Toyota 1JZ-GTE/GE/FSE Engine


  1. Specifications
  2. Overview, problems
  3. Performance tuning

Toyota 1JZ engine specs

Manufacturer Tahara Plant
Also called Toyota 1JZ
Production 1990-2007
Cylinder block alloy Cast-iron
Configuration Straight-6
Valvetrain DOHC
4 valves per cylinder
Piston stroke, mm (inch) 71.5 (2.81)
Cylinder bore, mm (inch) 86 (3.39)
Compression ratio 8.5
9
10
10.5
11
Displacement 2492 cc (152.1 cu in)
Power output 125 kW (170 HP) at 6,000 rpm
147 kW (200 HP) at 6,000 rpm
205 kW (280 HP) at 6,200 rpm
205 kW (280 HP) at 6,200 rpm
Torque output 235 Nm (173 lb·ft) at 4,800 rpm
251 Nm (185 lb·ft) at 4,000 rpm
363 Nm (268 lb·ft) at 4,800 rpm
379 Nm (280 lb·ft) at 2,400 rpm
Redline 7,000 (VVTi)
7,500
HP per liter 68.2
80.3
112.4
112.4
Fuel type Gasoline
Weight, kg (lbs) 207 (455)
Fuel consumption, L/100 km (mpg)
-City

-Highway
-Combined
for Supra Mk 3
15.0 (15)
9.8 (24)

12.5 (18)
Turbocharger  Naturally aspirated
2x Toyota CT12A
1x Toyota CT15B
Oil consumption , L/1000 km
(qt. per miles)
up to 1.0
(1 qt. per 750 miles)
Recommended engine oil 0W-30
5W-20
5W-30
10W-30
Engine oil capacity, L (qt.) 5.1 (5.4) – 1JZ-GE 1995-1998 Crown 2WD
5.4 (5.7) – 1JZ-GE 1998-2001 Crown 2WD
4.2 (4.4) – 1JZ-GE 1995-1998 Crown 4WD
4.5 (4.75) – 1JZ-GE 1998-2001 Crown 4WD
3.9 (4.1) – 1JZ-GE 1991-1992 Crown, Crown Majesta
4.4 (4.6) – 1JZ-GE 1992-1993 Crown, Crown Majesta
5.3 (5.6) – 1JZ-GE 1993-1995 Crown, Crown Majesta
5.4 (5.7) – 1JZ-GTE/GE Mark 2, Cresta, Chaser 2WD
4.5 (4.75) – 1JZ-GTE/GE Mark 2, Cresta, Chaser 4WD
4.5 (4.75) – 1JZ-FSE 4WD
5.4 (5.7) – 1JZ-FSE 2WD
5.9 (6.2) – 1JZ-GTE 1993+ Mark 2
Oil change interval, km (miles) 5,000-10,000
(3,000-6,000)
Normal engine operating temperature, °C (F) ~90 (195)
Engine lifespan, km (miles)
-Official information
-Real


400,000+ (250,000)
Tuning, HP
-Max HP
-No life span loss

400+

<400
The engine is installed in Toyota Crown
Toyota Mark II
Toyota Supra
Toyota Brevis
Toyota Chaser
Toyota Cresta
Toyota Mark II Blit
Toyota Progres
Toyota Soarer
Toyota  Tourer V
Toyota Verossa

Toyota 1JZ-GTE/GE/FSE engine reliability, problems and repair

The JZ engine family has become one of the most popular Toyota engine families and, probably, the most wide-known one among the engines from all over the world. The JZs became famous due to its amazing flexibility to performance tuning.
The JZ engines included two motors: one of them was a 2.5 liter engine called 1JZ , and the second one was a 3 liter – 2JZ.
The first one is a Toyota 1G’s successor. The 1JZ engine is a 6-cylinder serie engine with an cast iron cylinder block. The cylinder head is fitted with two camshafts and 4 valves for each cylinder. An ACIS variable-length intake manifold was provided for that engine.
Since 1996 the 1JZ was improved with a cylinder head, VVTi variable valve timing system on the inlet camshaft, and an cooling system changed, etc. The 1JZ isn’t equipped with any hydraulic lifters. One must adjust the valves each 60,000 miles (100,000 km) of mileage if it’s necessary.
The 1JZ is fitted with a toothed timing belt that should be replaced each 60,000 miles (100,000 km) of mileage. If the belt breaks, the 1JZ engine can’t bend the valves. Though, it doesn’t concern the 1JZ-FSE.
In 2007 the 1JZ production came to a halt. It was replaced with the 4GR-FSE.

Toyota 1JZ engine modifications and differences

1. The 1JZ-FSE D4 modification (2000 – 2007) is a 1JZ motor with a direct injection system. It has the 11 compression ratio, its power is 200 HP at 6000 rpm, its torque is 250 Nm (184 lb•ft) at 3800 rpm.
2. The 1JZ-GE model (1990 – 2007) is a more widely spread 1JZ naturally aspirated modification. The first type was introduced till 1996 with the 10 compression ratio. The motors develop 180 horsepower at 6000 rpm and have a torque of 235 Nm (173 lb•ft) at 4800 rpm. Since 1996 the 1JZ-GE engines were added with a VVTi-system, altered connecting rods, and improved cylinder head. Compression ration rose to 10.5, ignition system distributor was replaced with 3 ignition coils, etc. The 1JZ-GE Gen 2 capacity rose to 200 horsepower at 6000 rpm and its torque is 251 Nm (185 lb•ft) at 4000 rpm
3. The 1JZ-GTE type (1990 – 2007) is a 1JZ-GE turbocharged modification. The 1JZ-GTE Gen 1 engine was equipped with two CT12A turbochargers operating at a boost pressure of 10 psi (0.7 bar). The 1JZ-GTE is different from the 1JZ-GE. It has got new pistons fitted to 8.5 compression ratio with reinforced connecting rods applied. Moreover, it was improved with a Yamaha kind of a cylinder head. The 1JZ stock camshafts have the following specs: 224/228 deg. duration and 7.69/7.95 mm lift. The 1JZGTE stock fuel injectors are 380 cc.
The 1JZ-GTE Gen 1 engine’s capacity is 280 horsepower at 6200 rpm and its torque is 363 Nm (268 lb•ft) at 4800 rpm.
In 1996 the motor was upgraded. In the engine 1JZ-GTE BEAMS two turbochargers were replaced with a single CT-15B. The engine was also added with a VVTi system and compression ratio rose to 9. The 1JZ-GTE Gen 2 capacity is 280 horsepower at 6200 rpm with a torque of 378 Nm (280 lb•ft) at 2400 rpm.

Toyota 1JZ engine problems and malfunctions

1. The 1JZ doesn’t want to start. It is caused by spark plugs. You must screw them out and dry. If it doesn’t help, you have to buy new spark plugs. The 1JZ mustn’t be washed. It is susceptible to frosts. You should take that in consideration.
2. Misfire. It is resulted by the above-mentioned things. Check the ignition coils. If your engine has a VVTi, you should inspect the VVTi valve.
3. Rough idle. The VVTi valve must be replaced and everything will be sorted out. Other causes are the following: bad idle control valve sensor and throttle body. Cleanse them and everything will get sorted out.
4. High fuel consumption in the 1JZ. If any, you need to check the oxygen sensor and MAF sensor.
5. Knocking sound. The 1JZ VVTi engine’s noise is often caused by the VVTi system. The VVTi lifespan isn’t that long. Besides, unadjusted valves and connecting rod bearings can also knock.
Noise can be resulted by the timing belt tensioner bearing. You can solve the problem by replacing the tensioner bearing
6. High oil consumption. That mustn’t surprise you. Perhaps, the 1JZ is old enough and its valve stem seals and piston rings need replacing.
Moreover, the 1JZ water pump and viscous couplings are frequently disarranged. The 1JZ-FSE high pressure fuel pump (HPFP) is disarranged each 50,000 – 60,000 miles (80,000 – 100,000 km) of mileage. Nevertheless, most troubles were caused by engine aging and inappropriate usage.
A good and properly maintained 1JZ has a long life and can run longer than 300,000 miles (500,000 km) of mileage.

Toyota 1JZ engine tuning

1JZ Turbo. Twin turbo

While tuning the 1JZ, one should use a turbocharger to intensify capacity. That is the only right way. It is no sense upgrading the 1JZ-GE and 1JZ-GTE. The two engines have the same crankshaft, but the 1JZ-GTE cylinder block differs with its oil ports and injectors. Besides, it is more expensive to assemble the devise, than to buy a new Toyota 1JZ-GTE engine. They do not cost very much.
If you are itching to buy a naturally aspirated 1JZGE engine, you should get performance camshafts (duration 272 deg), port-and-polish of the cylinder head, cold air intake, 1JZ-GTE throttle body, and purchase a performance exhaust system 2.5″. Using all those items together with ECU aftermarket details, you will increase capacity to 250 horsepower. It would be easier to purchase a new 1JZ-GTE for swap.
It is no use upgrading the 1JZ and turning it into the 2JZ. The 2JZ block is 14 mm higher, so you will have to acquire short connecting rods. As a result, you will get extreme tensions on the connecting rods and cylinder walls, inclination to high oil consumption and so on. All the things spoil a powerful motor.

1JZGTE Tuning guide

The first step of the 1JZGTE performance tuning is simply boosting up. For that, you need to acquire a Walbro 255 lph fuel pump, downpipe, performance exhaust system 3″, and air filter.
It would be enough for increasing boost pressure on the stock ECU from 10 psi (0.7 bar) to 13 psi (0.9 bar). The next what you have to do is acquiring a Blitz ECU (or another one), boostcontroller, blow-off, intercooler and increase boost pressure up to 17 psi (1.2 bar).

That is a maximal boost pressure of stock turbochargers. It is enough to develop about 400 horsepower.

If you need more power, you should replace the stock turbocharger with a single turbo.
It would be easier to get a turbokit developed specially for the 1JZ-GTE and made out of the Garrett GTX3076R. You should also buy a thickened 3 row radiator, oil cooler, air filter, 80 mm throttle body, Walbro 400 lph fuel pump, armored fuel hoses, 800 cc injectors, camshafts (duration 264 deg.), and performance exhaust systems 3.5″. The APEXI PowerFC or AEM Engine Management Systems will perfectly serve as an ECU.
Such aftermarket parts will generate to 550 – 600 horsepower. If you car is fitted with an automatic transmission, you need to reinforce it.
If it isn’t enough, you should look for a turbokit designed out of the Garrett GTX3582R specially for the 1JZ-GTE. Moreover, you will have to buy forged pistons and reinforced Carrillo connecting rods with 1000 cc injectors, do head porting and increase capacity to 700 – 750 horsepower.
The Garrett GT4202 turbocharger and nitrous oxide system will help you to make the 1JZ and will easily reach 1000+ horsepower.
They usually use a hybrid type of engine like the 1JZ + 2JZ to get more power. The most crucial thing is to bolt the 1JZ cylinder head on the 2JZ cylinder block. The motor is called 1.5JZ.

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