1jz gte specifications. JZ Engine: Specifications

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 prone 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 cast iron block, 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 at all scary, 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 features an intake manifold with variable geometry.

In 1996, the developers proposed to make changes to the cylinder head, which received VVT-i system allowing you to change the valve timing during intake fuel mixture... Also, after modernization, the 1JZ engine received changes in the cooling system, some other nodes.

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:

1. The engines were produced from 1990 to 2007 inclusive.
2. The piston has a diameter of 86 mm with a stroke of 71.5 mm.
3. The compression ratio can range from 10 to 11 units.
4. Power for different modifications is in the range of 170-280 liters. with.
5. Weight power unit- about 210 kg.
6. Fuel consumption 1JZ GTE - from 9.8 to 15 liters per 100 km of run, depending on the conditions of its operation.
7. Compliant environmental requirements according to EURO 2-3 norms.
8. The motor runs without repairs for more than 400 thousand kilometers.

The FE fuel is gasoline with an octane rating of 92–95. 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. V Engine cylinder head 1JZ set two camshafts 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 all-wheel drive.

About engine maintenance

Full control at all stages of production, use quality parts in the manufacture of 1JZ GTE engines, they allow owners to continue to operate a car for a long time without any malfunctions. It is only necessary to carry out maintenance work on the 1JZ GTE engines in a timely manner. This means the following operations:

• replacement motor lubricant;
• replacement of the air filter;
• checking, servicing 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 are poured engine oil... Viscosity 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 conditions Toyota operation with 1JZ GTE, others external factors use of the machine.

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. with. at 4800 rpm. The introduction of a new system for distributing the fuel mixture allows you to get high results already at low revs... The modernization of the power unit made it possible to raise the power already up to 200 liters. with.
• 1JZ GTE VVT-i engine used with mechanical boxes gear shifting. 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 new system VVT-i by the distribution of intake and exhaust gases, that is, the valve timing was changed. This allowed to reduce the fuel consumption of the JZ GTE VVT-i engine. The 1JZ GE VV-i engine with such changes made it possible to increase 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 ICE capacity 200 l. with., which is achieved using direct injection. Years of issue - 2000-2007.
• The 1JZ FSE engines were released in early 2000. Direct injection fuel mixture increased environmental performance, reduced gasoline consumption without losing power performance.
• ICE 1JZ GTE TT is a turbocharged version of the power unit. Turbochargers 1JZ GTE TT are installed in one row. The TTI modification made it possible to obtain an increase in power up to 280 liters. with.

Possible malfunctions

If the 1JZ GE does not start, the problem may arise due to wet candles ignition. May not start 1JZ GE after washing, staying in the cold for a long time. Also, 1JZ GE does not start in case of failure high-voltage wires... 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. This is the fault of the clutch of this device, the resource of which is not very large. This is also possible if the bearing in the belt tensioner fails.

With enough high mileage FE engine oil consumption may increase due to wear piston rings, valve seals. Experts also note that the first CTE jizet was notable for problems with the pump.

On FE versions, the injection pump can sometimes be the weak link. Description possible problems 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.

For the first time this engine was installed in the Toyota Supra 1986, and since the start of production fourth generation models at the end of 1992, the 2JZ-GTE firmly established itself as the engine of Toyota's sports compacts. The reason for this is the fact that, thanks to its power, even 23 years after the start of production, the engine remains popular both among ordinary car enthusiasts and among racing teams. The volume still remains unchanged - 3.0 liters. With just a few modifications, the 2JZ will deliver power that almost any production engine will envy.

Where can you find it?

The 2JZ-GTE first came to Japan under the hood of a Toyota Aristo 1991, and then moved to Japanese Supra models, and lived there until production of the model was discontinued in 2002.
The 2JZ-GTE has a more affordable sibling named 2JZ-GE. The design is very similar, but GE uses high-pressure pistons and, according to the manufacturer, it only produces 230 hp. In short, you shouldn't be interested in this engine. Just don’t think about it, and don’t try to look under the hood of the non-turbocharged fourth generation Supra. The same engine, by the way, is installed in the Lexus IS300, GS300 and SC300 models.

Alternative to JDM

In the land of the rising sun, you can often find a 2.5-liter 1JZ-GTE engine. Its later versions are distinguished by the presence of a phasing of the intake camshaft and the presence of one turbine. By the way, the 2JZ-GTE engine was at one time adapted for japanese market by installing computer control of valve timing and a new turbine.

But we do not live in Japan or the United States, so we can only dream of a powerful three-liter engine. Either way, JDM engines are much easier to maintain, cheaper, and despite smaller injectors and camshafts, they have about the same power output as their American counterparts.

It's all about the block

When developing your 2JZ engine, Toyota took an example from Nissan and their famous RB series of racing engines. Like the RB26DETT engine, the 2JZ uses an in-line design that is inherently perfectly balanced. Unlike V-engines, the pistons in the front three cylinders move in the opposite direction to the pistons in the rear three cylinders. Thanks to the polar operation of the pistons, the weight in the V6 engines is equally distributed, while the 2JZ cannot boast of such a feature. But the Toyota engine has one plus: you can crank it harder, longer, smoother and safer than any other engine.

The possibility of doubling the engine power would surprise almost any car enthusiast, but in the case of the 2JZ, it is possible. If you are looking for an engine that can go up to 700 hp without tearing off the bottom cover, then pay attention to this handsome man from Toyota. Cast iron engine with powerful block cover that prevents any cylinder movement, forged crankshaft, concave pistons and voila, the perfect engine. Seven bearing caps perfectly secure the crankshaft, and oil sprinklers installed under the pistons cool moving parts for high revs... In addition, the guys from Toyota have well thought out the square geometry of the engine, thanks to which the bore of the cylinder is equal to the length of the piston stroke.

“In addition to the timing belt tensioning mechanism, the crankshaft pulley and the oil pump gasket, the engine has practically no weaknesses"- says one of the experts from southern California.

Pros and cons of 2JZ-GTE

Advantages:
- Ability to develop up to 2000 hp
- Rigid in-line design
- Lack of access to the valve drive
- Durable cast iron body
- Forged crankshaft
- Powerful main neck tread
- Oil sprinklers under the pistons
- Square geometry
- Timing belt, oil pump and cooling system support up to 1000 HP additional power

Disadvantages:
- Unreliability of the timing belt tensioning mechanism
- Often, oil from the pump starts to ooze
- Unreliability of the crankshaft pulley
- Unsuccessful cylinder head design
- Unreliable turbine

How to effortlessly accelerate to 750 hp

If you believe the guys from FSR Motorsport Creations, then overclocking the engine power more than 2 times is not so difficult. The first step is to replace the sequential turbo with a larger compressor. Look for a turbine in the 64-88mm range with a good boost pressure regulator and replace the side intercooler with a front intercooler. GReddy and HKS make excellent engine retrofit kits that have all the parts you need. In addition, you need a more powerful fuel pump, a larger pressure line, fuel injectors 1,000cc and some good ECU like AEM Infinity. And finally, a good camshaft from Brian Crower will allow you to squeeze the coveted 750 hp out of your engine.

Can you handle this kind of power?

The 2JZ-GTE engine has been proven time and again to deliver over 2000 hp. This will require a turbine larger than 64mm, however, it is not as difficult as it might seem. Start with a 72mm turbine and consider installing forged pistons and connecting rods and stronger main bearing caps. Wider head studs will keep the cylinder head from coming off the block. In addition, we advise you to pay attention to 2000cc injectors and a couple of fuel pumps. However, it all depends on the recklessness of your idea.

About restrictions Japanese motors 2JZ-GTE

2JZ-GTE engines installed in American cars, have a capacity of 320 hp. and 427 Nm of torque. The reason for this modesty is that in 1989 Japanese manufacturers decided to end the costly power war by limiting power production vehicles up to 276 HP At least documented. Since then, the agreement has already been repeatedly violated. In addition, the 2JZ-GTE engine had enormous power potential. For a country in which the maximum permitted speed of movement is 100 km / h, this agreement was quite logical, but for American buyers it was wild, because they were used to the fact that the old wreck drives faster than a good sports car of the 90s. Thus, the manufacturers did so to squeeze 400 hp out of the 2JZ-GTE. it was possible literally through the slightest modification.

The Toyota 2JZ-GTE engine produces 320 hp. thanks to a pair of Hitachi turbines installed in series. Unlike the parallel twin-turbo design, where two identical turbines blow out the same amount of air at the same time, the sequential design is designed so that at first only one turbine works, and then, at higher rpm, the second comes into play.

Typically, this design uses two turbines. different sizes however this engine uses two of the same. The Toyota Supra was one of the first cars to prove that sequential turbocharging has a place in the tuning world. The first turbine is turned on at 1800 rpm. Then, press the pedal to the floor, let the ECM and boost pressure regulator do their job, and by 4000 rpm the second turbine will kick in.

A short tour of spare parts for 2JZ-GRE

Brian Crower Camshaft

These camshafts will allow you to squeeze a lot more power out of your 2JZ-GTE. The company manufactures a wide range of camshafts, among which there are parts for both calm drivers and reckless racers.

Customizable AEM Infinity Engine Control Unit

The Supra's cast iron engine block is of course quite durable, but without proper tuning it can simply explode and shatter into pieces. Designed specifically for the Supra engine, the AEM Infinity Kit gives you control over everything that happens inside the engine.

Turbocharged GReddy

Stock turbines 2JZ-GTE are unlikely to suit you. If you want some serious power, take a look at the GReddy kits, which contain all the necessary parts, such as the pressure regulator, exhaust manifold and the turbine itself. Such a kit will seriously accelerate the performance of your car.

Produced by the corporation TOYOTA engine The 2JZ are six-cylinder, in-line engines, production of which began in 1990, replacing the previous M series engines. These motors were installed on cars with rear and front wheel drive and were located along the longitudinal axis of the machine. Two engine modifications were produced

• 1JZ - with a volume of 2.5 liters
• 2JZ - with a volume of 3 liters.

According to the manufacturer's accepted marking, which applies to the 2JZ GTE engine, the following is encrypted in it: 2 - the second engine in the series, JZ - a series of motors (since 1990 of the year Toyota began to designate the series with two Latin letters). The following letters indicate the version: G - timing with two DOHC camshafts and extended valve timing. T - turbocharged. E - electronic control fuel injection.

Engine types 2JZ

The 2JZ engine was produced in several modifications.

• The engine of the 2JZ FSE series is analogous to the motor of the previous 1JZ series. It was produced from the beginning of the century until 2007. It has a capacity of 217 horses and a compression ratio of 11.3. The fuel is supplied to the cylinders by direct injection under pressure. This method of fuel supply does not practically improve technical characteristics, but has a positive effect on reducing fuel consumption and content. harmful substances in the exhaust. The power of this modification is 217 horses. The motor of the 2JZ series has always been equipped with automatic transmission... It was installed on Toyota Brevis, Progres, Crown
• Engine TOYOTA series 2JZ GE - the largest number of this modification was produced. It has a power of 220 horses at 6000 rpm and a torque of 298 Nm at 4800 rpm. The injection of the fuel mixture is phased (sequential), that is, when the crankshaft is turned 180 °, a certain injector is triggered, corresponding to the injection phase. The classic operating order of the cylinders of the TOYOTA engine model 2JZ GE 1-4-3-2. The cylinder block is cast iron, the head is aluminum. At first, it was equipped with a standard DOHC timing belt, with two camshafts and with 4 valves per cylinder.

Subsequently, they began to install a gas distribution control system on it, DIS ignition, in which one ignition coil was intended for each pair of cylinders. This modification received the designation 2JZ GTE VVTi.

Compared to the 2JZ GE non VVT-i configuration, the engines equipped with a variable valve timing system have improved traction performance at reduced revs. Phase control is carried out using a special clutch installed on the camshaft.

With an increase in engine speed 2JZ GTE, the VVT-i valve opens and the camshaft changes position in relation to the drive pulley and, accordingly, changing the position of the tappets, and they open the valves earlier and close later. Power from the 2JZ GE VVTi remains the same, but the torque increases with increasing revs.

The engine of the 2JZ GE model was equipped with TOYOTA Altezza, Aristo, Crown, MarkII, Chaser, Cresta, Progress, Soarer, SupraMKIV, Lexus 300 series IS, GS, SC cars. Currently, when converting cars, in some car services 2JZ is installed on UAZ and GAZelles.

• The 2JZ GTE engine is perhaps the most advanced engine in the 2JZ range. In the nineties of the last century, the assembly line began to come out TOYOTA Supra MK4, on which the 2JZ GTE engine with VVTi began to be installed.

Detailed description 2JZGTE

The engine of the 2JZ GTE modification was received in 1997 by installing a turbocharger with a side intercooler on the GE version. The first units, after modernization, received a torque of 435 Nm. Then, another upgrade was made by installing twin turbochargers. The modification 2JZ GTE with Twin Turbo the moment rose to 451 Nm and the power to 276 horses.

As a result, the 2JZ GTE has characteristics that differ for different markets. In the USA and Europe, cars are supplied with a capacity of up to 320 hp, and for the Japanese domestic market power was limited to 280 horses, in accordance with their legislation.

The 2JZ engine of the GTE VVTI modification is equipped with a sports mechanical six-speed gearbox V161 and V160 (Getrag engineers took part in the development), or a comfortable four-speed automatic A341E.

Basically, the 2JZ GTE VVTi engine was installed by TOYOTA Aristo and Supra.

The idea for a three-liter engine was borrowed by Toyota from Nissan, with its RB series of engines. The in-line engine works more balanced compared to V-shaped counterparts, for example, the same Toyota UZ FE.

In V-shaped engines, the pistons move in two planes at an angle relative to each other, hence the imbalance. These motors run longer, faster and the torque changes more smoothly.

As already mentioned, the power of the 2JZ engine of the GTE VVTi model can be easily increased almost three times without serious tuning, due to its thoughtfulness.

All the details that affect the operation of the engine under extreme loads are taken into account - effective lubrication, valve mechanism, cast-iron cylinder block (instead of the common aluminum block), everything was designed and created to withstand extreme conditions exploitation. One of the interesting and extraordinary design solutions is that the diameter of the piston has the same value as its stroke.

Advantages and disadvantages

In addition to the already listed advantages of 2JZGTE - simple tuning to increase power, in-line arrangement of cylinders, a durable cast iron cylinder block, a few more points can be highlighted:

• The crankshaft is forged.
• Oversized earbuds.
• The piston skirts have been grooved for splashing oil and cooling them more efficiently.
• To reduce the physical compression ratio, recesses are made on the pistons.
• Standard timing belt, oil and cooling pumps are capable of operating at an increase in power of up to a thousand horses if you do some tuning.

With so many advantages, it would be wrong to overlook the disadvantages:

• Frequent breakdowns of the timing belt tensioner bracket
• Insecure fastening of the oil seal of the pump of the oil system
• Not very reliable fastening of the crankshaft pulley
• Ineffective cylinder head purging
• Periodic breakdowns of turbochargers, especially on the GTU Twin Turbo.

Typical malfunctions

As with everything related to mechanics, especially complex designs, such as internal combustion engines, there are weak spots in which faults occur more often. This also applies to 2JZ engines. The most common and perplexing thing is that the engine won't start. What are the reasons for this:

• Motors of the JZ series are afraid of water, therefore, if after, for example, washing it does not start, then you need to unscrew and dry the candles.
• Failure fuel pump, as common as everyone else injection cars... In cases where the car suddenly stalled and does not start, or after checking the candles it still does not start, then the fuel pump may have broken down and it is necessary to test it.

In other cases, when the car will not start, it is best to contact a specialist. Or. If you have the skills to repair cars, you can find a manual on these units on the Internet, where there should be instructions for diagnostics and repair.

More than twenty years have passed since the launch of these motors in production, and they are still popular in the motorsport environment, tuning workshops and car services engaged in the conversion of cars, due to their reliability and good resource.

Series motorsJZ issued from 1990 on 2007 year, these engines belong to the "second wave" of Toyota engine building, when the engines of the first wave (and earlier years, as in this case) were replaced by less reliable and durable designs with a large number of "ecologically Orthodox" solutions, which we will talk about in more detail , especially since the seriesJZ replaced the series , which I consider the most successful in the history of Toyota!

During the existence of the seriesJZ appeared enough few modifications this engine (only1JZ and2JZ withGE , GTE and FSE . Remarkably, there never was FE ) - because of this engine could only be installed along the car, it was not used in numerous front-wheel drive cars.
Also, unlike competitors of other brands of those years,JZ does not have hydraulic valve clearance compensators - the system is the same as on the VAZ-2108, only valves are not 8, but 24! Someone will get the job, adjust the valves ...

Module availability throttle restricting access to the middle spark plugs can be easily explained - no one would have bothered to move the battery to the right side under the hood, but air filter to the left and remove the flap towards the intake manifold, as is done on most cars, BUT! Toyota's new engine development program is separate from the vehicle modernization program, so the developers were tasked with "inheriting" the engine layout 7M ... By the way, such a "cunning" design intake manifold will become a serious obstacle when installing HBO (gas-balloon equipment) of the 4th or 5th generation.

What were the main changes from the family 7M ? First of all, we tried to lighten the engine as a whole. different ways, for example, the connecting rods have become noticeably thinner (except for turbo versions, their connecting rods are made with a margin - thick)! The drive of all attachments was made with one belt (with tension roller, which was produced in America), see the comparison of the drive circuit of service devices 7M-GE and1JZ-GE , I think, needless to say, in which scheme is more load on the belt and tensioner pulley:

Another misfortune happened to oil pump, he's at 7M-GE was gear, lowered into the oil pan, which provided excellent oil pressure and fast oil flow after the start. Have JZ a trochoid type oil pump was installed on the front cover of the engine: vnInside it are the drive and driven rotors with internal gearing, which rotate in the same direction - as on the engine of the 80s from the VAZ eight.

There are two drawbacks to such a solution at once, firstly, all the free forces of inertia of the second order come into the pump (thank God, they are not large for an inline six), and secondly, such an unnecessary detail appears as oil receiverwhich slows down the oil supply after starting the engine. Moreover, on the engine under 4wd the oil receiver is longer!

I suspect that this engine will suffer during cold starts and the owners of not new cars will have a red "oil pressure" light on for a few seconds after the start! Also, the entire lubrication system will be critically sensitive to the originality and price of the oil filter (due to the quality of the check valve). The estimated service life of such a pump will lie within 200 - 250 thousand km.

1996. I must say that 1JZ-GE short-stroke motor (diameter 86mm, stroke 71.5mm), i.e. it didn't make much marketing sense to install VVTi on it - it is possible to align the torque curve on long-stroke engines, but then what? Then marketers suggested increasing the compression ratio by 0.5 atm (of course, less for turbo versions!), which, together with an unnecessary system VVTi andDIS -3, gave an increase of 14 hp. and 20 N * m!

I would not be surprised if, without increasing the compression ratio, VVTi would even eat a couple of horses from this engine! With systemDIS -3 the same misunderstanding, it seems, it is more modern than the distributor and has no moving parts. But in practice, she is afraid of moisture and the coils are located in a very unfavorable sense temperature regime location. Manufacturers quickly abandoned such solutions, even at JZ equipped FSE , they began to put a compact module on each candle - however, for the buyer it is not yet known what is more expensive to repair, but at least there are no high voltage wires there!

In general, my opinion, series JZ and "no hold of a candle" seriesM. But you also need to understand that there are various unnecessary catalysts, double lambda probes and a valve ERG(Rexhaust gas circulation), valve idle speed control systems, etc. .

year 2000. At the behest of the marketers in the family JZ appearsFSE or D-4, this is a direct injection of fuel under pressure, of the type diesel engine- does not give an increase in power and torque, but it must guarantee fuel efficiency and "diesel" traction at the bottom. These engines are not recommended for sale in our country due to the difference in the standards for gasoline in our country and in Japan - our gasoline is contraindicated for such engines, even when it fully complies with GOST y (if interested, Japanese gasoline has a minimum 11 times higher lubricating properties due to additives, and the plunger pair in the pump high pressure lubricated with gasoline), so the owners of these motors regularly get to replace the nozzles ($ 350 apiece) and the pump ($ 950) just checked the prices on Exist ...
I call this state of affairs "subscription fee" - if you want to manage your dream, pay regularly!

2005 year. The production of engines was practically discontinued, however, the remnants of cars with this engine were still being sold before 2007 of the year. Nowadays to replace the family JZ came an even more "one-off" family of the third wave - GR , which with double VVTi and has in its arsenal FSE, FXE andFZE .

If you have your own materials about the negative aspects of this motor, please send them to this address for publication.