In the world of motorsport, the Toyota JZ series engines are 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 in their work. Legends tell about "jayzets" - both in terms of endurance and indestructibility. And the widespread use of motors 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 a sports car. Why the JZ series motors managed to become so popular, we will 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 minor modifications, the engine was used on new cars until 2007. The naturally aspirated engine was mainly used by Toyota on ordinary civilian cars, it provides a combination of 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 configurations. 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 with 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 racetrack.

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

Toyota got thoughtful and showed the world 2JZ. Conceptually and constructively, it was very close to the 1JZ - all the same in-line six, cast-iron block, aluminum cylinder head, only the volume of 3 liters. Moreover, the diameter of the cylinders 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 power was equal to 220 h.p. (maximum torque 304 Nm), the second 280-320 h.p. 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 did the larger unit not 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 a new ignition system, this did not increase the power, but the torque grew.

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 the 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 worsened, and overall reliability has decreased. Yes, fuel consumption has decreased, which was to the liking of ordinary users, but tuning enthusiasts and "sportsmen" prefer conventional modifications as less problematic.

Motors in everyday use

Depending on the configuration and the sales market, the first and second jazets 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 all-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 service 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, motors should 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 tolerate low temperatures and mileage well 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 the 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", so the main tuning masters prefer to initially work with the GTE.

Receive 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 horsepower... 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

To receive 500-600 HP with "jayzets" already have to invest properly in tuning. On an amateur level, few people get it. We need other nozzles, a turbine, a gasoline pump, increase the performance of cooling radiators, and install "evil" camshafts. It would be nice to change the pistons and connecting rods, although for some time the regular ones at this 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 released for a long time, but in Japan there are many contract options that are ready to serve 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 who want 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 absence 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 plant 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, 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 in the mode of 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 machines 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, an electronic injector, phase shifters. Even among the leaders of the auto world it was not mainstream back then. Plus, of course, the design was initially very successful, in which there were almost no mistakes on the part of engineers. It would be further developed, 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 for 16 years on the assembly line.

Now there are no such engines. 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.

Many of Toyota's car models have become landmark events in the history of the automotive industry in their own right. And the engine known under the JZ designation has become a legend among car owners, thanks to its reliability and power.

JZ Series Motors - General Features

Toyota JZ - six-cylinder in-line gasoline engines. These engines replace the old line of M power units. JZ units are equipped with a DOHC type gas distribution mechanism, 24 valves and 6 cylinders, 4 valves for each. Engine sizes from 2.5 to 3 liters.

These engines were produced for almost 20 years, from 1990-2007, and were intended for vehicles with all-wheel and rear-wheel drive configurations. In 2007, they were replaced by the GR series. In parallel, the 1VZ series was developed for executive cars and light SUVs.

There were different engine options in the line. You can find out whether a particular motor belongs to a particular modification by marking, it also reveals the details of the power unit device and the characteristics of the JZ engine. Decoding of markings:

Symbol	Meaning
1, 2	Serial number in the series, engine displacement (2.5 and 3 liters, respectively).
JZ	Belonging to the corresponding motor series.
G	Means "forced" unit with a DOHC / VVT gas distribution mechanism, operating at wide "productive" stages.
T	Turbocharged engine.
E	Electronic fuel injection control.
S	Direct injection.
F	An economical engine with a camber angle between the exhaust and intake valves of about 22 degrees (as opposed to G, where this angle is 45 degrees or more)

G also means that each of the engine camshafts is driven by a chain or timing belt.

Thus, for example, the designation 2JZ-GTE denotes a gasoline engine of the JZ model range, three-liter, with four valves in each cylinder, assembled with a "wide" cylinder head, equipped with electronic injection control and turbocharging.

JZ Models

During the history of production, several modifications of the unit have been created.

2.5 l (1JZ engine) .:

3 liters (2JZ):

Important: units with the FE suffix, such as 1 JZ-FE, have never been produced, despite the claims of some car owners claiming that they own Toyota cars with 1JZ-FE.

Differences and features

1JZ-GTE

The first engine in the lineup was the 1JZ-GTE released in 1990. It had 6 valves and a working volume of 2491 cubic centimeters. As you can see from the markings, this is a turbocharged engine: it was equipped with two CT12A turbines, which reported a power of 280 hp. The development of such a powerful motor required the creation of a new block head that would be able to cope with the load on the engine. This task was solved by Toyota engineers in cooperation with colleagues from the Yamaha concern.

Photo of the 1JZ-GTE engine:

In 1996, GTE underwent an update resulting in:

• the turbine was replaced with a more efficient CT15B;
• equipped the motor with a VVT i clutch (more on it below);
• modified the ignition control system.

Also, as a result of the restyling of this 1JZ model, the engine valve gaskets were changed to those covered with a protective layer of titanium nitride, which reduced the friction of the camshaft cams. This made it possible to extend the economy characteristics to the 1JZ GTE engine, make the curve on the graph smoother and reduce the rpm at full power. This led to a decrease in engine fuel consumption.

1JZ-GTE was installed on cars with a 5-speed R154 manual transmission, and on vehicles with a 4-speed automatic transmission.

Specifications:

• 280 hp at 6200 rpm;
• moment 363 Nm at 4800 rpm;
• motor compression 8.5: 1.

This motor was equipped with car models:

• Chaser;
• Cresta of some modifications;
• Mark II;
• Soarer;
• Verossa;
• Supra;
• Altezza;
• Crown.

The marking means an atmospheric, non-turbocharged engine. The technical characteristics of the 1JZ GE engine allowed it to produce 180 forces until 1995, and after modification in that year - 200.

Appearance:

Until 1996, 1 ​​JZ GE engines were equipped with a distributor ignition, then the distributor was changed coils. The updated 1JZ GE also received a VVT-i block, which changed the valve timing and made the power unit more economical and more powerful. The 1JZ-GE was equipped with an automatic transmission for 4 or 5 steps, the motor was not used with the "mechanics". The timing mechanism in GE is driven, as in all JZ engines, by a belt, and one belt serves for all attachments under the hood.

• Engine characteristics 1JZ GE:
• 200 h.p. by 6000 rpm;
• motor compression 10: 1;
• moment 251 Nm at 4000 rpm

The engine deserves special attention due to its design.

Production of the 1JZ FSE began in 2000, this engine was equipped with a direct fuel injection system that supplies gasoline to the engine under high pressure. The injection, which received the D4 index, works on principles similar to those used in diesel engines.

Engine type 1JZ-FSE:

The engineers were faced with the task of ensuring efficiency and compliance with environmental standards without losing the engine "horses", for which a BC similar to the 1JZ-GE was used. The cylinder head did not differ, and the engine intake system underwent some modifications so that in a certain mode the power unit would operate on a lean fuel mixture. This made it possible to reduce gasoline consumption by 1/5, and the power remained almost unchanged: the engine produced 197 forces.

The main differences between the Toyota unit with an injection unit and fellow engines in the lineup:

• creates pressure in the gasoline supply system up to 120 bar, which is almost 40 times higher than that of the fuel pump;
• there is a special notch on the piston bottom that directs the mixture to the engine spark plug;
• vortex nozzles are used in the design, capable of creating a fuel torch of different shapes, depending on the engine operating mode: when operating at "maximum" - conical, when operating on a lean mixture - narrow;
• vertical intake channels are used, by means of which a flow directing the mixture to the candle is formed in the engine cylinders;
• the accelerator pedal has no direct communication with the throttle valve, the control is electronic;
• The problem of emission of large volumes of NO by the engine is solved by a multistage system of engine catalysts, combining conventional three-component with catalytic converters.

"Diesel-like" design made the engine more capricious, in relation to brothers from the lineup. The most problematic points:

• due to design features, the engine has poor access to the spark plugs. The developers tried to compensate for this shortcoming by installing durable platinum spark plugs on the central cylinders of the engine;
• the motor is very sensitive to moisture ingress;
• low-quality fuel leads to breakage of the plunger pair in the high-pressure pump. The steam is lubricated with fuel, and if in Japan the latter is always of high quality, in domestic conditions differences in the composition and quality of gasoline can quickly "kill" the engine pump;

Interesting: this disadvantage is due to the significantly higher lubricating properties of Japanese gasolines. In the Land of the Rising Sun, special additives are used that improve the characteristics of the fuel in the context of lubrication up to 11 times in comparison with domestic fuel mixtures. As a result, owners of Toyota cars with a JZ-FE engine equipped with a high-pressure fuel pump may one day face the need to replace the pump (approximately 1000 USD) and fuel injectors, which cost around 400 USD each.

• one drive belt of the engine serves all attachments, in addition, this unit is made not in Japan, but in the USA, and is inferior in quality and durability to Japanese counterparts.

Toyota does not recommend driving on gasoline below 95 for engines, but in practice, Russian car owners pour a high-quality 92 into it without much damage to the engine. With high-quality and timely maintenance, the engine can move up to 250 thousand km, after which preventive maintenance is usually required: replacement of piston rings, valve stem seals. If the car owner changed the timing belts on time, used high-quality fuel and oil, this is all there is to it, you can do without overhaul.

Specifications:

• 197 forces;
• torque 250 Nm at 3800 rpm;
• compression 11.

1JZ-FSE was installed on Crown, Verossa, etc.

Motor appearance:

This is a very common power unit of the "three-liter" branch of JZ engines. The naturally aspirated engine is capable of delivering up to 220 horsepower.

The engine is equipped with a cast iron cylinder block with aluminum cylinder head and sequential injection. Initially, it was equipped with a conventional DOHC gas distribution system, but later the engineers replaced it with the aforementioned VVT, and also replaced the ignition in the engine with a new one, with one coil serving two cylinders.

Specifications:

• 220 forces;
• moment 304 Nm at 4000 rpm;
• compression 10.5-11.

The letter T in the name of the engine indicates the presence of turbocharging. 2JZ-GTE - the most powerful of the "three-liter" series, equipped with two turbines with an intercooler module. The cylinder block is cast iron, with an aluminum head. The engine was made only at its own Japanese factories in 1991-2002.

Appearance:

This unit was created as a "response" by Nissan to the RB26DETT engine designed and implemented by the latest, which successfully participated in various racing competitions. Accordingly, it was intended to be used in racing cars, although "civilian" models were also equipped with this engine. For the usual quiet driving, variants were produced with this engine and the reliable 4-speed "automatic" A341E, and for the "sport" - with a 6-speed "mechanics" developed by Toyota and Getrag.

In 1997, the gas distribution system was replaced by VVT-i, which added power to the engine. So, double turbocharging allowed to raise that from the original 226-227 "horses" to an impressive 276, and the new gas distribution gave an additional increase to an impressive 321 units.

The export and "domestic" variants differed in the models of turbochargers, the camshafts used, the performance of the injectors, and in the export models of these engines, ceramic components (calculated for the domestic Japanese market) were replaced with steel ones.

Specifications:

• up to 321 strength;
• compression ratio 9;
• torque up to 451 Nm at 3600 rpm

2JZ-FSE

Like its smaller cousin, the 1JZ, it is a direct petrol injection engine. Structurally, the engines are very similar, there are differences in volumes and the compression ratio created. The unit also shows improved efficiency and environmental performance.

Filmed:

Specifications:

• up to 220 horsepower:
• moment up to 294 Nm at 3600 rpm;
• compression 11.

2JZ-FSE is always coupled with only a four-speed "automatic".

VVT-i

This abbreviation hides the phrase Variable Valve Timing - intelligence, or the intelligent valve timing system, developed by Toyota engineers.

The system has been installed on engines since the 1996 model year.

The gas distribution is controlled by a special VVT-i clutch:

The mechanism first works to provide traction to the engine at low revs. As the latter grows, the oil pressure in the system also increases, which opens the VVT ​​valve. After opening this, the camshaft turns at a certain angle. The specially shaped cams slightly change the timing of the opening / closing of the engine valves when turning the crankshaft - they open earlier and close later. This adds more torque and power to the engine at high revs.

Tuning

Tuning (from the English tuning) - making changes to the unit in order to fine-tune or remove more power. Engines of the JZ series are loved by car owners not only for their reliability and power, but also for their good adaptation to tuning. There are ways to get more power from both 2.5-liter and 3.0-liter engines. But it is important to understand: a more voluminous version of the engine is better suited for tuning.

This is due to a simple rule: the less the engine is forced per liter of volume, the better. Those. The 1JZ will get a lot of stress during tuning. And, although even in the stock version its piston group allows you to "remove" up to 500 horsepower, it is still desirable to tune the older version, although it is more expensive.

With the afterburner, 1 JZ has a number of significant problems:

• overheating of the engine when associated with design features (passability of the antifreeze channels, limited "power" of the radiator);
• overheating of the oil.

Tuners trying to overclock this engine often encounter overheating of the 6 cylinder engine. Therefore, it is better to choose something from the 2JZ line as a tuning platform. It is able to withstand up to 1000 "horses" without modifying the piston group, the engine's oil and antifreeze pumps also cope with such a load.

The main directions of tuning:

• Turbines.

Installing (or improving an existing in the engine) turbo kit is the first thing JZ owners are puzzled with when they decide to force the heart of the car. Experts recommend turbines HKS GT-SS, Garrett GT2860RS or GT35R (single-turbo version) and BNR34 N1.

An intercooler and a cold intake system are also desirable: the lower the intake air temperature, the better.

• Fuel system.

In pursuit of power, fuel injectors are often changed, which is logical: stock ones may not cope with the increased volume of the fuel mixture pumped through the engine. For "acceleration" to 500 hp, for example, you should take 620cc injectors - with a small margin.

Together with the injectors, they sometimes change the fuel rail of the engine, install hoses of a larger section, efficient pumps (for example, two Walbro 255 l / h, working in parallel).

• Cooling system

In an overclocked engine, the antifreeze will have to be specially cooled, which will require a more efficient radiator than in the drain. Experts recommend Koyo brand products, showing performance at least 30% higher than the "native" radiator. You will also need a good oil cooler.

For simplicity, there are radiator kits for oil and antifreeze lines on sale. Cooling also applies to the gearbox, especially if it is automatic: to operate at increased loads, it should be equipped with radiators or special electric fans. A manual transmission needs oil coolers and external oil pumps.

• Exhaust system.

The tuners put a large diameter exhaust (85 mm), use Japanese systems with a downpipe to the turbines and a resonator to the catalyst.

• Intake manifold.

Filters of zero resistance from reliable manufacturers are installed.

• Electronics.

To operate at high power, a new on-board computer will be required to ensure system consistency.

The total cost of all work can be up to several tens of thousands of dollars. It is important to understand that you cannot save on spare parts for tuning, this is fraught with engine failure.

It should be remembered: engine tuning leads to corresponding changes in the gearbox, chassis, suspension, brakes, so that they correspond to the new "agility" of the car.

Toyota JZ series engines are gasoline automotive inline six-cylinder engines manufactured 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 transmissions. Produced from 1990-2007. The successor was the V6 line of GR engines.

According to the Toyota marking system, the designation of Toyota JZ engines is deciphered as follows: the first digit denotes the generation (1 - the first generation, 2 - the second generation), letters by number - JZ, the remaining letters - the version (G - DOHC valve timing mechanism with wide "productive" 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 of 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

Engines from 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	MEANING
Working volume	2.5 liters
Engine weight	207-217 kg
Power	180 l. with. at 6000 rpm (1990-1995)
	200 l. with. 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
Type of	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 already 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 4,800 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 reached already 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 corresponding 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 motor 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 distinguished by their 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 removed from carbon deposits.
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.	This knocking can be caused by unadjusted 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.

Using standard methods of increasing power - forward flow, changing the engine control program, installing a machined flywheel, and more, 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 initially has a lightweight design, from which Japanese engineers squeezed out 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 the engine power without losing reliability.

Remember also that such work to increase power must be comprehensive, with upgrades to the suspension and installed gearboxes.

1998 Toyota Mark 2 - 1jz-gte

Toyota Mark II- a midsize sedan produced by Toyota from 1968 to 2004.

The Mark II name was used by Toyota for several decades and was originally used as part of the name Toyota Corona Mark II... The II mark was introduced to make the car stand out from the main Toyota Corona platform. Once the platform was split in the 1970s, the car became known simply as the Mark II.

In the late 1970s, the Mark II became the basis for two sedans - Toyota Cresta and Toyota Chaser, differing from it only in interior design and exterior elements.

Several generations of the sedan were exported left-hand drive under the Toyota Cressida brand, which became the company's flagship in the US market until the introduction of the Toyota Avalon, a sedan specifically designed for the North American market.

In the mid-1990s, Mark sales declined, forcing Toyota to revamp its sedan lineup. So, on the basis of the ninth generation, the Toyota Verossa appeared, while the Toyota Cresta and Toyota Chaser were discontinued. Under the Mark II brand, a station wagon with front or all-wheel drive also appeared - the Mark II Qualis, structurally very far from the rear-wheel drive sedan (in 2002, the Mark II Qualis was replaced by a station wagon designed on the basis of the ninth generation Mark II blit).

Starting with the seventh generation, the Mark II has a modification Tourer V, which received the most powerful turbocharged engine 1JZ-GTE with a volume of 2.5 liters.

In 2004, the Mark II was replaced by the Toyota Mark X.

8th generation

The eighth generation Toyota Mark II in the bodies of the 100 series (100, 101, 105) was produced from September 1996 to September 2000. With the change of generation, the design of the car was radically redesigned. The dimensions of the body and interior have remained practically unchanged, the design of the chassis and transmission has not undergone significant changes either. Like the seventh generation, rear-wheel drive and all-wheel drive modifications have been preserved. The range of engines used has undergone changes and looked as follows:

• 4S-FE - 1.8 L, 4 cylinders, 130 HP
• 1G-FE - 2.0L, 6 cylinders (no VVT-i), 140hp
• 1G-FE (BEAMS) - 2.0 L, 6 cylinders, 160 HP
• 1JZ-GE - 2.5 L, 6 cylinders (VVT-i), 200 HP
• 2JZ-GE - 3.0 L, 6 cylinders, 220 HP
• 1JZ-GTE - 2.5L, 6 cylinders, turbocharged, 280hp
• 2L-TE - 2.4 L, diesel, 4 cylinders, turbocharged, 97 hp

Since September 1996, the VVT-i variable valve timing technology has been applied in gasoline engines, even a modernized cylinder head has been used on the 2-liter 1G-FE. This technology is called BEAMS.

All-wheel drive versions were available with 1G-FE Beams and 1JZ-GE engines. The "advanced" Toyota i-Four all-wheel drive system was used - this is a permanent all-wheel drive with an interaxle differential (torque distribution between the front and rear axles - 30:70), blocking - by an electronically controlled hydromechanical clutch (variable blocking coefficient).

The Tourer S version was also produced. It was equipped only with a 1JZ-GE engine and a 5-speed engine. automatic transmission A650E.

As in the previous generation, the Tourer V modification was preserved. The 1JZ-GTE engine underwent a number of modifications, the most notable of which was the replacement of two turbochargers with one larger CT15. The cooling system has been refined and improved, the compression ratio has increased from 8.5 to 9 units. Together with the VVT-i system, these changes increased the maximum engine torque from 363 to 383 N / m and, more importantly, shifted this figure to much lower revs (2400 rpm). This resulted in improved fuel economy and acceleration dynamics from lower revs. Automatic transmission (А341Е) and manual transmissions (R154) remained unchanged.

The sports suspension with floating bushings of the upper arm, rear anti-roll bar, lower brace, enlarged calipers and a screen protecting the brake disc have been preserved. The brake discs on all wheels were ventilated. Limited slip differential was an option for cars with automatic transmission and basic for versions with manual transmission. All cars in the Tourer V configuration were offered to consumers with xenon low beam headlights, an audio system with an amplifier, 6 speakers and a subwoofer in the rear shelf and 16-inch alloy wheels.

The tires on the Tourer V were of different widths: front 205 / 55R16 (J6.5 ET50 disc), rear 225 / 50R16 (J7.5 ET55 disc). This scheme was used for powerful rear-wheel drive vehicles, which is what the Tourer V was. Traction control TRC and VSC were also standard equipment. A climate control system was optional. In 1998, a restyling was carried out, affecting mainly the headlights, taillights and the front bumper.

1998 Toyota Mark II
Mileage: 170,000 km
Engine capacity: 2.5 l
Number of doors: 4
Transmission: automatic
Engine type: gasoline
Drive: rear
Steering wheel: right
Condition: not broken
Owners by TCP: 2
Engine power: 280 HP
With tears in his eyes…
Selling Mark 2 in perfect condition. In St. Petersburg since last June, I have not seen any salt. All winters (and before that) lived in the garage. There is no rust at all! The whole body is smooth. Salon in perfect condition, everything works! 2nd car. Steering wheel and shift knob are altered in Alcantara.
Everything is perfect with the documents! Not a cut, not a bar, not a designer.
I watched the car, oil-3500km, automatic transmission-7000 partial replacement. no investment!
In factory paint !!!
Blue mirrors (for those who understand) Three-zone optics (standard xenon)
1-jz gte engine
Torsen reducer
Kulek greddy original
Fujitsubo exhaust
Height adjustable racks.
Wheels r18
Other questions by phone.
You will not find such a state anywhere else.

Don't call salons !! I won't put the car anywhere
On sale from 16.09 to 18.09. !!!
Then he leaves for Moscow (he will not come back)
No bargaining! -Not at all!

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