JZ engine family

The Toyota JZ engine family is a series of inline-6 automobile engines. A replacement for the M-series inline-6 engines, the JZ engines were 24-valve DOHC engines. The JZ engine was offered in 2.5 and 3.0 litre versions.

1JZ

The 2.5 L (2492 cc) 1JZ version was produced from 1990 to 2007 (last sold in the Mark II BLIT Wagon). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in). It was a 24-valve DOHC engine with two belt-driven camshafts.

1JZ-GE

Output for the non-turbo 1JZ-GE was 200 hp JIS (147 kW) at 6000 rpm and 185 ft.lbf (250 Nm) at 4000 rpm.

Like all JZ-series engines, the early 1JZ-GE is designed for longitudinal mounting and rear-wheel-drive. All of these models also came with a 4-speed automatic transmission as standard; no manual gearbox option was offered.

1JZ-GTE

The 1JZ-GTE employs twin CT12A turbochargers arranged in parallel and blowing through a side-mount or front mount air-to-air intercooler . With an 8.5:1 static compression ratio, the factory quoted power and torque outputs are at 6200 rpm and at 4800 rpm respectively. These motors are over square (86.0mm bore x 71.5mm stroke). Yamaha may have had a hand in the development or production of these motors (possibly the head design), hence the Yamaha badging on certain parts of the motor, such as the cam gear cover. In 1991, the 1JZ-GTE was slotted into the all-new Soarer GT.

The early generation 1JZ-GTEs combined the inherent smoothness of an inline 6 cylinder engine with the revving capacity of its short stroke and early power delivery of its small, ceramic wheeled turbochargers. The ceramic turbine wheels are prone to delamination in the setting of high impeller rpm and local temperature conditions, usually a result of higher boost. The first generation 1JZ's were even more prone to turbo failure due to there being a faulty one-way valve on the head, specifically on the intake cam cover causing blow-by to go into the intake manifold. Also on the exhaust side a decent amount of oil vapor flows into the turbos causing premature wear on the seals. The later 2nd Gens had this problem fixed and in Japan there was actually a recall in order to repair the 1st Gens, though that does not apply to 1JZ's imported to other countries. The fix is simple, and involves replacement of the PCV valve (2JZ); all parts are available through Toyota.

The "third Generation" of 1JZs were introduced around 1996, still as a 2.5 turbo, but with Toyota's BEAMS architecture. This included a reworked head, newly developed continuously variable valve timing mechanism (VVT-i) , modified water jackets for improved cylinder cooling and newly developed shims with a titanium nitride coating for reduced cam friction . The turbo setup changed from parallel twin turbo (CT12x2) to a single turbo (CT 15B). The adoption of VVT-i and the improved cylinder cooling allowed the compression ratio to be increased from 8.5:1 to 9.0:1, making the 1JZ-GTE an interference engine. Even though the official power figures remained at at 6200 rpm, torque was increased by 20Nm to at 2400rpm. These improvements resulted in increased engine efficiency that reduced fuel consumption by 10%. The adoption of a much higher efficiency single turbocharger than the twins as well as different manifold and exhaust ports were responsible for most of the 50% torque increase at low engine speeds . This engine was used primarily in Toyota's X chassis cars (Chaser, Mark II, Cresta, Verossa), the Crown Athlete V (JZS170) and in the later JZZ30 Soarer, as the JZA70 Supra was long discontinued by this time.

Applications:

• Toyota Chaser/Cresta/Mark II Tourer V (JZX81, JZX90, JZX100, JZX110)
• Toyota Soarer (JZZ30)
• Toyota Supra MK III (chassis code JZA70, Japan only)
• Toyota Verossa
• Toyota Crown (JZS170)

   

































2JZ

The 3.0 L (2997 cc) 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). Cylinder bore was 86 mm (3.39 in) and stroke was 86 mm (3.39 in). VVT-i variable valve timing was added later in 1997 for the 1998 model year.

2JZ-GE

The 2JZ-GE is a common version. Output is 220  hp JIS (158 to 169 kW) at 5800 to 6000 rpm and 209 to 220 ft.lbf (283 to 298 Nm) of torque at 3800 to 4800 rpm.

It uses Sequential Electronic Fuel Injection, has an aluminum head and 4 valves per cylinder with some versions using VVT-i, along with a cast iron cylinder block.

Applications:

• 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

  


































   

































   

2JZ-GTE

The 2JZ-GTE is an inline-layout

Straight engine

Usually found in four- and six-cylinder configurations, the straight engine, or inline engine is an internal-combustion engine with all cylinders aligned in one row, with no offset...

, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships, worldwide. Final development of the 2JZ-GTE was outsourced to German engineering firm Johann A. Krause Maschinenfabrik GmbH for refinement to meet production car homogolation requirements set forth by the former All-Japan Grand Touring Car Championship.

For all applications, two gearboxes were mated to the engine:

• Toyota A341E 4-speed automatic
• Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)

The 2JZ-GTE originally powered the Toyota Aristo V

Lexus GS

The Lexus GS is a series of mid-size luxury sports sedans / executive cars sold by Lexus since 1993. Designed to fill the gap between the ES and LS, and to provide Lexus with a performance sedan to compete in the mid-luxury class, three generations of the GS have been produced to date...

 (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crank, and connecting rods of the 2JZ-GE and 2JZ-GTE are the same with the exception that the 2JZ-GTE has oil spray bars installed in the block to aid in cooling the pistons. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.

The addition of twin turbochargers, jointly developed by Toyota with Hitachi

Hitachi, Ltd.

is a Japanese multinational corporation specializing in high-technology and services headquartered in Marunouchi Itchome, Chiyoda, Tokyo, Japan. The company is the parent of the Hitachi Group as part of the larger DKB Group companies...

, in sequential configuration had raised its commercially-cited output from to the, then, Japanese auto industry maximum of at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) to be later recited as 54.1 kgm (530 Nm, 391 lbft) with the introduction VVT-i in 1997. The mutually-agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement, exclusively between Japanese automakers selling to the Japanese domestic market. For North American and European markets, power was raised to at 5600 rpm.

The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc

Cubic centimetre

A cubic centimetre is a commonly used unit of volume extending the derived SI-unit cubic metre, and corresponds to the volume of a cube measuring 1 cm × 1 cm × 1 cm...

/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (eg.: CT20A).

Applications:

• Toyota Aristo JZS147 (Japan-only)
• Toyota Aristo V300 JZS161 (Japan-only)
• Toyota Supra RZ/Turbo JZA80

Direct Injection FSEs

In around 2000, Toyota introduced what are probably the least recognised members of the JZ engine family – the FSE direct injection variants. These FSE 1JZ and 2JZ engines are aimed at achieving minimal emissions and fuel consumption together with no loss of performance.

The 2.5-litre 1JZ-FSE employs the same block as the conventional 1JZ-GE; everything up top, however, is unique.
The ‘D4’ FSE employs a relatively narrow angle cylinder head with swirl control valves that serve to improve combustion efficiency.
This is necessary to run at extremely lean air-fuel ratios around 20 to 40:1 at certain engine load and revs. Not surprisingly, fuel consumption is reduced by around 20 percent (when tested in the Japanese 10/15 urban mode).

Interestingly, normal unleaded fuel is enough to cope with the FSE’s 11:1 compression ratio.

The direct injection version of the 1JZ generates 147 kW (197HP) and 250Nm (184ft lbs) – virtually the same as the conventional VVT-i 1JZ-GE. This highly efficient engine is fitted to the 2000 Mark II, 2001 Brevis, Progres, Verossa, Crown and Crown Estate. All are fitted with an automatic transmission.

The 3-litre 2JZ-FSE uses the same direct injection principle as the smaller 1JZ version but runs an even higher 11.3:1 compression ratio. This engine matches the conventional VVT-i 2JZ-GE with 162 kW (217HP) and 294Nm (216ft lbs). The 2JZ-FSE is fitted to certain 1999 Crown models and the 2001 Brevis and Progres. Again, all use automatic transmissions.

JZ Engine Guide

We examine the range of Toyota JZ-series six-cylinder engine

One of the most potent engine designs in recent years has come from Toyota - the JZ-series in-line six. Released as successor to the smooth and faithful M-series six, the JZ engine has a DOHC 4-valve-per-cylinder head and comes in 2.5 and 3-litre capacities. You can also find versions with variable cam timing, a single turbocharger, parallel twin turbos, sequential twin turbos and direct injection. There's plenty to discover - so let's dive into the world of Toyota JZ engines.P>

There’s plenty to discover – so let’s dive into the world of Toyota JZ engines.
Early 1JZ

The JZ engine range first appeared in 1990 with the naturally aspirated 1JZ-GE and its twin-turbo 1JZ-GTE cousin.

The 2.5-litre 1JZ uses oversquare bore dimensions (86 x 71.5mm) and, in naturally aspirated guise, a 10:1 compression ratio. With the aid of a DOHC, 24-valve head and a dual-stage intake manifold, the atmo 1JZ-GE produces 132kW at 6000 rpm and 235Nm at 4800 rpm. Not bad for a conventional 2.5-litre.

The atmo 1JZ-GE was fitted to the 1990 Japanese-spec Chaser, Cresta, Crown and Mark II. Like all JZ-series engines, the early 1JZ-GE is designed for longitudinal mounting and rear-wheel-drive. All of these models also came with a 4-speed automatic transmission as standard – there was no manual gearbox option.

Toyota also released a more desirable twin-turbo variant of the 1JZ during 1990.

The 1JZ-GTE twin-turbo was introduced to the Japanese market Supra GT (JZA70 series), Chaser, Cresta, and Mark II. The 1JZ-GTE employs twin CT12A turbochargers arranged in parallel and blowing through a front-mount air-to-air intercooler. With an 8.5:1 static compression ratio, the factory quoted output is 206kW at 6200 rpm and there’s 363Nm at 4800 rpm. These early 1JZ-GTEs are most commonly available with an auto transmission but a 5-speed manual version was available in the Supra GT.

       

In the following year (1991), the 1JZ-GTE was slotted into the all-new Soarer GT. Output remains at 206kW/363Nm and, again, most examples come tied to an auto trans. These 1JZ-GTE powered Soarers are quite common on the Australian market (as ‘grey’ imports).

The early generation 1JZ-GTEs are a great engine from a bang for buck point of view but be aware that the ceramic wheeled turbochargers are prone to failure. And they’re costly to fix.
Early 2JZ

The big capacity JZ engine – the 3-litre 2JZ – was introduced to the Japanese market in 1991. The naturally aspirated version was first seen in the Crown Royal, Crown Majesta and Aristo saloons while the twin-turbo variant appeared in the top-of-the-range Aristo.

With its square bore dimensions (86 x 86mm), the naturally aspirated 1991 2JZ-GE uses a 10:1 compression ratio and a dual-stage manifold to produce 169kW at 6000 rpm and 284Nm at 4800 rpm. It mightn’t have forced induction but this is a very strong engine for its capacity.

Curiously, the 2JZ-GE was spread into the Chaser, Cresta and Mark II range during 1992 but the quoted outputs are down 7kW and 4Nm – we can only assume there are differences in the exhaust, air intake and perhaps ECU tune. These early atmo 2JZs are typically fitted with an auto transmission.

The last car to receive the 2JZ-GE was the Toyota Soarer coupe of 1994. In Soarer spec, the 2JZ generates a full 169kW/284Nm (the same as the Crown range and Aristo).

And, despite popular opinion, the awesome twin-turbo version of the 2JZ was not first released in the Supra.

    

The first application of the twin-turbo 2JZ-GTE was in the nose of the top-line 1991 Aristo. And, as you’ve probably heard, this is an absolute humdinger of an engine. With a static compression ratio of 8.5:1 and a sophisticated sequential twin-turbo arrangement (using a pair of CT12B turbochargers), you’re looking at a conservatively claimed 206kW at 5600 rpm. Peak torque is a huge 432Nm at 3600 rpm with 380Nm from just 1300 rpm... In Aristo spec, the 2JZ-GTE comes fitted with a 4-speed automatic trans.

When the same engine was later installed to the JZA80-series Supra (from 1993), buyers had the option of a 6-speed manual. Engine output is identical in the Aristo and Supra.
VVT-i Update

Through the mid-to-late ‘90s, the JZ-series engine was treated to variable inlet cam timing (which Toyota calls VVT-i).

From 1996, the entry-level 2.5-litre 1JZ-GE received VVT-i as well as a compression ratio increase of 0.5:1. These changes helped achieve a very creditable 147kW and 255Nm (up 15kW and 20Nm from earlier models). These VVT-i 1JZ-GEs come fitted to the 1996 Chaser, Cresta, Crown and Mark II; they’re all autos.

Interestingly, the turbocharged 1JZ came in for a lot more than just VVT-i and a small compression ratio increase.

For the 1996 model year, the 1JZ-GTE lost its parallel twin-turbo system in favour of a large capacity single turbocharger. With a big CT20 turbocharger blowing through an air-to-air intercooler, the VVT-i 1JZ-GTE produces 206kW (as before) but with a massively improved 378Nm at 2400 rpm. It’s easy to dismiss the switch from twin turbos to a single turbo as a downgrade but back-to-back road tests show this to be a far better engine than previously.

The 1JZ VVT-i single turbo came fitted to the updated Soarer, Chaser, Cresta and Mark II of ’96. The same engine was then applied to the 1999 Crown and Crown Estate, 2001 Verossa and 2002 Mark II Wagon Blit. Most examples are fitted with an automatic transmission but there are manual versions to be found. These engines are quite scarce at the import wreckers but they’re an excellent package.

The big-banger 2JZ 3-litre also benefited from the introduction of VVT-i.

In 1995, the Crown and Crown Majesta received variable inlet cam timing and, like the atmo 1JZ, a slightly higher compression ratio (up to 10.5:1). This went toward achieving 162kW at 5600 rpm and 294Nm at 4000 rpm. The same engine was then introduced to the Chaser, Cresta and Mark II in 1996 and, in 1997, a higher tuned version (producing 169kW at 6000 rpm) made its way into the updated Soarer 3.0GT.

Nineteen ninety-seven also saw the release of the all-new Aristo (which is recognised in Australia as the Lexus GS300). The new Aristo boasts the same 169kW output as the updated 2JZ Soarer and comes with tubular headers and electronic throttle control. Don’t underrate it – this is a very potent engine considering the absence of forced induction.

Also making news in ’97 was the VVT-i upgrade of the already stunning 2JZ-GTE sequential twin-turbo. With the introduction of variable inlet cam timing and electronic throttle control, the 2JZ-GTE’s power output remained at a conservatively quoted 206kW but torque increased to 451Nm at 3600 rpm – almost 100Nm more than the ‘awesome’ Nissan R32 Skyline GT-R... This benchmark engine was available in the ’97 Aristo and ’98 Supra. It was discontinued in around 2001.

Of course, this engine is always in huge demand in performance circles and you’ll typically pay top dollar for one.

There were small ongoing changes to the VVT-i 2JZ for the next couple of years and, most importantly, Toyota released a 158kW/294Nm version in the Progres sedan and a 162kW/294Nm version in the Altezza wagon.
Direct Injection FSEs

In around 2000, Toyota introduced what are probably the least recognised members of the JZ engine family – the FSE direct injection variants. These FSE 1JZ and 2JZ engines are aimed at achieving minimal emissions and fuel consumption together with no loss of performance.

The 2.5-litre 1JZ-FSE employs the same block as the conventional 1JZ-GE – everything up top, however, is unique. The ‘D4’ FSE employs a relatively narrow angle cylinder head with swirl control valves that serve to improve combustion efficiency. This is necessary to run at extremely lean air-fuel ratios - around 20 to 40:1 at certain engine load and revs. Not surprisingly, fuel consumption is reduced by around 20 percent (when tested in the Japanese 10/15 urban mode). Interestingly, normal unleaded fuel is enough to cope with the FSE’s 11:1 compression ratio.

The direct injection version of the 1JZ generates 147kW and 250Nm – virtually the same as the conventional VVT-i 1JZ-GE. This highly efficient engine is fitted to the 2000 Mark II, 2001 Brevis, Progres, Verossa, Crown and Crown Estate. All are fitted with an automatic transmission.

The 3-litre 2JZ-FSE uses the same direct injection principle as the smaller 1JZ version but runs an even higher 11.3:1 compression ratio. This engine matches the conventional VVT-i 2JZ-GE with 162kW and 294Nm. The 2JZ-FSE is fitted to certain 1999 Crown models and the 2001 Brevis and Progres. Again, all use automatic transmissions.

These FSE engines are certainly very interesting from a technical perspective but, at the time of writing, we have not seen one imported to Australia. On the other hand, the turbocharged 1JZ and 2JZs can be found in generous numbers – it’s never been cheaper and easier to buy an engine that’ll run with the giants of the performance world.