Series JZ. toyota engines It is a 6-cylinder motors with a direct location of cylinders and a DOHC gas distribution system with 4 valves per cylinder. The JZ series changed a series M. JZ engine was proposed in two versions - 2.5 l and 3.0 liters.
1JZ.
1JZ engines were produced from 1990 to 2007 (last time was set on Toyota Mark. II WAGON BLIT). The working volume of cylinders is 2.5 liters (2492 cubic meters). The diameter of the cylinders is 86 mm, and the piston move is 71.5 mm. The gas distribution mechanism is activated by two toothed belts, total number of valves 24, i.e. 4 on the cylinder.
Engine 1JZ-GE
1JZ-GE is not a turbated version of 1JZ. Engine power is 200 hp At 6000 revolutions per minute and 250 N · m at 4000 revolutions per minute. The compression ratio is 10: 1. It was equipped with a two-stage intake manifold. Like all engines of the JZ 1JZ-GE series are designed for longitudinal installation on rear-wheel drive cars. The engine was completed only with a 4-speed automaton.
Engine 1JZ-GTE
The 1JZ-GTE engine is a 1JZ turbocharged version. Two CT12 turbocharger installed on it along parallel. The physical degree of compression is 8.5: 1. Such engine refinement led to an increase in power by 80 hp. Regarding atmospheric 1JZ-GE and amounted to 280 hp. At 6,200 revolutions per minute and 363 N · m at 4800 revolutions per minute. The diameter of the cylinders and the piston stroke corresponds to the engine 1JZ-GE and is 86 mm and 71.5 mm, respectively. There is a certain probability that in the development of the engine, namely the head of the cylinder block was attended by Yamaha, as evidenced by the corresponding inscriptions on some details of the GBC.. In 1991, the engine was installed on a new toyota model SOARER GT.
There were several generations of 1JZ-GTE engines. In the first generation, problems with ceramic discs of turbines were observed, which were a tendency to bundle on high revolutions Engine and temperature conditions of operation. Another feature of the early 1JZ-GTE was a malfunction of a single-sided valve on the head, this led to the fact that part of the crankcase gases fell into the intake manifold, which had a negative impact on the engine power. On the side of the graduate collector, the decent amount of oil vapor enters the turbine, which in turn causes premature wear of seals. All these shortcomings in the second generation of the engine were recognized by Toyota officially and the engine was recalled to refinement, but only in Japan. Solving the problem is simple - the PCV valve is replaced.
The third generation of 1JZ-GTE was introduced to the market in 1996. It is all the same two and a half liter turbocharger engine, but with company architecture Beams.which consists in the recycled head of the cylinder block, installing the newest at that time vVT-I systems with stepless change of phases of gas distribution, changing the cooling shirt for better cooling cylinders and new valve gaskets with titanium nitride coated for smaller cam friction distributional shafts. The turbo setting was changed from two CT12 turbines per CT15B. Installing the VVT-I system and the new cooling shirt made it possible to increase the physical compression ratio from 8.5: 1 to 9: 1. Despite the fact that the official engine capacity data has not changed the torque grew by 20 N · m to 379 N · m at 2400 revolutions per minute. These enhancements led to an increase in the fuel efficiency of the engine by 10%.
- Toyota Chaser / Cresta / Mark II Tourer V (JZX81, JZX90, JZX100, JZX110)
- Toyota Soarer (JZZ30)
- Toyota Supra MK III (JZA70, Japan)
- Toyota Verossa.
- TOYOTA CROWN (JZS170)
- Toyota Mark II Blit
Engine 1JZ-FSE
In 2000 toyota year introduced the least recognized family member 1JZ-FSE with direct injection Fuel. Toyota argues the appearance of such engines to their higher ecological and fuel economy without power loss relative to the basic motors of the family.
In 2.5 liter 1JZ-FSE, such a block is installed as in the usual 1JZ-GE. Block head is the same. Intake system It is designed in such a way that under certain conditions the engine worked on a strongly depleted mixture from 20 to 40: 1. In connection with which fuel consumption decreases by 20% (according to Japanese studies in 10/15 km / h).
Power 1JZ-FSE with direct injection system D4. is 197 hp and 250 N · m, 1JZ-FSE always equipped automatic box Transmissions.
The engine was installed on cars:
- Toyota Mark II.
- Toyota Brevis
- Toyota Progres.
- Toyota Verossa.
- Toyota Crown.
- Toyota Mark II Blit
2JZ.
2JZ engines were produced since 1997. The working volume of cylinders of all modifications was 3 liters (2997 cubic meters). These were the most powerful engines of the JZ series. The diameter of the cylinders and the piston stroke form the square of the engine and are 86 mm. The gas distribution mechanism is made according to the DOHC scheme with two camshafts and four valves per cylinder. Since 1997, engines equipped with VVT-I.
Engine 2JZ-GE
2JZ-GE engine is the most common from all 2jz. The three-liter "atmospheric" develops 220 hp With 5800-6000 revolutions per minute. The torque is 298 N · m. At 4800 revolutions per minute.
The engine is equipped with a sequential fuel injection. The cylinder block is made of cast iron and combined with the aluminum head of the cylinder block. In the first versions, the usual gas distribution mechanism of the DOHC scheme with four valves per cylinder was installed on it. In the second generation, the engine acquired a phase change system vVT-I timing and the ignition system dish with one coil for a couple of cylinders.
The engine was installed on cars:
- Toyota Altezza / Lexus IS 300
- Toyota Aristo / Lexus GS 300
- Toyota Crown / Toyota Crown Majesta
- Toyota Mark II.
- Toyota Chaser.
- Toyota Cresta.
- Toyota Progres.
- Toyota Soarer / Lexus SC 300
- Toyota Supra MK IV
Engine 2JZ-GTE
This is the most "charged" engine of the 2JZ series. It has six cylinders with a direct location, two camshaft with belt drive from the crankshaft, two turbines with an intercooler. The engine unit is made of cast iron, the head of the cylinder block aluminum and designed by TMC (Toyota Motor Corporation). 2JZ-GTE was made from 1991 to 2002 exclusively in Japan.
It was the answer to the RB26DETT Nissanovsky engine, which has achieved success in a number of championships such as FIA and N Touring Car.
The engine was combined with two gearboxes: automatic for comfortable driving and sports.
- Automatic transmission 4-speed Toyota A341E
- MCPP 6-speed Toyota V160 and V161 developed in conjunction with getrag.
Initially, this "charged" motor was installed on Toyota Aristo V (JZS147), and after the Toyota Supra RZ (JZA80).
When developing a 2JZ-GTE engine, 2JZ-GE was taken as the basis. The main difference was to install a turbocharger with a side intercooler. Cylinder block, crankshaft And the connecting rods were the same. There was a slight difference in the pistons: 2JZ-GTE in the pistons were made a deepening to reduce the physical consideration of compression and additional oil grooves for better cooling of the pistons. Unlike Aristo V and Suppra RZ to other cars, such as Aristo, Altezza, Mark II were installed other connecting rods. As noted earlier in September 1997, the engine was finalized and equipped with a system for changing the VVT-I gas distribution phases. This increased the power and torque of 2JZ-GTE in all markets.
Installation of double turbocharging developed by Toyota together with Hitachi increased the power relative to the base 2JZ-GE with 227 hp Up to 276 hp With 5,600 revolutions per minute. In the first modifications, the torque was 435 N · m. After modernization in 1997, the VVT-I system has grown up to 451 N · m, and the engine power, according to the TOYOTA documentation, in the North American and European markets increased to 321 hl. . With 5,600 revolutions per minute.
Export Toyota produced more powerful version 2JZ-GTE, this was achieved by installing the newest turbocharger using stainless steel, against ceramic components calculated for the Japanese market, as well as finalized distribution shafts and injectors producing greater volume fuel mixes per unit of time (440 ml / min for the inner Japanese market and 550 ml / min for export). For engines domestic market Two CT20 turbines were installed, and for the export variant CT12B. Mechanical part various turbines allowed interchangeability graduation system On both versions of engines. There are several subtypes of CT20 turbines calculated for the domestic market, which are complemented by the suffixes A, B, R, for example, CT20A.
The engine was installed on cars:
- Toyota Aristo JZS147 (Japan)
- Toyota Aristo V300 JZS161 (Japan)
- Toyota Supra RZ / TURBO JZA80
Engine 2JZ-FSE
The 2JZ-FSE engine is equipped with direct fuel injection, similar as on 1JZ-FSE, only with an increased working volume and more compression rather than 1JZ-FSE? which is 11.3: 1. In power it remained at the same level as his basic modification 2JZ-GE. Changed fuel consumption for the better and improved harmful emissions. It is worth noting that Toyota introduces motors with direct injection exclusively for environmental friendliness and fuel efficiency, because In practice, D4 \u200b\u200bdoes not give any noticeable improvements in power characteristics. The output power of 2JZ-FSE is 217 hp, and the maximum torque is 294 N · m. It is always composed of 4-speed automatic transmission.
The engine was installed on cars:
- Toyota Brevis
- Toyota Progres.
- Toyota Crown.
- Toyota Crown Majesta.
1JZ.
Motors 1JZ were produced from 1990 to 2007 (last time was installed on Toyota Mark II Wagon Blit). The working volume of cylinders is 2.5 liters (2492 cubic meters). The diameter of the cylinders is 86 mm, and the piston move is 71.5 mm. The gas distribution mechanism is activated by two gear belts, the total number of valves 24, i.e. 4 on the cylinder.
Engine 1JZ-GE
Those. characteristics
Number of cylinders 6
VVT-I, DOHC 24V valves
Power, L.S. (N · M) 200 (250)
1JZ-GE is not a turbated version of 1JZ. Engine power is 200 hp At 6000 revolutions per minute and 250 N · m at 4000 revolutions per minute. The compression ratio is 10: 1. It was equipped with a two-stage intake manifold. Like all engines of the JZ 1JZ-GE series are designed for longitudinal installation on rear-wheel drive cars. The engine was completed only with a 4-speed automaton.
Engine 1JZ-GTE
Those. characteristics
Number of cylinders 6
Inline cylinders location
VVT-I, DOHC 24V valves
Engine volume, l (cube cm) 2.5 l (2492)
Power, L.S. (N · M) 280 (363)
Type of turbine CT12 / CT15B
Distributed injection system
Ignition System Draver / DIS-3
The 1JZ-GTE engine is a 1JZ turbocharged version. Two CT12 turbocharger installed on it along parallel. The physical degree of compression is 8.5: 1. Such engine refinement led to an increase in power by 80 hp. Regarding atmospheric 1JZ-GE and amounted to 280 hp. At 6,200 revolutions per minute and 363 N · m at 4800 revolutions per minute. The diameter of the cylinders and the piston stroke corresponds to the engine 1JZ-GE and is 86 mm and 71.5 mm, respectively. There is a certain probability that in the development of the engine, namely the head of the cylinder block was attended by Yamaha, as evidenced by the corresponding inscriptions on some parts of the GBC. In 1991, the engine was installed on new model Toyota Soarer GT.
There were several generations of 1JZ-GTE engines. In the first generation, problems with ceramic discs of turbines were observed, which had a tend to bundle on high engine speed and temperature conditions of operation. Another feature of the early 1JZ-GTE was a malfunction of a single-sided valve on the head, this led to the fact that part of the crankcase gases fell into the intake manifold, which had a negative impact on the engine power. On the side of the graduate collector, the decent amount of oil vapor enters the turbine, which in turn causes premature wear of seals. All these shortcomings in the second generation of the engine were recognized by Toyota officially and the engine was recalled to refinement, but only in Japan. Solving the problem is simple - the PCV valve is replaced.
The third generation of 1JZ-GTE was introduced to the market in 1996. It is all the same two and a half liter turbocharger engine, but with Beams's branded architecture, which is the recycled head of the cylinder block, installing the latest at the time of the VVT-I system with a stepless change in gas distribution phases, changing the cooling shirt for better cooling cylinders and new Titanium nitride coating valve gaskets for smaller friction camshaft fists. The turbo setting was changed from two CT12 turbines per CT15B. Installing the VVT-I system and the new cooling shirt made it possible to increase the physical compression ratio from 8.5: 1 to 9: 1. Despite the fact that the official engine capacity data has not changed the torque grew by 20 N · m to 379 N · m at 2400 revolutions per minute. These enhancements led to an increase in the fuel efficiency of the engine by 10%.
Toyota Chaser / Cresta / Mark II Tourer V (JZX81, JZX90, JZX100, JZX110)
Toyota Soarer (JZZ30)
Toyota Supra MK III (JZA70, Japan)
Toyota Verossa.
TOYOTA CROWN (JZS170)
Toyota Mark II Blit
Engine 1JZ-FSE
Those. characteristics
Number of cylinders 6
Inline cylinders location
VVT-I, DOHC 24V valves
Engine volume, l (cube cm) 2.5 l (2492)
Power, L.S. (N · M) 197 (250)
Ignition System Draver / DIS-3
In 2000, Toyota presented the least recognized member of the 1JZ-FSE family with direct fuel injection. Toyota argues the appearance of such engines to their higher ecological and fuel economy without power loss relative to the basic motors of the family.
In 2.5 liter 1JZ-FSE, such a block is installed as in the usual 1JZ-GE. Block head is the same. The inlet system is designed in such a way as under certain conditions the engine worked on a strongly depleted mixture from 20 to 40: 1. In connection with which fuel consumption decreases by 20% (according to Japanese studies in 10/15 km / h).
The 1JZ-FSE power with the direct injection D4 system is 197 hp and 250 N · m, 1JZ-FSE has always equipped with an automatic transmission.
The engine was installed on cars:
Toyota Mark II.
Toyota Brevis.
Toyota Progres.
Toyota Verossa.
Toyota Crown.
Toyota Mark II Blit
2JZ engines were produced since 1997. The working volume of cylinders of all modifications was 3 liters (2997 cubic meters). These were the most powerful engines of the JZ series. The diameter of the cylinders and the piston stroke form the square of the engine and are 86 mm. The gas distribution mechanism is made according to the DOHC scheme with two camshafts and four valves per cylinder. Since 1997, the engines have been equipped with the VVT-I system.
Engine 2JZ-GE
Those. characteristics
Number of cylinders 6
Inline cylinders location
VVT-I, DOHC 24V valves
Power, L.S. (N · M) 220 (298)
Injection system direct D-4
Ignition System Draver / DIS-3
2JZ-GE engine is the most common from all 2jz. The three-liter "atmospheric" develops 220 hp With 5800-6000 revolutions per minute. The torque is 298 N · m. At 4800 revolutions per minute.
The engine is equipped with a sequential fuel injection. The cylinder block is made of cast iron and combined with the aluminum head of the cylinder block. In the first versions, the usual gas distribution mechanism of the DOHC scheme with four valves per cylinder was installed on it. In the second generation, the engine has acquired a system for changing the phase distribution VVT-I and the ignition system dish with one coil to a pair of cylinders.
The engine was installed on cars:
Toyota Altezza / Lexus IS 300
Toyota Aristo / Lexus GS 300
Toyota Crown / Toyota Crown Majesta
Toyota Mark II.
Toyota Chaser.
Toyota Cresta.
Toyota Progres.
Toyota Soarer / Lexus SC 300
Toyota Supra MK IV
Engine 2JZ-GTE
Those. characteristics
Number of cylinders 6
Inline cylinders location
VVT-I, DOHC 24V valves
Engine volume, l (cube cm) 2.5 l (2492)
Power, L.S. (N · M) 321 (451)
Type of turbine CT20 / CT12B
Distributed injection system
Ignition System Draver / DIS-3
This is the most "charged" engine of the 2JZ series. It has six cylinders with a direct location, two camshaft with belt drive from the crankshaft, two turbines with an intercooler. The engine unit is made of cast iron, the head of the cylinder block aluminum and designed by TMC (Toyota Motor Corporation). 2JZ-GTE was made from 1991 to 2002 exclusively in Japan.
It was the answer to the RB26DETT Nissanovsky engine, which has achieved success in a number of championships such as FIA and N Touring Car.
The engine was combined with two gearboxes: automatic for comfortable driving and sports.
Automatic transmission 4-speed Toyota A341E
MCPP 6-speed Toyota V160 and V161 developed in conjunction with getrag.
Initially, this "charged" motor was installed on Toyota Aristo V (JZS147), and after the Toyota Supra RZ (JZA80).
When developing a 2JZ-GTE engine, 2JZ-GE was taken as the basis. The main difference was to install a turbocharger with a side intercooler. The cylinder block, crankshaft and rods were the same. There was a slight difference in the pistons: 2JZ-GTE in the pistons were made a deepening to reduce the physical consideration of compression and additional oil grooves for better cooling of the pistons. Unlike Aristo V and Suppra RZ to other cars, such as Aristo, Altezza, Mark II were installed other connecting rods. As noted earlier in September 1997, the engine was finalized and equipped with a system for changing the VVT-I gas distribution phases. This increased the power and torque of 2JZ-GTE in all markets.
Installation of double turbocharging developed by Toyota together with Hitachi increased the power relative to the base 2JZ-GE with 227 hp Up to 276 hp With 5,600 revolutions per minute. In the first modifications, the torque was 435 N · m. After modernization in 1997, the VVT-I system has grown up to 451 N · m, and the engine power, according to the TOYOTA documentation, in the North American and European markets increased to 321 hl. . With 5,600 revolutions per minute.
The export of Toyota produced a more powerful version of 2JZ-GTE, this was achieved by installing the latest turbocharger using stainless steel, against ceramic components calculated for the Japanese market, as well as finalized distributional shafts and injectors producing a larger amount of fuel mixture per unit of time (440 ml / Min for the inner Japanese market and 550 ml / min for export). For the internal market engines, two CT20 turbines were installed, and for the export variant CT12B. The mechanical part of various turbines allowed interchangeability of the exhaust system on both versions of the engines. There are several subtypes of CT20 turbines calculated for the domestic market, which are complemented by the suffixes A, B, R, for example, CT20A.
The engine was installed on cars:
Toyota Aristo JZS147 (Japan)
Toyota Aristo V300 JZS161 (Japan)
Toyota Supra RZ / TURBO JZA80
Engine 2JZ-FSE
Those. characteristics
Number of cylinders 6
Inline cylinders location
VVT-I, DOHC 24V valves
Engine volume, L (cubic cm) 3 l (2997)
Power, L.S. (N · M) 217 \u200b\u200b(294)
Injection system direct D-4
Ignition System Draver / DIS-3
The engine 2JZ-FSE is a direct fuel injection, similar to the 1JZ-FSE, only with an increased working volume and more compression rather than 1JZ-FSE? which is 11.3: 1. In power, it remained at the same level as its basic modification 2JZ-GE. Changed fuel consumption for the better and improved harmful emissions. It is worth noting that Toyota introduces motors with direct injection exclusively for environmental friendliness and fuel efficiency, because In practice, D4 \u200b\u200bdoes not give any noticeable improvements in power characteristics. The output power of 2JZ-FSE is 217 hp, and the maximum torque is 294 N · m. It is always composed of 4-speed automatic transmission.
The engine was installed on cars:
Toyota Brevis.
Toyota Progres.
Toyota Crown.
Toyota Crown Majesta.
The Toyota JZGE engine line is a series of gasoline car row six-cylinder engines, which has come to replace the line M. All series engines have a DOHC gas distribution mechanism with 4 valves per cylinder, engine volume: 2.5 and 3 liters.
The engines are designed for longitudinal accommodation for use with rear-wheel drive or all-wheel drive transmission. Easy since 1990-2007. The successor was the R6 line of engines GR. 2.5 liter 1JZ-GE was the first JZ line engine. This engine was completed with 4 or 5-speed automatic transmission. The first generation (until 1996) had a classic "trambl" ignition, the second - "coil" (one coil into two spark plugs). In addition, the second generation was equipped with a system for changing the VVT-I gas distribution phases, which made it possible to smooth the torque curve and increase the capacity of 14 liters. from. Like the remaining engines of the series, the GDM mechanism is driven by a belt, the engine also has only one drive belt For hinged equipment. When the timing belt is cut, the engine does not destroy. 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) N M, at 4800 (4000) rpm
Cylinders: 6. Valves: 24. Piston diameter is 86 mm, piston stroke - 71.5 mm.
Compressive degree - 10 (10.5).
Conditions of operation, subtle places in repair, Motor problems 1JZ-GE 2JZ-GE.
Diagnostics: date from the scanner.
The developers laid a rather informative diagnostic date, on which it is possible to produce accurate analysis of the operation of the sensors on the scanner. Laid the necessary sensors tests. The exclusion is the ignition system, which is practically not diagnosed with thener. The date provides the operation of all sensors and electronic units without excesses. In graphical mode, informative viewing the oxygen sensor switching. There are test tests of the fuel pump, changing the injection time (the duration of the injector opening), the activation of VVT-I, EVAP, VSV valves, IAC. The only minus, no dough - the power balance with the alternate disconnection of the injectors, but also this flaw can be easily adding the connectors from the injectors to determine the non-working cylinder. In general, most problems are recognized when scanning, without using additional equipment. The main thing is that the scanner would be verified and with the correct display of parameters and symbols.
Below screenshots from the scanner display.
Photo. Unreal data of the oxygen sensor (closure of the signal chain on the heating circuit).
Photo.Bel software scanner
Photo.Only with a list of tests of activation of executive bodies.
Photo. Transportation
Photo. Viewing the current data of oxygen sensors in graphical mode.
Photo. Fragment of current data from the scanner.
Sensors Engine 1JZ-GE 2JZ-GE.
Knock sensor.
The detonation sensor records detonation in the cylinders and transmits information to the control unit. The block adjusts the ignition advance angle. If the sensors are malfunction (two), the unit fixes the error 52.54 P0325, P0330.
As a rule, the error is fixed after the "strong" relegation on x \\ x or when driving. It is impossible to check the performance of the sensor on the scanner. We need an oscilloscope for visual signal control from the sensor. Photo. Location of the sensor. Sensor filling.
Sensor (s) oxygen.
The problem of the sensor (Cove) of oxygen on this motor is standard. Open the sensor heater and contamination of the active layer of combustion products (reduction of sensitivity). Repeatedly there were cases of seal of an active sensor element. Examples of sensors.
If the sensor faults malfunction, the block fixes the error 21 P0130, R0135. R0150, R0155. You can check the sensor performance on the scanner in graphic viewing mode or using an oscilloscope. The heater is checked physically tester - resistance measurement.
Fig. An example of an oxygen sensor in graphic viewing mode.
Fig. The error codes recorded by the scanner.
Temperature sensor.
The temperature sensor registers the temperature of the motor for the control unit. When climbing or short circuit, the control unit records the error 22, R0115.
Photo. Indications of the temperature sensor on the scanner.
Photo. Temperature sensor, and its location on the motor block.
Typical sensor malfunction is incorrect data. That is, as an example, on the hot motor (80-90Gradus) readings of the sensor of the cold motor (0-10ogradules). At the same time, the injection time is strongly increasing, black exhaust appears, the stability of the motor at idle is lost. And the launch of the hot motor becomes very difficult and long. Such a malfunction is easy to fix on the scanner - the testimony of the motor temperature will be chaotic to change from real to minus. Replacing the sensor represents some difficulty (access difficult), but with the right approach and use of specials. The tool is easy to do. (On the cooled motor).
VVT-I valve.
VVT-I valve delivers a lot of problems to the owners. Rubber rings, in its design, with time compressed into a triangle and press the valve stem. Valve clinics - rod stuck in an arbitrary position. All this leads to a passage of oil (pressure) in the VVT-I coupling. The coupling sends the camshaft. At the same time, at idle the engine begins to stall. Either turnover becomes highly enlarged or float. Depending on the malfunction, the system fixes errors 18, p1346 (a violation of the GHR phases is recorded for 5 seconds); 59, p1349 (with a rotational speed of 500-4000 rpm and a cooling fluid temperature of 80-110 °, the gas distribution phases differ from the required ± 5 ° for 5 or more seconds); 39, P1656 (valve - breaking or short circuit in VVT-I valve valve circuit for 1 or more).
Below in photos The place of installation of the valve, catalogue number, the analysis of the valve and examples of the "triangular" rubber rings, the date with the modified discharge due to the valve wedge. An example of the jacket valve rod and the location of the oil filter.
System check is to test the valve operation. The scanner provides a test - valve switching on. When the valve is turned on at idle, the engine stalls. The valve itself is checked physically on the stroke of the rod. Replacing the valve does not represent a special difficulty. After replacement, you need to reset the battery terminal to bring the revolutions. Valve repair is possible. You need to ruin it and replace the sealing ring. The main thing when repairing the correct position of the valve rod. Before repair, you need to make checkpoints for installing the core, relative to the winding. You also need to clean the filter grid in the VVT-I system.
Crankshaft sensor.
Normal inductive sensor. Generates pulses. Fixes the rotation frequency of the crankshaft. The oscillogram of the sensor has the following form.
On the photo, the shocking of the sensor on the motor and general form Sensor.
The sensor is reliable enough. But in practice there were cases of inter-touch closure of the winding, which led to a breakdown of generation on certain revs. This - provoked the limit of revolutions during throttling - a kind of cut-off. A typical malfunction associated with a salary of the gear marker teeth (when replacing the crankshaft seal and dismantling the gears). Mechanics when disassembling forget to unscrew the stopper of the gear.
At the same time, the launch of the motor becomes either impossible, or the motor starts, but no idle move - And the motor stalls. When the sensor is cut (no readings), the motor does not start. The unit fixes the error 12.13, p0335.
Camshaft sensor.
The sensor is installed on the head head, in the area of \u200b\u200bthe 6th cylinder.
The inductive sensor generates pulses - considers the speed of rotation of the camshaft. The sensor is also reliable. But there were sensors, through the case of which, proceeded motor oil, and the contacts were oxidized. The cliffs of the sensor winding in my practice were not observed. But the occurrence of the error for the inoperability of the sensor - when the belt (synchronization violation) was abuse.
Consequently, when an R340 error occurs - it is necessary to check the correctness of the timing belt setting.
The absolute pressure sensor in the MAR collector.
The absolute pressure sensor in the intake manifold is the main sensor, according to which the formation of fuel feeds is carried out. Injection time directly depends on the sensor readings. If the sensor is faulty, the unit fixes the error 31, R0105.
As a rule, the cause of a malfunction is human factor. Either when the sensor fitting is placed either, the wiring break or not fixed before clicking the connector. The performance of the sensor is checked according to the testimony on the scanner - the line indicating the absolute pressure. In this parameter, abnormal interfaces in the inlet are easily fixed. Or, together with other codes, the operation of the VVT-I system is estimated.
Stepping idle motor.
At the first motors for controlling the load, warm engine, a stepper motor was used to control the turnover of load, warm and idling.
The motor was very reliable. The only problem is the contamination of the motor rod, which led to a decrease in no-turn turnover and motor stops, with loads - either on traffic lights. Repair listed in the dismantling of the motor from the corps throttle valve, and cleaning the rod and the housing from deposits. Also, when removing the engine sealing ring is changing. The dismantling of the stepping motor was possible only with partial removal of the throttle housing.
IAC idle valve.
The next generation of motors was applied solenoid valve (IAC idle valve) to adjust the revolutions. There were much more problems with the valve. He often contaminated and clinically.
Fig. Control pulses.
At the same time, the rotation of the motor became or very large (remained warming up) or very low. Reducing revolutions was accompanied strong vibration When switching on loads. You can check the valve operation using the dough on the scanner. It is possible to programmatically open or close the valve curtain and monitor the revolutions. Before dismantling, check the control pulses.
If the revolutions do not change on the test, the valve is cleaned. Placement of the valve represents a certain difficulty. Bolts that fix the winding are unscrewed by the special tool. Five-pointed star.
Repair lies in the flushing of the valve curtains (elimination of jams). But there are pitfalls here. With abundant flushing, the grease from the rod bearings is washed. This leads to a re-encounter. In such a situation, the repair is possible, only when re-lubricating bearings. (Lowering the valve body into heated oil and the subsequent removal of unnecessary lubricant when cooled) If there are problems with the electronic valve winding - the control unit fixes the error 33; Р0505.
Repair is to replace the winding. You can slightly change the speed of the winding position in the housing. After any manipulations with the valve, it is necessary to dump the Accord terminal.
The throttle position sensor was installed on all types of engines. In the first version, when replaced, it required the adjustment of the sign of idling. In the second, the installation was carried out without adjustments. And on the electronic valve required a special adjustment of the sensor.
If the sensor fails, the unit fixes the error 41 (R0120).
The correct operation of the sensor is controlled by the scanner. On the adequacy of switching the sign of idling and in the graph, the correct voltage change in throttling (without failures and voltage bursts). In the photo. Date fragment from a motor scanner with a blank idle valve. Sensor reading at idle 12.8%
When the sensor is cut, there is a chaotic revolution limit, incorrect switching of automatic transmission. And on the motor with email. The damper is the complete shutdown of the damper control. Replacing the sensor does not represent difficulties. At the first motors, the replacement includes the correct installation and adjustment of the sign of idle. On the second type of engines - the replacement is to properly install and reset the battery. And on Em. The throttle adjustment is carried out using a scanner. You need to turn on the ignition, turn off the email. Motor flaps to press the damper with your finger and set the TPS readings on a 10% -12% scanner. Cap connection of the motor connector and reset the errors. After run the motor and check the sensor readings. At the idling of a heated motor testimony should be around 14-15%.
In the photo, the correct sensor readings on the electrodessel in idle mode.
Installed on systems with email. Throttle. If a malfunction, the unit fixes the error P1120, P1121. When replacing does not require adjustment. Checked by a scanner and physically measured channel resistance.
Electronic choke.
An electronic choke came to change the idling valve and mechanical choke with a cable drive in 2000. Completely reliable robot design.
The gas cable was left to be able to control the damper when a malfunction occurs (allows you to some one to open the damper with a practically completely pressed gas pedal). Gas pedal position sensors and throttle and motor - mounted on the flap housing. This gives an advantage in repairs. Problems with electronic choke are associated with the failure of the sensors. On average, after 10 years of operation, an active resistive layer is erased in potentiometers. Repair is to replace sensors, tips setting up and subsequent resetting the control unit.
Gas distribution engine 1JZ-GE 2JZ-GE.
The shift belt of the gas distribution is made every 100 thousand mileage. Installations and timing belts are verified when diagnosed. Initially check the absence of camshaft codes, then a stroboscope ignition angle.
And if there are prerequisites - check the labels, physically combining them, or the oscilloscope viewing the synchronization of the crankshaft and camshaft sensors.
Change the belt on the 1JZ-GE 2JZ-GE motor is carried out in conjunction with the jackets and the hydraulic tensioner. On the top cover there is a photo of the correct pulse of the coupling VVT-I. Clearly defined installation labels on the belt and on the gears practically do not leave the chance of incorrect belt setting. When the timing belt is cut, there is no fatal meeting of the valves with the piston. Below in the photos Examples of belt wear, timing belt number, shot gears, installation labels and hydraulic tensioner.
Ignition system 1JZ-GE 2JZ-GE engine.
Distributor.
Distributor - standard performance. Inside there are position sensors and speed and runner.
Contacts of high-voltage wires in the lid are numbered. The first cylinder is marked for installation. The only inconvenience is to install the distributor in the head. The drive is gear, but it has labels for proper Installation. Problems with the distributor are usually associated with oil flow. Either on the outer ring, or through the gland inside. The external rubber ring is changing quickly without problems, but the replacement of the gland causes certain difficulties. Hot landing of the marker gear - the replacement process of the gland is negated. But with a competent approach and skillful hands, this problem is solved. Selrite size 10x20x6. Electrical problems of the distributor are standard - wear or coal coal in the lid, contamination of the contacts of the lid and the runner and the increase in the gaps, due to the burnout of the contacts.
Ignition coil and switch, high-voltage wires.
The remote coil practically did not fail, worked reliability. An exception is to fill with water when the motor washing, or the insulation test when operating with the torn high-voltage wires. The switch is also reliable. It has imaginary performance and reliable cooling. Contacts are signed for quick diagnostics. High-voltage wires are a weak link in this system. With increasing gaps in the candlelight - there is a breakdown in the rubber tip of the wires (strips), which leads to the "Troen" of the motor. It is important when operating to produce a planned replacement of candles on a run. Structurally wire 6 cylinder is subject to water intake. It also leads to breakdowns 4th cylinder completely unavailable for diagnosis and inspection. Access is possible only when dismantling the part of the intake manifold. The 3rd cylinder is subject to antifreeze when dismantling the damper body - this should be considered when repairs. The operation of the ignition system affects the oil leakage from under valve covers. The oil destroys the rubber tips of high-voltage wires. Restyled motors were equipped with an DIS ignition system (one coil into two cylinders) without a distributor. With a remote switch and crankshaft and camshaft sensors.
Basic failures - the breakdown of rubber tips of coils and wires, with the wear of the ignition candles, the vulnerability of the 6th and 3rd cylinders, and the ingress of water, oil and dirt with the total aging of the engine. With winter bays, there are often cases of destruction of coils and wire connections. Difficult access to the middle cylinders makes the owners forget about their existence. Proper maintenance and seasonal diagnostics completely removes all these problems and troubles.
Fuel system filter, nozzles, fuel pressure regulator.
The average fuel pressure required for the engine operation is 2.7-3.2 kg / cm3. After a pressure drop to 2.0 kg, there are failures during peregazovka, power limit, battery breakdown. It is convenient to measure pressure at the entrance to the fuel rail, twisting the damper. It is also convenient to connect to washing here. fuel system.
The fuel filter is installed under the bottom of the car. Replacement cycle of 20-25 thousand km run. Replacement is a certain complexity. It is necessary that when replacing the tank was almost empty. Floor on the tubes to the filter with a peculiar profile. Unscrew with a large force (to eliminate fuel flowing). On the car since 2001, the filter was transferred to fuel tank And the replacement does not represent difficulties. The fuel rail with injectors is located in an easily accessible place. Injectors are very reliable, easily clean when washing the fuel system. Checking the operation of the injectors is carried out by the oscilloscope. When changing the internal resistance of the winding - the form of the pulse changes. You can also check the operation of the injector and relative to its "Account" of the current measurement (current ticks). By change current. Winding resistance is measured by a tester. The injector spray is checked on the stand - visual viewing of the cone sprayed and the amount of pouring during a certain time.
In the photo the correct impulse.
Water entering - detrimental for the injector. So as the date does not provide a test test test test, it is possible to determine the non-working or inefficiently working cylinder can be disconnected by the corresponding injector. Injectors are made according to diagnostic readings. The base for washing the error of the poor mixture 25 (R0171), or the indication of the gas analyzer is a large amount of oxygen in the exhaust. Fuel pressure regulator is installed on the fuel rail. It is adjusted to reset the reverse pressure above 3.2 kg. The mechanism breaks when water gets into. Other problems with him in my practice did not happen. The fuel pump is installed in the tank. Standard execution pump. Its performance is estimated at the pressure measurement (with a removed vacuum tube on the pressure regulator). When lowering the operating pressure up to 2.0kg - the engine loses power.
The Japanese car concern Toyota is famous for the production of motor installations, with high reliability and technical characteristics. Also with its manufacture modern technologiesWhat makes maintenance of motors simple. Motor installations of the first generation were marked with a 1JZ GE engine. It contains 6 cylinders located in the row type. The engine volume is 2.5 liters.
What kind of cars installed?
- Toyota Crown (Toyota Crown).
- Toyota Chaser (Toyota Chaser).
- Toyota Cross (Toyota Cresta).
- Mark 2 (JZX81, JZX90, JZX100, JZX110).
Technical characteristics of the motor
Summary Table of Engine Specifications 1JZ-GE
| Engine volume | 2.5 liters |
| Power indicator | From 180 to 200 hp |
| Cylinder radius | 43 |
| Additional data on the motor | 3 |
| Type of fuel fluid | Gasoline fuel with 98th octane number |
| Maximum power parameters | 180 hp (132kW) / 6 thousand rpm. 180 hp (132kW) / 6.2 thousand rpm. 196 hp (144kW) / 6 thousand rpm. 200 hp (147kW) / 6 thousand rpm. |
| Maximum torque parameters | 235 nm (24 kg * m) / 4.8 thousand rpm 250 nm (26 kg * m) / 4 thousand rpm 255 nm (26 kg * m) / 4 thousand rpm |
| The presence of a mechanism for changing the volume of cylinders | absent |
| Minimum and maximum fuel consumption | 5.9 and 16.7 liters per 100 km. |
| Availability of start-stop system | absent |
| The degree of compression | From 9 to 11 |
| Type of motor installation | 6-cylinders, 24-valve, DOHC, Liquid type cooling |
| Working piston | 72 mm |
Modifications
- 1JZ-GE- is the first version this motor. Its capacity is 180 hp, and the working volume of cylinders is 2491 cc. The maximum torque mark reaches when the engine crankshaft rotates at a speed of 4,800 revolutions per minute. The achievement of the necessary thrust characteristics on the low engine rotation frequency is possible due to the presence of a gas distribution system called DOHC.
- the first modernization of the engine occurred in 1995. Thanks to her, the capacity indicator was 200 hp To achieve this indicators, the number of revolutions per minute must be equal to 4000. Due to this, the engine pickup has improved.
- the presence of rubbed ignition was observed in the first generation atmospheric motors. Due to this, it is possible to simplify the ignition system, to eliminate the ignition coil faults, as well as for the normal functioning of the candles for 100 km. Run. This engine Also requires quality maintenance of the belt drive, however, due to the simplicity of the structure of the power plant, the replacement of the belt and the rollers was not difficult. The motor under consideration works in a pair exclusively with automatic types of gearboxes.
- in 1996, the second generation of power plants of this line was designed. The installation began to be made mechanical PPC. In the engine 1JZ-GE, a VVT-I system operated, equipped with an ignition of the coil type. The difference of this system is that the work of one coil was carried out on two spark plugs, which made it possible to improve the operation of the engine unit.
- the newest engine 1JZ GE was equipped with the VVT-I system, which carried out smoothing the moment of rotation torque. This made it possible to significantly increase the economic quality of the engines of this series. At the same time, dynamic qualities also improved using the VVT-I system, in motors with a 1JZ GE index.
- due to the liquid cooling system, effective indicators of reducing the temperature of the coolant to the value from 90 to 95 degrees are reached. High resistance to overheating, as well as a large resource of operation, equal to 400-500 thousand km., Are advantages of engines from the 1JZ series. Reliability power aggregate From the line 1JZ-GE VVT-I, allowed it to exploit it in difficult conditions, while its service did not bring big trouble to the owner and was very simple.
The factory resource of 300,000 kilometers is fully justified by these two types of engines. If you exercise timely service and use quality lubricants, The JZ engine will overcome the mileage much greater than 300,000 km. Often you can meet people claiming that power point 1JZ-GE overcame a million million kilometers. The engine with a turbocharged element has a smaller resource, however, among them, you can also meet billionally copies. The atmospheric and turbocharged engine is very lively, since they are made of very durable materials.
Service
Oil replacement regulations in the Toyota 1JZ-GE motor. This procedure is carried out every 10,000 km of run, in following cars Toyota: Crown, Chaser, Cresta, Mark 2. The volume of oil flowed into the engine, taking into account the filter replacement, should be 4.5 liters. If the filter replacement is not carried out, then pour 4.2 liters. Classification of oils for different types Engine is registered in the API. In the senior, oil should be pouring, with admission no less than SG, and in the young generations - no less than SJ. Recommended Oil sAE viscosity - 5W-30 and 10W-30.
In cars operating under high loads, the recommended oil change mileage is doubled.
Works on the replacement of the timing belt are carried out once in 100,000 km. The cliff of this element will not lead to the deformation of the valve. Replacement air filter It is performed with a periodicity of 40,000 km. Also, with a given mileage, you need to change the fuel system filter and the cooling fluid circulating in the system cavity. In front-wheel drive vehicles, the required volume of the liquid is 7 liters, and in all-wheel drive - 7.6. Depending on the type of candles, the replacement is made between 20 thousand km to 100 thousand km. Candles mounted on Motor 1JZ-GE have the following notation: DENSO PK16R11, NGK BKR5EP11. Valve clearing checks must be carried out every 20,000 km of run.
We bring to your attention the price for a contract engine (without run in the Russian Federation) 1JZ GE.
In the world of motor racing motors Toyota. JZ series is a legend, forever inscribed in history. Lee's joke, so far many sports teams, both amateur and professional, use engines in the work, which were developed at the turn of the 80s and 90s. About the "jazets" tell legends - both on endurance, and in unhappiness. And the wide distribution of motors has made them very affordable price. Even in our time to buy JZ in Japan and a little squeezing - it is hardly the cheapest way to build an engine for sports car. Why Motors of the JZ series managed to become so popular, we tell in this article.
In the photo - 2JZ-GTE
History
The series of the series, 1JZ-GE, appeared in 1990. 2.5 liter row sixteen 180 "horses" and 235 nm of torque (at 4800 revolutions per minute), had two camshafts, belt drive timing, pig-iron unit and aluminum cylinder head. In 1995, the motor modified a bit: the degree of compression increased, phase student appeared, the cooling and ignition systems changed. Power has grown up 200 hp With a small modification, the engine was used on new cars until 2007. The atmospheric Motor Toyota put, mainly to ordinary civil cars, it provides a combination of high power and unscrewing operation. The motor quickly became popular both in Japan itself and in the US, where Toyota at that time actively exported its products.
For sports cars in the company prepared another modification - 1JZ-GTE. They also put on civil models, but with a serious surcharge and only on expensive equipment. She had the same volume as GE, moreover, the block itself did not differ fundamentally from the "Atmospheric" (the main difference is in more "powerful" pistons), the other was the CCC, but, of course, the main difference in the presence. It was provided by two parallel CT12A compressors. For a turbocharged version, the compression ratio has slightly reduced, but still, even in a regular version, it was possible to achieve a solid capacity gain - in the peak of the motor issued 280 hp, and the torque has grown to 363 nm With 4800 revolutions per minute.
Even the first version of the motor was not bad, although she had some overheating problems. But with them in the company quickly converted. In 1996, together with the atmospheric in Toyota, modernized and "upgrade" option. Changes underwent CHC, revised the cooling and ignition systems, introduced a stepless phase adjustment, and two small turbines were replaced by one large. Official capacity has not grown, but many motorists believe that the engine has moved over 300 "horses", simply for the then rules in Japan could not build more powerful motors. In any case, the torque after restyling increased, which had a positive effect on the dynamics. It is in this form 1JZ-GTE and began to join myself fame on racing tracks.
Everything is good, that's just 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 him.
In Toyota, they thought and appeal to the world 2JZ. Idean and constructively, it was very close to 1JZ - all the same row six, a cast iron block, aluminum cylinder head, that's just a volume of 3 liters. Moreover, the diameter of the cylinders coincided with 1JZ, the volume was able to increase due to an increase in the stroke of the piston. The engine became "square" - the diameter and the stroke of the piston were 86 mm.
As in the case of 1JZ in Toyota, there were two modifications "Double" - 2JZ-GE and 2JZ-GTE. It is not difficult to guess, the first was atmospheric, and the second turbine. The first passport power was equal 220 hp (maximum moment 304 nm), in the second 280-320 hp Depending on the modification (the maximum moment was very solid 451 Nm). Attentive reader probably noticed that 1JZ-GTE had the same 280 hp, why did the more voluminous aggregate occurred? It happened, but again, in the Japanese market for a long time there was a limitation by 280 hp. The fact that the engine may be more, can be judged by the American market, there the motor certified with 320-350 "Horses".
In the photo 2JZ-GTE
The history of the refill "Two" is completely identical to the "unit" - in the mid-90s, both of its modifications received a changed CLP, phase studies and a new ignition system, the power did not increase it, but the torque has grown.
In 2000, both engines were modified by providing direct fuel injection. Engineers calculated that the motors will become more economical, retaining the former power. Here, only the design with the pump has become more capricious than the basic motors, it has severe depending on the quality of fuel, it has worsened access to the ignition candles, the overall reliability decreased. Yes, fuel consumption declined, which had to make ordinary users, but lovers of tuning and "athletes" prefer conventional modifications as less problematic.
Motors in everyday use
Depending on the configuration and sales market, the first and second "jazets" were put on Toyota Mark II, Toyota Progres, Toyota, Toyota Crown, Toyota Brevis, Toyota, Toyota Verossa and some models under the Lexus brand. All engines have always been installed longitudinally and were designed for rear or four-wheel drive. The base transmission was considered automatic transmission, but the sports versions could set 5- or 6-tee mechanics. The MCPP, by the way, is not enough on civilian cars, according to many users, the 4-speed "automatic" cannot fully disclose the potential of the motor.
Most machines with Motors of the JZ series in our country are right-hand drivers from the Japanese market. For normal operation, the models with atmospheric engines most often choose, they are cheaper and slightly easier. Engine resource is great. If you regularly change the oil and maintain the motor, then it is 300-350 thousand kilometers before the banal replacement of the rings, and the time comes usually with mileagers more than half a million.
According to documentation, the motors should work on the 95th gasoline, but in Russia many drivers use the 92nd atmospheric without any problems. The main thing is that the fuel is high quality. Motors are not bad to carry low temperatures and mileage in our country, although they cannot be called them up - even in a calm ride mode, less than 10-11 liters in mixed modes does not work. And the turbocharged versions, and with an active ride, easily eat 20 or more liters.
Tuning opportunities
Motors of the 1JZ and 2JZ series have gained fame not only as serial units, but also like billets for tuning projects. The secret is in a huge reserve, which laid Japanese engineers in the motors. Engines tuning up to 1000 hp, while part of the parts remains from stock motors - an amazing fact. Another engine that is capable of such and do not remember. Due to the similar design of 1JZ and 2 JZ tuning in one scheme, with a correction for different volumes. "Two" at the expense of additional 500 "cubes" turns out more powerful, but the motor itself is initially more expensive, so many projects are made on 1JZ - according to the price / power ratio, this is often obtained cheaper
Of course, not all the options for tuning "Jazetov" Megaradical, but the owner of these engines is always a choice. There are turbocts and atmospheric 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 GTE than to install a turbine to the "atmosphere", so the main tuning masters prefer to work initially with GTE.
Receive raising in 50 "horses" It is possible to simply increasing the superimposure from 0.7 to 0.9 bar, the replacement of the exhaust to the direct-flow and installation of more productive. If you change the computer, use a large intercooler and a large cooling radiator can be lifted downward pressure up to 1.1-1.2 bar, which will give at the output 380-450 horse power . At the same time, the turbine and elements of the motor can be left relatives, they will work at the limit of their capabilities, but during moderate operation last long. For racing standards, of course.
Turbocyt HKS2835 on 1JZ GTE - 420 hp
For getting 500-600 hpwith "Jazetov" will already have to be invested in tuning. At the amateur level, few people reaches this. We need other nozzles, turbine, fuel pump, still increase the performance of cooling radiators, put "evil" camshafts. It would be nice to change pistons and connecting rods, although some time and regular ones will be able to work. The most ambitious projects reach 1000 hp, but there the volume of alterations turns out to be large, although the cylinder block leaves native in any tuning - it can even withstand such an increase in power.
Installed turbo whale on 1JZ-GTE - 500 hp
The reasonable price of the basic motor, a wide range of tuning parts, the ability to vary the "depth" of improvements and a large stock of the design - that's all the secrets of popularity of the refinement of 1JZ and 2JZ. New motors have not been released for a long time, but in Japan there are many contractual options that are ready to serve as the benefit of motor consumption.
"Outdoor"
In the topic of tuning engines JZ, the kit is often used, which in a driver's environment will receive a nickname of 1,5jz. Motors of the first and second series are not well unified, which allows to produce different manipulations between them. The most popular is the option when the three-liter block from the second JZ put the GBC from the first. The diameter of the combustion chambers of them is the same, a small refinement will require oil and antifreeze channels, but the volume of alteration is small.
Why burn such a monster? For lovers of the maximum acceleration, a three-liter block is preferable, it is easier to remove more power and moment. However, the GBC from 1JZ many motorists seems more durable and easier. In addition, it is noticeably cheaper than native from 2JZ. For those who seek to meet the definite budget, this option is not deprived of meaning.
Minuses
Even in such popular and legendary motors There are drawbacks. Among the mechanics are distinguished:
1. Lack of hydrocompensators. Both motor have valves that are adjustable by washers. Adjustment is required once in 80-100 thousand kilometers. Not that the absence "" affects the power, but makes the service a little more time-consuming. For "athletes", of course, this is not a problem, but for the stock motor at least a small, but minus.
2. Weak timer belt tensioner. The belt resource is declared by the plant at a level of 100 thousand kilometers - not bad, but due to the tensioner it can break before. Fortunately, all the engines, in addition to versions with the immediate injection, "unkind", when cutting the belt pistons and valves are not found. But it's not like that because of the tensioner there are problems with timing belt it is unpleasant.
3. Resource According to the measurements of the motor is small. Water pump runs 150-200 thousand kilometers. For other cars, it is very good, but "Jazetov" he usually fails.
4. Not very reliable. The situation is approximately the same as with the pump, this element is just slightly less reliable than everything else. Due to the pump and the viscous, the motors can overheat, especially in the process of large loads.
5. Weak cooling of the sixth cylinder. The problem more applies to the atmospheric version of 1JZ, especially before the improvements. Here the engineers simply did not very much calculated the highways for removing the heat and the last cylinder in the mode of constant loads overheated. On other versions, the problem is much less pronounced.
Instead of output
Motors of the JZ series were lucky to appear in a good time. In the late 80s - early 90s, technology in the automotive industry was able to rise to a high level, and marketers had not yet seen the world. Engineers learned to make very hardy and "unhappy" cars, and no one has yet told them that if the car falls apart 100 thousand kilometers, the company will earn more money. The flourishing of reliability was at that time not only at Toyota, many companies have created cars and aggregates with a high resource, but even on their background, JZ engines are highlighted.
They were designed with a loaf to a conservative approach and proven decisions, but at the same time used new technologies - four valves per cylinder, electronic injector, phasemators. Even among Autour's leaders, then it was not mainstream. Plus, of course, initially a very successful design, in which there was almost no errors from the engineers. It would be further developed, but the motives and preferences in terms of the design of cars in the 2000s became others. At the same time, JZ took a long time: the joke is 16 years old on the conveyor.
Now there are no such engines. The formal successor became aluminum, has lost their former resource and the previous opportunity for tuning. Modern Toyota motors are easier, more economical and more economically, but will 1000 "horses" sustain? Doubtful. Lovers of the Motors of the past era remained to renew the resource of the "Jazetov", the benefit they have not ended yet.
