Toyota 1JZ engine characteristics
The Toyota 1JZ engine, produced at the Tahara Plant from 1990 to 2007, has become one of the company’s most famous and reliable engines. It features a cast iron cylinder block, which gives it strength and durability. The power system of this engine is injected, which ensures efficient fuel atomization and high performance.
The engine has an inline configuration with six cylinders and four valves per cylinder. The piston stroke is 71.5 mm and the cylinder diameter is 86 mm. These parameters provide an excellent balance between power and economy.
The compression ratio, depending on the modification, can be 8.5, 9, 10, 10.5 or 11. Engine displacement is 2492 cc, which allows to develop power from 170 hp at 6000 rpm to 280 hp at 6200 rpm. Torque also varies, from 235 Nm at 4800 rpm to 379 Nm at 2400 rpm. The weight of the engine ranges from 207 to 217 kg, depending on the modification.
Fuel consumption for the Toyota Supra III in urban conditions is 15.0 l/100 km, on the highway – 9.8 l/100 km, and in the mixed cycle – 12.5 l/100 km. Oil consumption can reach up to 1000 g/1000 km.
Oil for the engine
For the engine it is recommended to use oil with viscosity 0W-30, 5W-20, 5W-30 or 10W-30. The volume of oil in the engine depends on the model and year of manufacture: from 3.9 to 5.9 liters. Oil change is recommended every 10,000 km, but it is better to perform it every 5,000 km to maintain optimal engine performance. Engine operating temperature is 90 degrees Celsius.
Resource and vehicles
The engine resource according to the factory is not specified, but in practice it often exceeds 400 thousand km. This engine was installed on such models as Toyota Crown, Toyota Mark II, Toyota Supra, Toyota Brevis, Toyota Chaser, Toyota Cresta, Toyota Mark II Blit, Toyota Progres, Toyota Soarer, Toyota Tourer V and Toyota Verossa.
Repairs and reliability of the 1JZ-FSE/GE/GTE engine
Among all Toyota engines, the JZ series has become one of the most famous, perhaps even the most famous, largely due to its incredible penchant for tuning, but let’s start at the beginning. The JZ family included two engines, the first was a 2.5 liter displacement and was called 1JZ, the second 3l. – 2JZ.
Let’s talk about the first representative, the successor of the 1G engine and the main competitor RB25, – it is an in-line six, in a cast iron cylinder block, twin-shaft, with 4 valves per cylinder, the timing drive here is belt (belt replacement is carried out once in 100 thousand kilometers. km, and in case of breakage, the valves 1JZ does not bend, except for the FSE version), the intake manifold of variable geometry ACIS, c 96th year the engine was refined cylinder head, there was a system of changing the timing on the inlet VVTi, changed cooling system and other. There are no hydrocompensators on 1JZ, valve adjustment is carried out, if necessary, once every 100 thousand kilometers, by adjusting washers.
Since 2003, the 1JZ-FSE was replaced by a newer aluminum 4GR-FSE.
Modifications of the Toyota 1JZ engine
- 1JZ-FSE D4 – 1JZ engine with direct injection, compression ratio 11, power 200 hp. Produced from 2000 to 2007.
- 1JZ-GE – the basic atmospheric version of the 1JZ. The first version, produced until 1996, had a compression ratio of 10 and developed 180 hp, after which changes were made, VVTi was introduced, connecting rods were changed, the cylinder head was modified, the ratio rose to 10.5, the ignition system was replaced by a trampler with 3 ignition coils, etc. The power of the second generation 1JZ-GE has risen to 200 hp.
- 1JZ-GTE – turbo version of 1JZ-GE on two CT12A turbines blowing 0.7 bar, replaced by a new CMP, the cylinder head was developed with the participation of Yamaha, standard camshafts on 1JZ go phase 224/228, lift 7.69/7.95 mm. In 1996, the motor was restyled, two turbines were replaced by one ST-15B, added VVTi, compression ratio increased to 9, power remained at the previous level (280 hp), but the torque increased, from 363 Nm to 378 Nm.
Toyota 1JZ-GE 2.5 internal combustion engine service regulations
Oil Service
Regular maintenance of the Toyota 1JZ-GE engine includes timely oil change. The oil change interval is every 10,000 kilometers. The volume of lubricant in the engine varies from 4.8 to 5.7 liters, but about 4.2 to 5.1 liters of oil will be required for replacement. It is recommended to use oils with viscosity 5W-30 or 5W-40.
Gas Distribution Mechanism
The 1JZ-GE engine is equipped with a belt-driven timing gear. The belt has a stated life of 100,000 km, but in practice it may require replacement after 80,000 km. If the belt breaks or slips, the valves will not bend, which is an important advantage of this engine.
Valve thermal clearances
The thermal valve clearances are adjusted every 100,000 km. The principle of adjustment is the selection of washers.
Changing consumables
The air filter should be changed every 40,000 km as well as the fuel filter. The filter in the tank should not be changed. Spark plugs should be replaced every 20,000 km. The auxiliary belt should be changed every 100,000 km. Antifreeze is recommended to be replaced every 3 years or 60,000 km.
Following these procedures regularly will ensure reliable and long-lasting performance of your Toyota 1JZ-GE engine.
1JZ weak points, faults and their causes
- The 1JZ will not start. Usually the cause is flooded plugs, unscrew and dry. If it doesn’t help, replace the plugs. Engine 1JZ is afraid of washing and frost.
- Motor trolling. The main cause of trolling jezet described above, look also coils. If the dvs with vvti, check the VVTi valve.
- RPMs are floating. Change the VVTi valve and everything will be fine. More causes of floating and lack of warm-up revs: idle sensor/valve, throttle valve. After flushing the latter, the motor will run like clockwork.
- High fuel consumption on 1JZ. Check the oxygen sensor, mostly the reason is in the lambda probe. Look more maf and filters.
- Engine knocking. On engines with VVTi, the crackling is most likely caused by the VVTi clutch, their life is not too long. In addition, knocking can be unadjusted valves (few people adjust them) and connecting rod liners. Noise can create and the bearing of the belt tensioner of mounted units, in this case, its replacement will save.
- Oil consumption. High oil consumption on 1JZ is not surprising, because the mileage on your engine is probably terrible. It is not too effective to do cracking, it is better to change oil caps and rings at once, and even better and more effective to replace the motor with a contract one and not to know any troubles.
Among other things, the pump does not live long on 1 jizeta (as on many Toyotas), does not live long and visco-motor, on FSE versions is a weak and rather expensive link of the TNVD, it goes about 80-100 thousand kilometers. In spite of everything, all the above-mentioned problems are caused, rather, by the age of the dvs, manner of operation, than by engineers’ miscalculations. A good, well-groomed 1JZ, with normal maintenance, and the use of quality oil (5W-30), is simply unkillable and its resource easily exceeds 500,000 km.
Tuning the engine Toyota 1JZ-FSE/GE/GTE
Turbo/Twin Turbo 1JZ
In tuning jazzes there is the only true way to increase power, of course, it is supercharging. There is no sense to try to remake 1JZ-GE in 1JZ-GTE, with the same crankshaft, GTE block differs oil channels and oil nozzles, besides, it is much more expensive to build such a kolkhoz than just to buy and install a contract engine Toyota 1JZ-GTE, their cost is not so great. If you are a terribly stubborn person, then you can fiddle with shafts with phase 264 … 272, do porting of the cylinder-head, cold intake, throttle from 1JZ-GTE, put a straight-through on a 2.5″ pipe … in the end, you will still come to swap twin turbo 1JZ-GTE. It will not be possible to completely remake 1JZ into 2JZ, the block height of 2JZ differs by 14 mm and you will have to put short connecting rods, as a result we have increased loads on connecting rods, cylinder walls, tendency to oiling and other joys, for a powerful motor it is unacceptable.
In general, we have 1JZ-GTE, for urban tuning is enough usual bustap, so put the pump Walbro 255 lph, throw out the catalytic converter and build the exhaust on a 3″ pipe, full exhaust, without narrowing, cold air intake, it will allow on the standard ECU to raise the pressure from 0.7 bar to 0.9. Then we buy a Blitz (or other) boostap brain, a boost controller, a bloooff, an intercooler and blow 1.2 bar. Such a simple chip-and-hat pump, will allow you to raise the power by 100 hp, after which the standard injectors and turbines are finished.
If the motor 1JZ-GTE for you still does not go, then look further …
Next you need to order a turbo kit based on a Garrett GTX3076R turbo, thick 3 row radiator, oil cooler, cold air intake, 80mm choke, Walbro 400 lph pump, reinforced fuel hoses, 800 cc injectors, phase 264 shafts, exhaust on a 3.5″ pipe, setup on APEXI PowerFC or AEM Engine Management Systems. Such configurations provide up to 550-600 hp, the automatic transmission on the 1JZ, with that kind of power, will definitely require boost.
If this is not enough, then look for kits based on Garrett GTX3582R, in the motor forging on reinforced connecting rods Carrillo, injectors 1000 ss and blow up to 700-750 hp.
It is possible to reach 1000 hp on 1JZ with the help of Garrett GT4202, but only a few people do it….
For even greater increase in power is practiced by transferring the finished head, with all the associated, on the block 2JZ, thereby obtaining a larger working volume, the lack of unnecessary fiddling, and significantly increased power, the people call such a motor 1.5JZ.
MOTOR RATING: 5-