The Toyota JZGE engine range is a series of gasoline automotive in-line six-cylinder engines that replace the M range. All engines in the series have a DOHC gas distribution mechanism with 4 valves per cylinder, engine sizes: 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. 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 (up to 1996) had a classic "distributor" ignition, the second - "coil" (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 14 hp. from. Like the rest of the series engines, the timing mechanism is driven by a belt, the engine also has only one drive belt for attachments. If the timing belt breaks, the engine will not be 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) Nm at 4800 (4000) rpm
Cylinders: 6. Valves: 24. The piston diameter is 86 mm, the piston stroke is 71.5 mm.
The compression ratio is 10 (10.5).
Operating conditions, subtle points in repair, problems of engines 1JZ-GE 2JZ-GE.
Diagnostics: Date from the scanner.
The developers have laid down a sufficiently informative diagnostic date by which it is possible to make an accurate analysis of the operation of the sensors using the scanner. We have laid down the necessary sensor tests. An exception is the ignition system, which is practically not diagnosed by the scanner. The date presents the work of all sensors and electronic units without frills. In graphical mode, it is informative to view the oxygen sensor switching. There are tests for checking the fuel pump, changing the injection time (duration of opening the injectors), activating the VVT-i, EVAP, VSV, IAC valves. The only drawback, there is no test - the power balance with alternate disconnection of the injectors, but this flaw can also be easily bypassed - by disconnecting the connectors from the injectors to determine the idle cylinder. In general, most problems are recognized by scanning, without the use of additional equipment. The main thing is that the scanner is tested and with the correct display of parameters and symbols.
Below are screenshots from the scanner display.
A photo. Unrealistic oxygen sensor data (signal circuit short to heating circuit).
Photo: Scanner software error
Photo: A window with a list of tests for activating executive organs.
Photo Continued
Photo: Displays the current data of oxygen sensors in graphical mode.
A photo. A fragment of the current data from the scanner.
Sensors engine 1JZ-GE 2JZ-GE.
Knock sensor.
The knock sensor detects the detonation in the cylinders and transmits the information to the control unit. The block corrects the ignition timing. In the event of a malfunction of the sensors (there are two of them), the unit detects an error 52.54 P0325, P0330.
As a rule, the error is fixed after a "strong" overglowing on x \\ x or when moving. It is not possible to check the performance of the sensor on the scanner. We need an oscilloscope to visually check the signal from the sensor. Sensor location. Sensor filling.
Oxygen sensor (s).
The oxygen sensor (s) problem on this motor is standard. Breakage of the sensor heater and contamination of the active layer with combustion products (decrease in sensitivity). The active element of the sensor was repeatedly broken off. Examples of sensors.
If the sensor fails, the unit detects error 21 P0130, P0135. P0150, P0155. You can check the performance of the sensor on the scanner in the graphical view mode or using an oscilloscope. The heater is checked physically with a tester - resistance measurement.
Figure: An example of oxygen sensor operation in graphical view mode.
Figure: Error codes recorded by the scanner.
Temperature sensor.
A temperature sensor registers the temperature of the motor for the control unit. In the event of an open or short circuit, the control unit fixes error 22, P0115.
A photo. Temperature sensor readings on the scanner.
A photo. Temperature sensor, and its location on the motor block.
Typical sensor malfunction is incorrect data. That is, as an example, on a hot motor (80-90 degrees) the readings of the cold motor sensor (0-10 degrees). In this case, 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 motor temperature readings will randomly change from real to minus. Replacing the sensor presents some difficulty (access is difficult), but with the right approach and use of special. tool - easy to do. (On a cooled engine).
Valve VVT-i.
The VVT-i valve causes a lot of problems for owners. The rubber rings, in its design, over time shrink into a triangle 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. In this case, the engine starts to stall at idle speed. Either the revolutions become greatly increased, or they float. Depending on the malfunction, the system fixes errors 18, P1346 (for 5 seconds, a timing violation is recorded); 59, P1349 (At a speed of 500-4000 rpm and a coolant temperature of 80-110 °, the valve timing differs from the required by ± 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 photos are the valve installation location, catalog number, valve disassembly and examples of "triangular" rubber rings, the date with the changed vacuum due to the valve wedge. Example of a stuck valve stem and oil filter location.
The system check consists in testing the operation of the valve. The scanner provides a test for switching on the valve. When the valve is turned on at idle speed, the engine stalls. The valve itself is checked physically for sticking of the stem stroke. Replacing the valve is not particularly difficult. After replacement, you need to reset the battery terminal to bring the speed back to normal. Repair of the valve is also possible. It is necessary to flare it and replace the O-ring. The main thing during repairs is to maintain the correct position of the valve stem. Before repairing, it is necessary to make reference marks for the installation of 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 crankshaft speed. The oscillogram of the sensor is as follows.
The photo shows the location of the sensor on the motor and the general view of the sensor.
The sensor is quite reliable. But in practice, there were cases of turn-to-turn closure of the winding, which led to a breakdown in generation at certain speeds. This - provoked the limitation of revolutions when throttling - a kind of cutoff. 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). When disassembling, mechanics 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 the error 12.13, P0335.
Camshaft sensor.
The sensor is installed on the block head, in the area of \u200b\u200bthe 6th cylinder.
The inductive sensor generates pulses - it counts the camshaft rotation speed. The sensor is also reliable. But there were sensors, through the case 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 (synchronization violation) was enough.
Therefore, if an error P340 occurs, it is necessary to check the correct installation of the timing belt.
MAP manifold absolute pressure sensor.
The absolute pressure sensor in the intake manifold is the main sensor, according to the readings of 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 wire break 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 intake leaks are easily detected. 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 contamination of the motor rod, which led to a decrease in idle speed and engine stops, under loads - 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 removed, the motor O-ring changes. Dismantling of the stepper motor was only possible by partially removing the throttle body.
Idle valve IAC.
On the next generation of motors, a solenoid valve (idle valve IAC) was used to adjust the speed. There were many more problems with the valve. He often got dirty and wedged.
Figure: 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 strong vibration when the loads were switched 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. Before dismantling, check the control pulses.
If the speed does not change in the test, the valve is cleaned. Disassembling the valve presents a certain difficulty. The bolts that fix the winding are unscrewed with a special tool. Five-pointed star.
The repair consists in flushing the valve curtain (eliminating jamming). But there are pitfalls here. With abundant flushing, grease is washed out from the rod bearings. This leads to re-seizure. In such a situation, repair is only possible by relubricating the bearings. (Lowering the valve body into heated oil and then removing excess lubricant during cooling) If problems arise with the electronic valve coil, the control unit detects error 33; P0505.
The repair consists in replacing the winding. You can change the speed slightly by adjusting the position of the winding in the housing. After any manipulation of the valve, the battery terminal must be reset.
The throttle position sensor has been installed on all types of engines. In the first version, when replacing, he required adjustment of the idle sign. In the second, the installation was carried out without adjustments. And on the electronic shutter, a special sensor adjustment was required.
If the sensor is faulty, the unit detects error 41 (P0120).
The correct operation of the sensor is monitored by the scanner. On the adequacy of switching the idling sign and in the graph the correct voltage change during throttling (without voltage dips and surges). The photo shows a fragment of the date from the engine scanner with an idle valve. Sensor reading at idle 12.8%
If the sensor is broken, there is a chaotic rpm limitation, incorrect automatic transmission switching. And on a motor with email. damper - complete shutdown of the damper control. Replacing the sensor is not difficult. On the first engines, replacement includes correct installation and adjustment of the idle indicator. 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. press the damper motor with your finger and set the TPS reading on the scanner to 10% -12%. Then connect the motor connector and reset the errors. Then start the engine and check the sensor readings. When the engine is idling, the readings should be in the region of 14-15%.
In the photo, the correct readings of the sensor on the electric throttle in idle mode.
Installed on systems with email. throttle. In case of a malfunction, the unit fixes the error P1120, P1121. When replacing, it 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-operated mechanical choke were replaced in 2000 by the electronic choke. Completely robust robot design.
The throttle cable was left to be able to control the damper in the event of a malfunction (allows you to slightly open the damper with the gas pedal almost fully depressed) The throttle and gas pedal position sensors and the motor are mounted on the damper body. This gives an advantage in renovation. Electronic throttle problems are related to sensor failure. On average, after 10 years of operation, the active resistive layer on the 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. The settings and the timing belt are checked during diagnostics. Initially, they check for 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 oil seals and a hydraulic tensioner. On the top cover there is a photo of the correct removal of the VVT-I coupling. Clearly defined timing marks on the belt and on the gears leave little to no chance of incorrect belt installation. If the timing belt breaks, there is no fatal meeting of the valves with the piston. The pictures below show examples of belt wear, timing belt number, removed gears, timing marks and hydraulic tensioner.
Ignition system engine 1JZ-GE 2JZ-GE.
Distributor.
The distributor is standard. Inside there are position and speed sensors and a slider.
The contacts of the 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 correct installation. Distributor problems are usually related to oil leaks. 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. Shrink-fit marker gear - the process of replacing the oil seal negates. 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 cap, contamination of the contacts of the cap and slider, and an increase in gaps due to burnout of the contacts.
Ignition coil and switch, high voltage wires.
The take-out coil practically did not fail, it worked flawlessly. An exception is pouring water when washing the motor, or insulation breakdown during operation with broken high-voltage wires. The switch is also reliable. 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 "tripping" of the motor. It is important during operation to make a planned replacement of spark plugs by mileage. Structurally, the wire of the 6th cylinder is susceptible to water ingress. This also leads to breakdowns. The 4th cylinder is completely inaccessible for diagnostics and inspection. Access is only possible when removing part of the intake manifold. The 3rd cylinder is susceptible to the ingress of antifreeze 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. The oil destroys the rubber tips of high voltage wires. The restyled engines were equipped with a DIS ignition system (one coil for two cylinders) without a distributor. With remote commutator and crankshaft and camshaft sensors.
The main failures are the breakdown of the rubber tips of the coils and wires, with wear of the spark plugs, the vulnerability of the 6th and 3rd cylinders, and the ingress of water, oil and dirt during general engine aging. In winter bays, there are frequent cases of destruction of the connectors of the coils and wires. Difficult access to the middle cylinders makes owners forget about their existence. Correct maintenance and seasonal diagnostics completely removes all these problems and hassles.
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 gas re-gasings, power limitation, and lumbago in the intake. It is convenient to measure pressure at the inlet to the fuel rail, having previously unscrewed the damper. It is also convenient to connect here for flushing the fuel system.
The fuel filter is installed under the underbody of the vehicle. The replacement cycle is 20-25 thousand kilometers. Substitution presents some difficulty. It is necessary that the tank is almost empty when replacing. Fittings on tubes to the filter with a peculiar profile. They are unscrewed with great effort (to prevent fuel leakage). On cars 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. The operation of the injectors is checked by 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 clamp). By current changes. The winding resistance is measured with a tester. The spray of the injector is checked at 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 test for checking the operation of the cylinders, it is possible to determine the inoperative or ineffectively working cylinder by turning off the corresponding injector. The injectors are washed according to the indications of diagnostics. Basis for flushing Lean mixture errors 25 (P0171), or the gas analyzer reading is a large amount of oxygen in the exhaust. The fuel pressure regulator is installed on the fuel rail. It is adjusted to relieve pressure in the return line above 3.2 kg. The mechanism breaks down when exposed to water. There were no other problems with him in my practice. The fuel pump is installed in the tank. Standard pump. Its performance is assessed by measuring the pressure (with the vacuum tube removed on the pressure regulator). When the working pressure drops to 2.0 kg, the engine loses power.
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 Jet (GTE) series. Then it seemed to me that the topic had exhausted itself. As time passed, I learned a lot. 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)
The basics
Engines of the jayzet 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 blow out 280 horsepower. It is not the first time that the Toyot has been helped to develop the head of the block, which would cope fully with such load, people from Yamaha. In 1996, this engine underwent a restyling, after which the cars were equipped with the 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 (kettle), Cresta, Mark II (in TourerV trim levels), Toyota Soarer, Toyota Supra, Toyota Verossa, Toyota Crown.
Subsequently, the 2JZ-GE (atmospheric) unit appeared, the volume of which was equal to 2997 cm3. This volume was achieved by the 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 1.5JZ hybrids, which I will discuss below. 2JZ is easy to distinguish from its older brother by the valve cover: it has no embossed grille and does not bulge the VVt-i system
All these engines were installed exclusively longitudinally, therefore they were used mainly on rear-wheel drive cars, although there were four-wheel drive modifications.
Who uses JZ
The meme has been circulating in the internet for a long time - "2JZ - no better for a man."
The most widespread were the 1JZ engines, which were installed on all brand cars of the nineties until 2005. The main "carrier" was the Mark II TourerV itself, which is widespread 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 for these cars have risen significantly.
If 5 years ago a Mark II in a 90 body cost about 200-220 thousand rubles, then in 2009-2010 it was possible to buy a live atmospheric mark 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 use is slowly but surely killing it. Now the average mileage of the same 90 mark is far beyond 200 thousand kilometers. Another major disadvantage (at least for me, maybe for someone a plus: at this age the car had many owners already here in Russia and after passing through everyone, these cars never remain in stock. Usually 2 people drive TourerV types: The first, these are those who do not have large amounts of money (no offense, it's just that it's obviously a budget car), for example, students who are not too lazy to do everything themselves - this arouses interest and respect.
It's like a Japanese basin - you can learn everything on it, and the owners never miss the opportunity to modify the car, it just has it ... They crave speed, crave to be the first, but in the end either they have to pacify their ambitions (you always grow out of bypass races, and you go to professional sports, which dictates its own rules) or go to the camp of the second type of people - people who have funds for 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 amounts are already needed - only then can results be achieved at the level. The brands themselves have become widespread in drifting - this is probably the most widely presented model along with Nissan Silvia, Toyota Supra (which has the same engine 2 jayzet).
However, the option cheap and cheerful does not mean bad. At the cost of the most budget 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 dzheyzet engine. And not the fact that a new car will not break down first.
These cars can be compared to the Nissan GTR: they are also fast and also cheap (relatively). Therefore, they received such distribution throughout Russia. Fortunately, there are still owners who keep these cars in decent condition!)
Golden mean or 1.5JZ
Each of the motors has its drawbacks, many owners of 1JZ and 2JZ want to draw on each other's strengths of the engines. Owners of 1JZ certainly want 3 liters of volume instead of 2.5, but they do not want to change the cylinder head cover, because there are people who are convinced that the VVt-i system interferes, as many believe that the top from 1 Jay is made simpler and more reliable, there are stiffer valve springs and lighter the 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 recipe for 1.5 JZ is a 3-liter bottom (cylinder block, piston, sump, etc.) with all the delights of 2 JZ and is covered with a 2jz block head. As I already 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 in the antifreeze channels, but these are mere trifles that can be corrected very easily.
As a result, it turns out quite budget, you can even say this is a kind of stroker kit for 1 jay, this engine includes a huge bonus from 2-shki in the form of 3 liters of working volume, cheap and angry))))
The unambiguous advantage of this solution is also the absence of problems with the electrics (engine management system). In order to "tie" the braid to another engine, not all craftsmen will cope.
There is also another budget option - this is to take as a basis the cylinder block from the 2JZ GE engine (not a turbocharged version of 3 liters). In this case, you will have to bother much more - drilling oil channels, installing oil nozzles for the piston and organizing the oil supply to the turbines. All this is quite complicated, and it is not a fact that there will be masters in the city who will take it up, the rest of the actions are no different from those described above, of course, with the exception of the acquisition of all turbo components. This solution costs about 1.5 times cheaper than the finished engine.
Such "mutations" will cost about 150t.r, depending on various factors. Coveted block 2JZ: looking at modern engines, I would call it massive))
All about swap engine 1jz and 2jz
In my opinion, Toyot engines of the Dzheyzet series are now the most common as raw materials for a swap. There are several reasons for this: firstly, it is an in-line six-cylinder engine that is balanced, has an average displacement, is very reliable and is one of the best tuning platforms today.
Most of all now cars with a 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 not difficult to find and buy it, there are a lot of offers in Russia, especially in the Far East. Spare 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 markovod (the owner of a car of the family of markoobraznyh, for tank drivers (those who are in the tank (who are not understands what it is about))). Well, since we are talking exclusively about the stock engine, I will list its deficiencies, without which nothing can do at all.
With constant driving in the "sneaker to the floor" mode, the last, 6th cylinder may overheat, the cooling system of the engine as a whole is also poorly adapted to peak loads (oil overheats, narrow antifreeze channels) and air cooling for turbines (weak intercooler). But in fairness it is worth noting that all these delights can be experienced rather on the track than in the city, because in the city it is simply impossible to drive for such a long time in such tough modes.
If you need more reliability and severe tuning is planned, you definitely need to install a 2JZ jayzet: 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. key systems and parts have such a safety factor that makes them a record.
Reciprocating (100% native) withstands 1000 liters. from. and 2.5 boost, the oil pump is capable of withstanding 1500 liters. from. and the antifreeze pump 1000 l. from.
No one has yet run into the limit of the capabilities of the 1JZ unit 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 \u200b\u200bhow much the engine can run in stock at high speeds. It is also much easier to get any non-standard spare parts for the 2jz-gte engine than for 1JZ, they are mainly ordered from the USA.
However, if you want to drive a stock engine and do not plan to raise the level of improvements above 500-600 hp forces you will hardly notice the difference. All the same, 2gz is a unit for very serious tuning, which is inaccessible and costly both in terms of labor and financially.
I will probably not clarify any points about swap in individual car models, because it will take a lot of time so I will just list where it was put at all.
What Kulibins or Mom are capable of, I bought JZ
Let's start with a car of the same brand - Toyota Altezza:
The cars with such engines are driven by the Team TS pilots, who race on the RDS, in which this is probably the most popular engine.
These engines like to start in the RX8, but it rarely ends up with the right result. Why - described in my article on rotary motors. One of these craftsmen was the well-known harvester who managed to do the impossible))) The owner is glad)
The owners of RX7 are not far behind:
There were even all-wheel drive versions of rx8 on this engine, but this is some kind of space.
German cars were also able to make friends with the Japanese heart - these are 2 very stylish BMWs, which are no different from ordinary ones in appearance, but Japanese blood boils in them) These are the five E39 and the three e36:
Toyot's avid competitors - Nissan's owners also often resort to installing JZs) an example of this is the Nissan 180SX
as well as this Nissan Silvia
I think many have heard that Volvo is a car for retirees, but there are retirement 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 a domestic manufacturer. The main condition is the presence of space, which is enough under the hood of the old man GAZ 21. What the owner took advantage of, now this "old man" will give a light to many.
Younger model owners are also eyeing the 2JZ. Some look closely and some do. On this 31st Volga, not only the engine but also the dashboard from the brand, it's pretty nice))) ...
For Toyota cars, several types of power units are produced, but the most famous are m. The 1JZ engine, according to the owners, is most inclined to tuning. This ICE 1JZ is a design in which cylinders with pistons are located in one row.
Their number is equal to six pieces, which made it possible to obtain a working volume of 2500 cm 3. The 1JZ GTE engine has a block cast from cast iron, in the head of which four valves are installed for each cylinder.
A belt was used in the timing drive, and the quality of the product is such that it is recommended to replace it after 100 thousand kilometers. If it suddenly breaks off, in 1JZ it is not scary at all, the "meeting" of the pistons with the valves will not happen. Such a nuisance can only happen with a modification of the FSE. The Toyota 1JZ engine has a variable intake manifold.
In 1996, the developers proposed to make changes to the cylinder head, which received the VVT-i system, which allows you to change the valve timing during the intake of the fuel mixture. Also, after modernization, the 1JZ engine received changes in the cooling system, some other units.
The 1JZ valves are adjusted in the old fashioned way by installing an appropriately sized shim. Such a procedure on the FE is performed approximately once per 100 thousand kilometers.
Powertrain characteristics
Let's take a closer look at the technical characteristics of motors in this series:
- The engines were produced from 1990 to 2007 inclusive.
- The piston has a diameter of 86 mm with a stroke of 71.5 mm.
- The compression ratio can range from 10 to 11 units.
- Power for different modifications is in the range of 170-280 liters. from.
- The weight of the power unit is approximately 210 kg.
- Fuel consumption 1JZ GTE - from 9.8 to 15 liters per 100 km of run, depending on the conditions of its operation.
- Complies with environmental requirements for EURO 2-3.
- The motor runs without repairs for more than 400 thousand kilometers.
The FE fuel is 92–95 octane gasoline. You can use AI-98 gasoline, but it will be more difficult to start a 1JZ GTE on this fuel, although the power indicators of the engine will slightly improve. In the cylinder head of 1JZ engines, two camshafts are installed, which are driven by a belt drive.
This innovation has a positive effect on the vibration of the 1JZ GTE, it is completely absent. At the beginning of production, 1JZ GTE engines were installed only on Toyota models with rear wheel drive, but further modernization made it possible to use them on the company's cars with four wheel drive.
About engine maintenance
Full control at all stages of production, the use of high-quality parts in the manufacture of 1JZ GTE engines allow owners to continue operating a car for a long time without any malfunctions. It is only necessary to carry out maintenance work on 1JZ GTE engines in a timely manner. This includes the following operations:
- replacement of motor lubricant;
- replacement of the air filter;
- inspection, maintenance of spark plugs;
- adjustment of the gap between the tappets and valve stems.
This is not a complete list of FE maintenance work, it depends on the operating conditions of the 1JZ GTE engines. In the 1JZ GTE VVT-i lubrication systems, approximately 4.8 liters of engine oil are poured. The viscosity of the lubricating fluid can be from 0W30 to 10W30.
Tip: for new powertrains, it is advisable to use semi-synthetic or synthetic oils.
After reading the operating instructions for 1JZ GTE engines, the owner learns that the oil needs to be changed after 10,000 km. In fact, it can be reduced, it depends on the operating conditions of Toyota with the 1JZ GTE, other external factors of the machine's use.
Important! When changing the type of engine lubricant, a thorough flushing of the power unit lubrication system is required.
A few words about engine modifications
- The first modifications of the 1JZ had a power indicator equal to 180 hp. from. at 4800 rpm. The introduction of a new system for distributing the fuel mixture allows you to get high results even at low speeds. The modernization of the power unit made it possible to raise the power already up to 200 liters. from.
- The 1JZ GTE VVT-i engine was used with manual gearboxes. The 1JZ GE ignition system was also upgraded, it became a reel-to-reel one, which influenced the reliability of the 1JZ GTE engine.
- The next modification of the 1JZ GTE VVT-i engine received a new VVT-i system for the distribution of intake and exhaust gases, that is, the valve timing was changed. This reduced the fuel consumption of the JZ GTE VVT-i engine. The 1JZ GE VV-i engine with such changes made it possible to raise dynamic performance while reducing gasoline consumption. ICE 1JZ GE VV-i of the second generation received an increase in power by about 20 liters. from., 1JZ GE non VVT-i will not give an increase in power.
- The 1JZ FSE D4 engine is an internal combustion engine with a capacity of 200 liters. with., which is achieved using direct injection. Years of issue - 2000-2007.
- 1JZ FSE engines were released in early 2000. Direct injection of the fuel mixture increased environmental performance, reduced gasoline consumption without losing power performance.
- The 1JZ GTE TT ICE is a turbocharged version of the power unit. Turbochargers 1JZ GTE TT are installed in one row. The TTI modification allowed for an increase in power up to 280 liters. from.
Possible malfunctions
If the 1JZ GE will not start, the problem may be due to wet spark plugs. 1JZ GE may not start after washing, stay in the cold for a long time. Also, 1JZ GE does not start when high-voltage wires fail. If 1JZ GE troit, then the problem should be looked for in the ignition coils, the VVT-i valve. With a noticeable increase in gasoline consumption, you should pay attention to the condition of the oxygen sensor.
Sometimes, when operating engines with VVT-i, an extraneous knock can be heard. The clutch of this device is guilty of this, the resource of which is not very large. This is also possible if the bearing in the belt tensioner fails.
With a fairly large mileage, the consumption of FE engine oil may increase, the reason for this may be the wear of the piston rings, valve oil seals. Experts also note that the first CTE jizet was notable for problems with the pump.
On FE versions, the pump can sometimes be the weak link. The description of possible problems of TT or CTU can be continued, but it is better to devote another article to this. In conclusion, it should be noted that tuning 1JZ GE can be done without much material costs. Most often, they resort to installing supercharging, but there are options for mechanical modification of motors.
The JZ series among Japanese motors became famous for its not fully disclosed capabilities. For tuners, such engines are a godsend. The 1JZ GTE is a turbo version of the classic 1JZ GE. It operates on two turbines, developed in collaboration with Yamaha.
Description of the engine 1JZ GTE
Most powerful Jayzet motor. The 1JZ GTE is a turbocharged version that develops 280-320 hp.
The engine was first released in 1990. Since 1996, they began to refine the cylinder head, new intelligent systems for switching the phases of the gas distribution station and cooling appeared. In 2003, the "six" 1JZ GTE was replaced by an aluminum and more modern 4GR-FSE.
The 1JZ GTE engine is a turbo version that inflates 0.7 bar. On this motor, the piston group was replaced, and the cylinder head was developed jointly with the Yamaha company. The motor was fitted with standard camshafts. In 1996, a modification was carried out, as a result of which two turbines were replaced by one. The VVTi system appeared for a smoother increase in revs, and the compression ratio was increased to 9. The power of the power unit after restyling did not change - 280 hp. from. However, the potential allowed to increase the figure to 320 liters. from. without a full-fledged chip.
The first generation of the engine used two turbines with parallel compressors (twin-turbo design). The intercooler was under the wing of the car, from where it was connected to the motor. The second generation used one larger CT 15B turbo. Notably, the latest universal coated valve gaskets are now available. It was titanium nitride, which reduces the friction of the camshaft lugs.
The 1JZ GTE engine has 4 valves per cylinder, the timing drive is of a belt type. A broken belt does not bend the valve (except for the FSE version), which makes the 1JZ GTE a motor with a long service life. There are no hydraulic lifters on the engine.
Service regulations
- Change the oil in the engine every 5-10 thousand kilometers. Fill in 4.5-5.4 liters of oil, depending on the drive of the car. It is recommended to decide in advance which oil to pour. Lubricant specifications should be within 0W-30 / 10W-30;
- Replace the timing belt at least every 100 thousand kilometers;
- It is imperative to adjust the valves every 100 thousand km manually, using dummy washers.
- belt tension;
- ignition timing;
- cylinder head condition;
- the state of the turbocharging system;
- eFI fuel injection system;
- electrical equipment.
Fault overview 1JZ GTE
Learn more about problems and solutions:
- If Dzhizet's "six" does not start, you must first check the candles. They can be filled in, then you need to unscrew the elements and dry. In general, this turbo version is afraid of cold weather and moisture, so washing should be done carefully;
- If the engine is troit, then the main reason for the restyled version is associated with the ignition coils. In addition, on engines with a new Toyota gas distribution system, the reason may be hidden in the valve;
- If the speed is floating, it is necessary to check the valve of the gas distribution system, the XX sensor or the throttle valve. In most cases, the motor again functions like a clock after flushing the clogged elements;
- If the engine consumes a lot of fuel, the cause must be looked for in the oxygen sensor. It is also recommended to check the quality of the filters;
- If the internal combustion engine knocks, then this is more often caused by a failure of the gas distribution clutch. Unfortunately, its resource is small. Valves requiring manual adjustment can also knock. Excessive sounds are also created by worn connecting rod bearings, as well as a problematic belt tensioner bearing;
- If there is a high oil consumption, then this is due to mileage. This problem is standard on 1JZ GTE, associated with wear on the valve stem seals and rings. Although it would be more correct not to make major repairs at very high runs, but to replace it with a contract one.
One of the problematic parts of the 1JZ GTE is the water pump. On jayzets, the pump does not last long, as does the viscous coupling. Another problem is the position of the second generation engine spark plugs. Each of the sparking elements is endowed with an individual coil. This causes the valve cover to overheat while the motor is running.
The engine oil pump is also considered a problematic part that needs to be replaced ahead of schedule. The reason for this is poor quality oil
Tuning options for the 1JZ GTE engine
The turbo version is rarely modified, since the potential of the engine as a whole is revealed. As for converting 1JZ GTE into 2JZ, the game is not worth the trouble. First of all, the height of the block will not allow this - the size differs by 14 mm, which will force the connecting rods to be shortened. For an internal combustion engine of this type, this is unacceptable, because the load on the piston group will increase and there will be a tendency to oil consumption.
Putting on the Valbro 255 pump, removing the catalyst and building the exhaust on 3-inch pipes, it will be an effective tuning for the turbo unit. The exhaust system should not have any constrictions, you will also need to take care of the cold air intake and increase the boost from 0.7 to 0.9 bar. Further modernization implies already new brains, a special bus controller and an intercooler. The boost will increase to 1.2 bar and the engine power will increase by an extra 100 hp. from.
The Walbro fuel pump is capable of pumping up to 255 liters of fuel per hour. This is a powerful unit that is often used in the tuning process.
The next stage of tuning, which will significantly reduce engine life, is working with a Garrett turbine. Paired with it, you need a regular three-row radiator and a separate oil radiator. You also need to take care of the cold air intake, 80 mm damper and reinforced fuel hoses. The injector should produce 800 cc and the exhaust should be built on 3.5-inch pipes. Thus, it will be possible to increase the power of the internal combustion engine to 1000 liters. from.
List of car models in which 1JZ GTE was installed
The engine was installed on the following Toyota models:
- Mark 2;
- Crown;
- Verossa;
- Supra;
- Soarer.
After swap 1JZ GTE on Mark 2
List of modifications of the 1JZ series ICE
Consider the engine versions of this series, in addition to the 1JZ GTE:
- 1JZ-FSE D4 is a power unit with a direct injection system. The compression ratio of the engine is 11, the power is 200 liters. from. The modification was produced in the period 2000-2007;
- 1JZ-GE is the basic atmospheric version of the series. Two generations of this ICE were produced. First with a capacity of 180 liters. from. and a compression ratio of 10. The second generation came with VVTi, modified connecting rods and a different cylinder head. The compression ratio was increased to 10.5. The distributor was replaced with ignition coils. As a result, the aspirated power increased to 200 liters. from.
The 1JZ-FSE D4 version is equipped with a direct injection system. A modification was produced in the period 2000-2007
1JZ GTE Engine Specifications
| Production | Tahara plant |
| Engine brand | Toyota 1JZ- GTE |
| Years of release | 1990-2007 |
| Cylinder block material | cast iron |
| Supply system | injector |
| A type | inline |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 71.5 |
| Cylinder diameter, mm | 86 |
| Compression ratio | 8.5 9 10 10.5 11 |
| Engine displacement, cubic cm | 2492 |
| Engine power, hp / rpm | 280/6200 |
| Torque, Nm / rpm | 363/4800 |
| Fuel | 95 |
| Environmental standards | ~ Euro 2-3 |
| Engine weight, kg | 207-217 |
| Fuel consumption, l / 100 km (for Supra III) | 15.0; 9.8; 12.5 |
| Oil consumption, gr. / 1000 km | up to 1000 |
| Engine oil | 0W-30; 5W-20; 5W-30; 10W-30 |
| How much oil is in the engine | 5.4 (1JZ-GTE / GE Mark 2, Cresta, Chaser for 2WD) and 4.5 (1JZ-GTE / GE Mark 2, Cresta, Chaser for 4WD) |
| Oil change is carried out, km | 10000 or (better 5000) |
| Engine operating temperature, deg. | 90 |
| Engine resource, thousand km in practice | 400+ |
| Tuning without loss of resource | <400 |
| 1st gear ratio | 3.251 |
| 2nd gear ratio | 1.955 |
| 3rd gear ratio | 1.31 |
| Gear ratio 4th gear | 1 |
| 5th gear ratio | 0.753 |
| Reverse gear ratio | 3.18 |
With normal and timely maintenance, the use of high-grade oil, this power unit can be called indestructible. Its resource easily exceeds 500 thousand km.
The engines of the Japanese automaker Toyota have always been renowned for their excellent reliability and combine the use of modern technology, excellent performance and ease of maintenance. The first generation of power units with the 1JZ GE index are in-line six-cylinder engines that have a volume of 2.5 and 3 liters.
These motors appeared in 1990 and were able to hold out on the assembly line until 2007, which indicates their excellent reliability and high technology.
Specifications
The 1JZ GE engine has the following technical characteristics:
| PARAMETER | VALUE |
|---|---|
| Working volume | 2.5 liters |
| Engine weight | 207-217 kg |
| Power | 180 l. from. at 6000 rpm (1990-1995) |
| 200 l. from. at 6000 rpm (after 1995) | |
| Torque | 235 Nm @ 4800 rpm (1990-1995) |
| 251 Nm @ 4000 rpm (after 1995) | |
| Compression ratio | 10;1 |
| Number of cylinders | 6 |
| Number of valves per cylinder | 4 |
| Fuel consumption | 15.0 l / 100 km in city mode |
| Supply system | injector |
| A type | inline |
| Butter | 0W-30, 5W-20, 5W-30 and 10W-30 |
The engine is installed on Toyota Crown, Mark II, Supra, Brevis, Chaser, Cresta, Progres, Soarer, Tourer V and Verossa.
Description
A feature of the engines of the 1jz ge family is the use of a DOHC gas distribution mechanism and the presence of four valves per cylinder.
All this made it possible to achieve the maximum possible return of engine power. At the same time, the 1JZ engine was distinguished by its reliability and ease of maintenance.
Initially, these power units were designed for rear-wheel drive Toyota cars, and in their second generation they were modernized, which made it possible to install them on all-wheel drive modifications of powerful sedans and SUVs. The 1JZ engine easily withstood operation with powerful sedans and had an increased resource.
The electronic fuel injection system in 1JZ GE had a revolutionary design for its time, which made it possible to ensure the highest quality fuel combustion in a wide range of revolutions. The car reacted briskly to pressing the gas pedal and was dynamic.
Also, a feature of this power unit was the presence of two belt-driven camshafts at once. Thus, the almost complete absence of engine vibrations was ensured, which had a positive effect on the comfort of cars equipped with these power units.
Modifications
- The first modification 1JZ GE had a capacity of 180 horsepower and a displacement of 2.5 liters. The maximum torque was reached at around 4800 thousand rpm, and the necessary traction characteristics due to the presence of the DOHC gas distribution system were achieved almost from the very bottom.
- In 1995, the 1JZ engine was slightly modernized, which made it possible to increase its power to 200 horsepower. The peak power was already reached at 4000 rpm, which made the engine even more responsive.
- The first generation of the naturally aspirated 1JZ engine had a distributor ignition, which made it possible to simplify the ignition system, which did not have problems with the coils, and the candles did not need to be replaced more often than after a hundred thousand kilometers. The belt drive required regular service, but the 1JZ GE engine itself had a fairly simple design, which made it easy to replace the belt with rollers. This engine was developed exclusively for use with automatic transmissions and had the appropriate technical characteristics.
- Only in 1996, when the second generation of power units of this series was designed, versions with manual transmissions appeared. The 1JZ GE VVT i power unit was already equipped with coil ignition, using one coil for two candles at once, which improved the operation of the power unit.
- The new 1JZ GE engine received a VVT-i gas distribution system, which smoothed out the torque curve, and significantly improved fuel efficiency. The new 1JZ GE VVTI engine provided the cars with excellent dynamics and reduced fuel consumption.
- The liquid cooling system made it possible to effectively reduce the coolant temperature to the level of 90-95 degrees. The 1JZ engine itself was distinguished by its resistance to overheating and had an operational resource of 400-500 thousand kilometers. Due to its reliability, the power unit of the 1JZ GE VVTI series could be operated in difficult conditions, and its maintenance was not particularly difficult.
- The 2JZ engine is a three-liter version of the engine that appeared in 1993. The power of this power unit is 220 horsepower. The 2JZ engine used a DOHC gas distribution mechanism and was installed on top models of Toyota sedans.
- The 2JZ engine has proven itself exclusively from the best side. Powerful and at the same time economical motors were notable for maintainability and could run more than 400 thousand kilometers without overhaul.
Malfunctions
| FAILURE | CAUSE |
|---|---|
| The car will not start. | The reason for this may be flooded candles, which must be unscrewed, dried and soaked off. |
| The 1jz engine can start poorly and run hard. | Often the reason for such a tripping is a failed candle, coil or high-voltage wire. |
| The speed of the motor of the 1jz ge vvti series is floating. | The cause of this problem may be the idle sensor, which needs to be replaced. On engines of the second generation, the VVTi system may fail. |
| Increased fuel consumption. | The oxygen sensor is out of order or there are problems in the operation of the lambda probe. |
| The appearance of an extraneous knock in the motor of the ge vvti series. | The reason for this knocking may be unregulated valves and connecting rod bushings. Also check the belt tensioner rollers. |
| Increased oil consumption for the 1jz engine. | This testifies to the huge engine mileage. In this case, it is recommended to immediately replace the rings and valve stem seals. |
Tuning
If you are thinking about ways to increase the power of the power units of the 1JZ GE and 2JZ families, it should be said that only a turbocharger can be considered in this case.
The use of standard methods of increasing power - forward flow, changing the engine control program, installing a machined flywheel and others, will not give any tangible increase in power on the 1JZ GE VVTI series motor.
This is due to the fact that the 2jz engine already has a lightweight design from which Japanese engineers have squeezed all possible power.
- When tuning motors, it is allowed to use various turbines, the pressure of which reaches 0.9 bar. Some craftsmen, when using an intercooler and a boost controller, install turbines with a pressure of 1.2 bar. It should be said that such tuning with the use of turbocharging will increase the engine power by 100-150 horsepower.
There are also extreme options that offer an increase in the power of the 1JZ GE engine up to 550-600 horsepower, but in this case the engine resource is significantly reduced. With such serious increases in engine power, it is necessary to change the automatic transmission to a sports version.
All work on tuning the 1JZ GE engine should be carried out by a specialist who is familiar with the peculiarities of the operation of motors from this Japanese manufacturer. Use ready-made tuning kits, which will increase engine power without losing reliability.
Remember also that such work to increase power must be comprehensive, with upgrades to the suspension and installed transmissions.
