications 1JZ and 2JZ. New motors have not been produced for a long time, but in Japan there are many contract options that are ready to serve for the benefit of motorsport.

"Poltorashka"

In the topic of tuning JZ engines, a kit is often used, which in the driving environment will receive the nickname 1.5JZ. The motors of the first and second series are well unified, which allows different manipulations between them. The most popular option is when a cylinder head from the first is placed on a three-liter block from the second JZ. The diameter of the combustion chambers is the same, oil and antifreeze channels will require minor modifications, but the amount of alterations is small.

Why fence such a monster? For fans of maximum overclocking, a three-liter block is preferable, it is easier to remove more power and torque from it. However, the cylinder head from 1JZ seems to many minders to be more durable and simpler. In addition, it is noticeably cheaper than the native 2JZ. For those looking to meet a certain budget, this option makes sense.

Minuses

Even such popular and legendary motors have their drawbacks. Among the mechanics are:

1. Lack of hydraulic lifters... Both motors have valves that are adjustable with washers. Adjustment is necessary every 80-100 thousand kilometers. Not that the lack of "" affects power, but it makes maintenance a little more laborious. For "athletes" this, of course, is not a problem, but for a stock motor, at least a small, but a minus.

2. Weak timing belt tensioner... The resource of the belt is declared by the factory at the level of 100 thousand kilometers - not bad, but because of the tensioner, it can break earlier. Fortunately, all engines, except for versions with direct injection, are "non-stick", when the belt breaks, the pistons and valves do not meet. But all the same, when problems with the timing belt occur due to the tensioner, it is unpleasant.

3. Resource small by the standards of the motor. The water pump runs 150-200 thousand kilometers. For other cars it is very good, but in "jayzets" it is usually the first to fail.

4. Not very reliable... The situation is about the same as with the pump, this element is just a little less reliable than everything else. Due to the pump and viscous coupling, the motors can overheat, especially during heavy loads.

5. Poor cooling of the sixth cylinder... The problem relates more to the atmospheric version of the 1JZ, especially before the modifications. Here, the engineers simply did not really calculate the lines for removing heat and the last cylinder overheated under constant loads. On other versions, the problem is much less pronounced.

Instead of output

The JZ series motors were lucky to be born at the right time. In the late 80s and early 90s, technologies in the automotive industry were able to rise to a high level, and marketers had not yet taken over the world. Engineers have learned to make very hardy and "indestructible" cars, and no one has yet told them that if the car falls apart after 100 thousand kilometers, the company will earn more money. At that time, reliability was flourishing not only with Toyota, many companies then created cars and units with a high resource, but even against their background, JZ engines stand out.

They were designed with an eye on a conservative approach and proven solutions, but at the same time they used new technologies - four valves per cylinder, electronic injector, phase shifters. Even among the leaders of the auto world it was not mainstream back then. Plus, of course, initially a very successful design, in which there were almost no mistakes on the part of engineers. It would be developed further, but the motives and preferences in terms of designing cars in the 2000s became different. At the same time, JZ was given a lot of time: is it a joke 16 years on the assembly line.

There are no such engines now. The formal successor has become aluminum, has lost its former resource and the former opportunity for tuning. Modern Toyota engines are lighter, more economical and more environmentally friendly, but will 1000 "horses" survive? Doubtful. Fans of engines of the past epoch only have to work out the resource of "jayzets", since they are not over yet.

1JZ

1JZ engines were produced from 1990 to 2007 (last installed on Toyota Mark II Wagon BLIT). The displacement 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.

1JZ-GE engine

Those. characteristics
Number of cylinders 6
Valves VVT-i, DOHC 24V
Power, h.p. (Nm) 200 (250)

The 1JZ-GE is not a turbocharged version of the 1JZ. The 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 on rear-wheel drive vehicles. The engine was equipped with only a 4-speed automatic.

1JZ-GTE engine

Those. characteristics
Number of cylinders 6
Cylinder arrangement in-line
Valves VVT-i, DOHC 24V
Engine displacement, l (cc) 2.5 l (2492)
Power, h.p. (Nm) 280 (363)
Turbine type CT12 / CT15B
Injection system Distributed
Ignition system Trambler / DIS-3
The 1JZ-GTE engine is a turbocharged version of the 1JZ. It was equipped with two CT12A turbochargers located in parallel. The physical compression ratio is 8.5: 1. This refinement of the engine resulted in an increase in power of 80 hp. relative to atmospheric 1JZ-GE and amounted to 280 hp. at 6200 rpm and 363 Nm at 4800 rpm. The cylinder bore and piston stroke correspond to the 1JZ-GE engine and are 86 mm and 71.5 mm, respectively. There is a certain possibility 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 on new model Toyota Soarer GT.
There were several generations of 1JZ-GTE engines. In the first generation, problems were observed with ceramic turbine discs, which tended to delaminate high revs engine and temperature conditions. Another feature of the early 1JZ-GTE was a malfunction of the one-way valve 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 decent amount of oil vapor enters the turbines, 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. It's still the same two and a half liter engine with a turbocharger, but with the BEAMS proprietary architecture, which consists in a redesigned cylinder head, the installation of the latest VVT-i system at that time with a stepless variable valve timing, a change in the cooling jacket for better cooling cylinders and new valve gaskets with titanium nitride coating for less friction on the camshafts. The turbo was changed from two CT12 turbines to one CT15B. The installation of the VVT-i system and a new cooling jacket increased the physical compression ratio from 8.5: 1 to 9: 1. Despite the fact that the official data on engine power 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

1JZ-FSE engine

Those. characteristics
Number of cylinders 6
Cylinder arrangement in-line
Valves VVT-i, DOHC 24V
Engine displacement, l (cc) 2.5 l (2492)
Power, h.p. (Nm) 197 (250)
Ignition system Trambler / DIS-3
In 2000, Toyota introduced the least recognized member of the 1JZ-FSE direct injection family. Toyota argues the appearance of such engines for 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 so 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).
The 1JZ-FSE with D4 direct injection is 197 hp. and 250 Nm, 1JZ-FSE has always been equipped with automatic transmission gear.
The engine was installed on cars:
Toyota Mark II
Toyota Brevis
Toyota Progres
Toyota Verossa
Toyota crown
Toyota Mark II Blit

2JZ engines have been produced since 1997. The working volume of the cylinders of all modifications was 3 liters (2997 cc). These were the most powerful engines JZ series. Bore and 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.

2JZ-GE engine

Those. characteristics
Number of cylinders 6
Cylinder arrangement in-line
Valves VVT-i, DOHC 24V
Power, h.p. (Nm) 220 (298)
Injection system Direct D-4
Ignition system Trambler / DIS-3
The 2JZ-GE engine is the most common of all 2JZs. The three-liter "aspirated" develops 220 hp. at 5800-6000 rpm. The 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. In 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 pair of cylinders.
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

2JZ-GTE engine

Those. characteristics
Number of cylinders 6
Cylinder arrangement in-line
Valves VVT-i, DOHC 24V
Engine displacement, l (cc) 2.5 l (2492)
Power, h.p. (Nm) 321 (451)
Turbine type CT20 / CT12B
Injection system Distributed
Ignition system Trambler / DIS-3
This is the most "charged" engine in the 2JZ series. It has six straight cylinders, two belt-driven camshafts, two turbines 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 exclusively in Japan from 1991 to 2002.
It was a response to Nissan's RB26DETT engine, which has achieved success in a number of championships such as the FIA \u200b\u200band N Touring Car.
The engine was combined with two gearboxes: automatic for a comfortable ride and sporty.
Automatic transmission 4-speed Toyota A341E
Manual transmission 6-speed Toyota V160 and V161 developed in collaboration with Getrag.
Initially, this "charged" engine was installed on the Toyota Aristo V (JZS147), and then on the Toyota Supra RZ (JZA80).
When developing Toyota's 2JZ-GTE engine, the 2JZ-GE was taken as a basis. The main difference was the installation of a turbocharger with side intercooler. Cylinder block, crankshaft and the 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 piston cooling. Unlike Aristo V and Suppra RZ, other car models such as Aristo, Altezza, Mark II were fitted with different connecting rods. As noted earlier in September 1997, the engine was redesigned and equipped with a VVT-i variable valve timing system. This has 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 with 227 hp. up to 276 HP at 5600 rpm. At the first modifications, the torque was 435 Nm.After modernization in 1997 with the VVT-i system, the torque increased to 451 Nm, and the 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 of time (440 ml / min for the domestic Japanese market and 550 ml / min for export). Two CT20 turbines were installed for the domestic market engines, and CT12B for the export version. The mechanical part of the various turbines allowed the exhaust system to be interchangeable on both engine variants. There are several subtypes of CT20 turbines designed for the domestic market, which are complemented 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

2JZ-FSE engine

Those. characteristics
Number of cylinders 6
Cylinder arrangement in-line
Valves VVT-i, DOHC 24V
Engine displacement, l (cubic cm) 3 l (2997)
Power, h.p. (Nm) 217 \u200b\u200b(294)
Injection system Direct D-4
Ignition system Trambler / DIS-3
Is the 2JZ-FSE engine equipped with direct fuel injection, similar to the 1JZ-FSE only with an increased displacement and a higher compression ratio than on 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 the indicators of harmful emissions have improved. It is worth noting that Toyota is introducing direct injection engines exclusively for environmental friendliness and fuel efficiency. in practice, the D4 does not give any noticeable improvement in power characteristics. The output power of the 2JZ-FSE is 217 hp and the maximum torque is 294 Nm. It is always combined with a 4-speed automatic transmission.
The engine was installed on cars:
Toyota Brevis
Toyota Progres
Toyota crown
Toyota Crown Majesta

Toyota engine 1JZ-FSE / GE / GTE 2.5 l.

Toyota 1JZ engine specifications

Faults and engine repair 1JZ-FSE / GE / GTE

Of all Toyota engines, the JZ series has become one of the most famous, perhaps even the most famous, thanks in large part to its incredible penchant for tuning, but let's start over. The JZ family consisted of two motors, the first was a working volume of 2.5 liters and was called 1JZ, the second was 3 liters. -.
Let's talk about the first representative, the successor of the engine and the main competitor RB25 - this is an in-line six, in a cast-iron block of cylinders, two-shaft, with 4 valves per cylinder, a timing belt drive here (belt replacement is carried out every 100 thousand km, and in the case breakage, the 1JZ valve does not bend, except for the FSE version), the variable geometry intake manifold ACIS, the cylinder head has been modified since 1996, the variable valve timing system at the VVTi inlet has appeared, the cooling system has been changed, and more. There are no hydraulic compensators for 1JZ, the valves are adjusted, if necessary, once every 100 thousand km, with adjusting washers.
Since 2003, the 1JZ-FSE has been superseded by the newer aluminum 4GR-FSE.

Toyota 1JZ engine modifications

1.1JZ-FSE D4 - 1JZ direct injection engine, compression ratio 11, power 200 hp. Produced from 2000 to 2007.
2. 1JZ-GE - basic atmospheric version of 1JZ. The first version, produced before 1996, had a compression ratio of 10 and developed 180 hp, after which changes were made, VVTi appeared, the connecting rods were changed, the cylinder head was modified, the degree rose to 10.5, the distributor was replaced with 3 ignition coils in the ignition system and etc. The power of the second generation 1JZ-GE has risen to 200 hp.
3.1JZ-GTE - turbo version of 1JZ-GE on two CT12A turbines blowing 0.7 bar, replaced by SHPG, cylinder head was developed with the participation of Yamaha, standard camshafts on 1JZ are in phase 224/228, lift 7.69 / 7.95 mm. In 1996, the engine was restyled, two turbines were changed to one ST-15B, VVTi was added, the compression ratio increased to 9, the power remained at the previous level (280 hp), but the moment grew, from 363 Nm, to 378 Nm.

Weaknesses 1JZ, malfunctions and their causes

1. 1JZ will not start. Usually the reason is flooded candles, twist and dry. If it doesn't help, replace the plugs. The 1JZ engine is afraid of washing and frost.
2. Troit the motor. The main reason for tripleting Jezets is described above, see also the coils. If the internal combustion engine is with vvti, check the VVTi valve.
3. Float turns. Change the VVTi valve and everything will work out. More reasons for swimming and the lack of warm-up speed: idle sensor / valve, throttle valve. After flushing the latter, the motor will run like a clock.
4. High fuel consumption for 1JZ. Check the oxygen sensor, mainly the reason is in the lambda probe. See more maf and filters.
5. Knocking in the engine. On engines with VVTi, the crackle is most likely caused by the VVTi clutch, their resource is not too long. In addition, unregulated valves (few regulate them) and connecting rod bushings can knock. Noise can also be created by the belt tensioner bearing of the ancillary units, in this case replacing it will save.
6. Zhor of oil. The high oil consumption for 1JZ is not surprising, because the mileage on your engine is most likely terrible. To do decarbonization is not very effective, it is better to immediately change the valve stem seals and rings, and even better and more efficiently, replace the motor with a contract one and not know the troubles.

Among other things, the pump does not last long on 1 jizet (as on many Toyota), the viscous coupling does not last long, on the FSE versions there is a weak and rather expensive link of the injection pump, it runs about 80-100 thousand km. Despite everything, all the above-mentioned problems are caused, rather, by the age of the internal combustion engine, the manner of operation, rather than by the miscalculations of engineers. Nice, well maintained 1JZ, nwith normal maintenance, and the use of high-quality oil (5W-30), it is simply unkillable and its resource easily exceeds 500,000 km.

Toyota 1JZ-FSE / GE / GTE engine tuning

Turbo / Twin Turbo 1JZ

In tuning jazets, there is the only correct way to increase power, naturally, this is boost. There is no point in trying to convert 1JZ-GE into 1JZ-GTE, with the same crankshaft, the GTE block differs in oil channels and oil nozzles, in addition, building such a collective farm is much more costly than just buying and installing a contract Toyota 1JZ-GTE engine, their cost is not so too great. If you are a terribly stubborn person, then you can get confused with shafts with a phase of 264 ... 272, do a cylinder head porting, cold intake, a 1JZ-GTE throttle valve, put forward flow on a 2.5 ″ pipe ... in the end, you will still come to a twin turbo swap. wogo 1JZ-GTE. It will not be possible to completely remake the 1JZ, the height of the 2JZ block differs by 14 mm and you will have to install short connecting rods, as a result, we have increased loads on the connecting rods, cylinder walls, a tendency to oil consumption and other joys, for a powerful engine this is unacceptable.

In general, we have 1JZ-GTE, the usual boost is enough for urban tuning, so we put on the Walbro 255 lph pump, throw out the catalyst and build the exhaust on a 3 ″ pipe, full exhaust, no constrictions, cold air intake, this will allow to raise the pressure from 0 , 7 bar to 0.9. Next, buy a Blitz brain boost (or another), a boost controller, a blow-off, an intercooler and blow 1.2 bars. Such a simple chip-exhaust pump will raise the power by 100 hp, after which the standard injectors and turbines run out.
If the 1JZ-GTE engine still doesn't work for you, then look further ...

Next, you need to order a turbo kit based on the Garrett GTX3076R turbine, a thick 3-row radiator, an oil cooler, cold air intake, an 80 mm damper, a Walbro 400 lph pump, reinforced fuel hoses, 800 cc injectors, phase 264 shafts, 3.5 ″ exhaust pipe, setup on APEXI PowerFC or AEM Engine Management Systems. Such configurations provide up to 550-600 hp, automatic transmission for 1JZ, with such power, will definitely require amplification.
If this is not enough, then look for whales based on Garrett GTX3582R, forging into the motor on reinforced Carrillo connecting rods, force 1000 cc and blow up to 700-750 hp.
Up to 1000 hp 1JZ can be reached with the Garrett GT4202, but only a few do it ...
For an even greater increase in power, it is practiced to transfer the finished head, with everything accompanying, to the 2JZ unit, thereby obtaining a larger working volume, no unnecessary fuss, and a significantly increased power, popularly called such a motor 1.5JZ.

Toyota JZ series engines are gasoline automotive inline six-cylinder engines produced by Toyota, replacing the M engines. All engines of the series have a DOHC gas distribution mechanism with 4 valves per cylinder, engine displacement: 2.5 and 3 liters. The engines are designed for longitudinal placement for use with rear wheel drive or all wheel drive transmission. Produced from 1990-2007. The successor was the V6 line of GR engines.

According to the Toyota labeling system, the designation of Toyota JZ engines is deciphered as follows: the first number denotes the generation (1 - the first generation, 2 - the second generation), letters by number - JZ, the remaining letters - performance (G - DOHC valve timing mechanism with wide "performance" phases, T - turbocharging, E - electronically controlled fuel injection).

The first naturally aspirated (1990-1995) 1JZ-GE produced 180 hp. (125 kW; 168 bhp) at 6 "000 rpm and a torque of 235 Nm at 4" 800 rpm. After 1995, the 1JZ-GE produced 200 hp. (147 kW; 197 bhp) at 6 "000 rpm and a torque of 251 Nm at 4000 rpm. Compression ratio 10: 1.

The first generation (until 1996) had a distributor ignition, the second - a coil ignition (one coil for two spark plugs). In addition, the second generation was equipped with a VVT-i variable valve timing system, which made it possible to smooth the torque curve and increase power by 20 hp. Like all JZ engines, the 1JZ-GE had a longitudinal arrangement on rear-wheel drive vehicles. The engine was standardly aggregated with a 4- or 5-speed automatic transmission, a manual gearbox was not installed. As in the rest of the engines in the series, the timing mechanism is driven by a belt; the engine also had only one drive belt for attachments.

Characteristics 1jz:

Production: Tahara Plant

Engine make: Toyota 1JZ

Years of issue: 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; nine; ten; 10.5; eleven

Engine displacement, cc: 2 "492

Engine power, hp / rpm: 170/6000; 200/6000; 280/6200; 280/6200

Torque, Nm / rpm: 235/4800; 251/4000; 363/4800; 379/2400

Fuel: gasoline, octane number 95

Environmental standards: ~ Euro 2-3

Engine weight, kg: 207-217

Fuel consumption, l / 100 km (for Supra III)

City: 15

Track: 9.8

Mixed 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: 10 "000

Engine operating temperature, city .: 90

This engine was installed on the following vehicles: Toyota Mark II / Toyota Chaser / Toyota Cresta

Toyota Mark II Blit

At the end of the last century, Japanese automakers created a variety of sports engines that, due to their performance, potential and reliability, are considered to be the best ones to this day. Next, one of them is considered - 2JZ-GTE. Characteristics, design, features of operation and tuning are described below.

History

The JZ series of engines replaced the M series in 1990. The considered power units changed two generations during production (in 1996). In 2007, they were replaced by the GR series of V-layout.

As for the 2JZ-GTE, it was produced from 1991 to 2002.

General features

Toyota's JZ engine series includes two ranges: 1JZ and 2JZ. The main difference between them lies in the volume and design of the cylinder block. Both lines of engines have a six-cylinder in-line configuration. Equipped with a DOCH timing mechanism with 4 valves per cylinder. Designed for use with rear-wheel drive or all-wheel drive transmission and longitudinal arrangement.

The turbocharged version was developed as an analogue of the sports engine Nissan RB26DETT, which appeared two years earlier 2JZ-GTE. Its characteristics are very close, the layout is the same.

Design

JZ motors have two camshafts, 4 valves per cylinder, a timing belt drive, and an ACIS variable intake manifold. There are no hydraulic lifters. 2JZ differs from 1JZ in its large volume (3 liters instead of 2.5). Both variants have a cast iron cylinder block, but the 2JZ has 14 mm taller. In addition, in the engine under consideration, unlike the 1JZ, the cylinder diameter and piston stroke are equal and amount to 86 mm. The cylinder head is aluminum.

After modernization, both lines of the JZ series were equipped with a VVT-i variable valve timing system.

The 2JZ line included three versions: GE, FSE, GTE. The first is the basic atmospheric option. The second differs from it by the presence of direct injection. The third modification is turbocharged.

The 2JZ-GTE has two Hitachi CT20A turbochargers and an intercooler. In addition, they used connecting rods from the GE version, pistons designed for a compression ratio of 8.5, with indentations and additional oil grooves. The lift of the camshafts is 7.8 / 8.4 mm, the phase is 224/236. Nozzles - 430 cc.

Engines for the foreign market were equipped with CT12B turbines with stainless steel parts instead of ceramic ones, camshafts with 8.25 / 8.4 mm lift and 233/236 phase, 540 cc injectors.

The principle of operation of the supercharging is noteworthy, combining the bi- and twin-turbo schemes: one turbine starts working at 1800 rpm, the second is connected at 4000 rpm.

Performance

The most powerful version of the 2JZ is naturally the turbocharged 2JZ-GTE. Its characteristics were originally 276 liters. from. power at 5600 rpm and 435 Nm of torque at 4000 rpm. This is due to legal requirements.

In view of the slightly modified design of the export versions of the 2JZ-GTE, their characteristics were higher. Power was 321 liters. from. at 5600 rpm, torque - 441 Nm at 4800 rpm.

During the modernization, as mentioned, the engine was equipped with a variable valve timing system. Thus the 2JZ-GTE VVTi was born. Its technical characteristics have increased compared to the original version. So, the torque increased to 451 Nm.

Application

2JZ-GTE was used on only two Toyota models. These are Aristo in both generations (JZS147 and JZS161) and Supra (JZA80). On Aristo, it was equipped exclusively with a 4-speed automatic. The Supra also offered a 6-speed manual transmission.

Features of operation

The engine resource is more than 500 thousand km. It is recommended to fill it with 95 m gasoline and use 5W-30 oil. The motor holds 5.5 liters of it, the consumption is up to 1000 g per 1000 km. The recommended replacement frequency is every 10,000 km, although it is advisable to carry out this procedure twice as often. The operating temperature is 90 ° C. The service life of the timing belt is 100 thousand km. The valves are adjusted with washers at the same frequency.

Problems

The most problematic part of the engine is the variable valve timing system. Many malfunctions are associated specifically with VVT-i: tripping and swimming of revolutions (valve), knocking (clutch). In addition, it is necessary to wash very carefully, since it is easy to fill in the candles, as a result of which the engine may not start and triple. In addition, tripping can be caused by defective coils. A clogged throttle valve and an idle speed sensor or valve lead to speed instability. The main reason for increased fuel consumption is a faulty oxygen sensor, filters, and mass air flow sensor. Extraneous sounds (knocking) can be caused by unadjusted valves, connecting rod bearings, belt tensioner bearing of ancillary units. To get rid of excessive oil consumption, valve stem seals and rings are changed. The pump has a short service life.

The main problematic parts are the timing belt tensioner bracket, the crankshaft pulley, the oil pump oil seal. In addition, poor cylinder head purging is noted. Possible boost failure.

Tuning

The engine in question has a very great potential for tuning. Therefore, it is one of the most frequently modified motors. The high potential is primarily due to the large safety margin of the 2JZ-GTE. Technical characteristics can be increased one and a half times without loss of resource and without serious interference in the design.

In addition, the engine itself is often a tuning element: the 2JZ-GTE is one of the most commonly used swap motors.