The 1jz ge engine was installed on which cars. JZ Engine: Technical characteristics. Motors in everyday use

The 1JZ-GE engine can safely be called a legend created by the designers Japanese company Toyota. Why a legend? The 1JZ-GE was the first engine in the new JZ range, created in 1990. Nowadays, engines of this line are actively used in motorsport and in ordinary cars. 1JZ-GE became the embodiment of the latest technologies of the time, which are still relevant today. The engine has established itself as a reliable, easy-to-use and relatively powerful unit.

Characteristics of 1JZ-GE

Number of cylinders	6
Cylinder arrangement	in-line, longitudinal
Number of valves	24 (4 per cylinder)
Type	petrol, injection
Working volume	2492 cm3
Piston diameter	86 mm
Piston stroke	71.5 mm
Compression ratio	10:1
Power	200 hp (6000 rpm)
Torque	250 N*m (4000 rpm)
Ignition system	Distributor

First and second generations

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As you can see, the Toyota 1JZ-GE is not turbocharged and the first generation had a distributor ignition. The second generation was equipped with coil ignition, 1 coil was installed for 2 spark plugs, and a VVT-i valve timing system.

1JZ-GE in Toyota Chaser

1JZ-GE vvti - second generation with variable valve timing. Variable phases allowed to increase power by 20 Horse power, smooth out the torque curve, reduce the amount of exhaust gases. The mechanism works quite simply, at low speeds the intake valves open later and there is no valve overlap, the engine runs smoothly and quietly. At medium speeds, valve overlap is used, on the contrary, to reduce fuel consumption without loss of power. At high speed VVT-i ensures maximum cylinder filling for increased power.

The first generation engines were produced from 1990 to 1996, the second generation from 1996 to 2007, all of them were equipped with four and five-speed gearboxes. automatic transmission transmission Installed on:

Mark II Blit;
Chaser;
Cresta;
Progress;
Crown.

Operation and repair

JZ series engines operate normally on 92 and 95 gasoline. On the 98th it is worse to start, but has high productivity. Two are present. Position sensor crankshaft located inside the distributor, there is no starting nozzle. Platinum spark plugs need to be replaced every hundred thousand kilometers, but to replace them you will have to remove the upper part of the intake manifold. Volume motor oil about five liters, the volume of coolant is about eight liters. Vacuum air flow meter. The one, which is located near the exhaust manifold, can be reached from the engine compartment. The radiator is cooled as standard by a fan attached to the water pump shaft.

A major overhaul of the 1JZ-GE may be needed after 300 - 350 thousand kilometers. Naturally standard prevention and replacement Supplies. Probably the sore spot of engines is the timing belt tensioner roller, of which there is only one and often breaks. Problems can also arise with the oil pump; to put it simply, it is similar to the VAZ one. Fuel consumption during moderate driving is from 11 liters per hundred kilometers.

1JZ-GE in JDM culture

JDM stands for Japanese Domestic Market or Japanese Domestic Market. This abbreviation formed the basis of a worldwide movement, which began with the JZ series engines. Nowadays, probably, most of the engines of the 90s are installed in drift cars, as they have a huge power reserve, are easy to tune, simple and reliable. This is confirmation that 1jz-ge is for real good engine, for which you can safely give money and are not afraid that you will stop at the side of the road on a long journey...

All engines in the series have a DOHC gas distribution mechanism with 4 valves per cylinder, working volume - 2.5 and 3 liters. The engines are designed to be mounted longitudinally for use with rear-wheel drive or all-wheel drive transmissions. Produced from 1990 to 2007. The successor was the GR line of engines.

Toyota

Manufacturer	Toyota Motor Corporation
Engine code	JZ
Type	petrol, injector
Configuration	in-line, 6-cylinder.
Cylinders	6
Valves	24
Cooling	liquid
Valve mechanism	DOHC
Clock (number of clock cycles)	4
Media files on Wikimedia Commons

According to the Toyota marking system, the designation of Toyota JZ engines is deciphered as follows: the first number indicates the generation (1 - first generation, 2 - second generation), letters behind the number - JZ, the remaining letters - performance (G - DOHC gas distribution mechanism with wide “performance” phases, T - turbocharging, E - electronically controlled fuel injection).

1JZ

The 1JZ engine has a volume of 2.5 liters (2492 cc). Manufactured from 1990 to 2007 (last installed on the Mark II BLIT station wagon and Crown Athlete). The cylinder diameter is 86 mm and the piston stroke is 71.5 mm. The gas distribution mechanism included 24 valves and two belt-driven camshafts.

1JZ-GE

The first naturally aspirated (1990-1995) 1JZ-GE produced 180 hp. With. (125 kW; 168 bhp) at 6000 rpm and torque of 235 Nm at 4800 rpm. After 1995, 1JZ-GE produced 200 hp. With. (147 kW; 197 bhp) at 6000 rpm and 251 Nm of torque at 4000 rpm. Compression ratio 10:1.

The first generation (until 1996) had a distributor ignition, the second had a coil ignition (one coil for two spark plugs). In addition, the second generation was equipped with a variable valve timing system VVT-i, which smoothed the torque curve and increased power by 20 hp. With. Like all JZ engines, the 1JZ-GE was longitudinally mounted in rear-wheel drive vehicles. The engine was mated to a 4- or 5-speed automatic transmission as standard; a manual gearbox was not installed. As with other engines in the series, the timing mechanism is driven by a belt; the engine also had only one drive belt for attachments.

Characteristics of 1JZ:

Production: Tahara Plant

Engine make: Toyota 1JZ

Years of production: 1990-2007

Cylinder block material: cast iron

Power system: injector

Type: in-line

Number of cylinders: 6

Valves per cylinder: 4

Piston stroke, mm: 71.5

Cylinder diameter, mm: 86

Compression ratio: 8.5; 9; 10; 10.5; eleven

Engine capacity, cubic meters cm: 2492

Engine power, l. s./v. min: 180/6000; 200/6000; 280/6200; 280/6200

Torque, Nm/rev. min: 235/4800; 251/4000; 363/4800; 379/2400

Fuel: gasoline, octane number 98

Environmental standards: ~Euro 2-3

Engine weight, kg: 207-230

Fuel consumption, l/100 km (for Supra III)

City: 15

Route: 9.8

Mixed cycle: 12.5

Oil consumption, g/1000 km: up to 1000

Engine oil: 0W-30; 5W-20; 5W-30; 10W-30

Engine oil quantity, l: 4.8

Oil change interval, km: 10000

Engine operating temperature, degrees: 90

Toyota Mark II / Toyota Chaser / Toyota Cresta

Toyota Brevis

Toyota Soarer

Toyota Verossa

1JZ-GTE

The first generation 1JZ-GTE was equipped with two CT12A (twin-turbo) turbochargers arranged in parallel and an intercooler mounted under the wing. With a compression ratio of 8.5:1, the factory engine produced 280 hp. With. (210 kW) at 6200 rpm and 363 Nm 4800 rpm respectively. The cylinder diameter and piston stroke were the same as those of the 1JZ-GE: 86 × 71.5 mm. Some parts of the engine, such as the timing belt cover, bore the Yamaha logo, indicating their involvement in the development of the cylinder head design. In 1991, the 1JZ-GTE was installed on the completely updated Soarer GT.

Production of second generation engines began in 1996. The engine received a VVT-i system, an increased compression ratio (9.1:1) and one CT15B turbocharger bigger size. There are also new valve gaskets coated with titanium nitride for less friction on the camshaft lobes. These changes smoothed the torque curve and greatly shifted peak rpm down, while also reducing fuel consumption.

The 1JZ-GTE was mated to a 4-speed automatic (A340/A341) or 5-speed manual transmission gears (R154).

This engine was installed on the following cars:

Toyota Mark II / Chaser / Cresta modifications 2.5 GT TwinTurbo (1JZ-GTE) (JZX81), Tourer V (JZX90, JZX100), IR-V (JZX110), Roulant G (Cresta JZX100)

Toyota's JZ engine series has become as legendary as, for example, BMW's M50 series. The greatest interest in the JZ series is shown by tuning enthusiasts, because... it is she who has enormous potential for this. The JZ series has two brothers: the 1JZ engine with a displacement of 2.5 liters and 2JZ engine with a volume of 3.0 liters. You can decipher the motor markings using the following algorithm: the first digit determines the generation, i.e. 1 is the first generation, 2 is the second generation, etc., the letters following the number are the name of the model, i.e. JZ. Everything that comes after the dash has the following meaning G - this is a motor with an increased degree of boost, each camshaft has an individual drive from the timing belt, F is a motor of a standard power series with four valves for each cylinder, S is a motor with direct fuel injection, T - This is a turbocharged engine, E is an engine with multi-point electronic fuel injection.

In this blog I will talk about the first generation with a volume of 2.5 liters (2492 cc). At the heart of this engine is an inline six in a cast iron cylinder block. The cylinder head has two camshafts with four valves per cylinder. The gas distribution mechanism is driven by a belt, the replacement interval of which is about 100 thousand km. Except for the 1JZ-FSE modification, in all other engines a belt break will not lead to bent valves. The standard camshafts on all 1JZ modifications are as follows: phase is 224/228, lift is 7.69/7.95mm. Same for everyone power plants The cylinder diameter indicators also include 86.0 mm. and the piston stroke is 71.5 mm. In 1996, the 1JZ engine was restyled, as a result of which the cylinder head and cooling system were modernized. Plus, a VVTi system appeared at the intake. There are no hydraulic compensators in all modifications of the 1JZ engine, so it is necessary to adjust the valve clearances at least once every 100 thousand km. It is also necessary to add that a design feature of this engine is intake manifold with ACID variable geometry.

The engine in various modifications was installed on such cars Toyota brands like: Brevis, Chaser, Cresta, Crown, Mark II, Progres, Soarer GT, Supra, Tourer V, Verossa. In 2003, the 1JZ was replaced by a new 4GR-FSE engine. The production of 1JZ ended in 2005, and their installation on cars in 2007.

Modifications (models) of the Toyota 1JZ engine:

I. The 1JZ-GE engine is the first and main atmospheric modification. The first generation of this modification was produced until 1996 and had a maximum power of 180 hp. at 6000 rpm. and cr. torque 235 Nm at 4800 rpm. The compression ratio was 10. Since 1996, the second generation of this modification began, which already had a VVTi system; ignition coils replaced the distributor. Engine power was increased to 200 hp. at 6000 rpm, and cr. the torque reached 251 Nm at 4000 rpm. The compression ratio was 10.5.

II. The 1JZ-GTE engine is a turbo modification of the 1JZ-GE with two CT12A (Twin-Turbo) turbines, which were located in parallel and blew 0.7 bar. In addition, another connecting rod-piston group and cylinder head were installed. Since 1996, restyled 1JZ-GTE VVTi engines went into production, which were distinguished by the presence of only one, but large CT-15B turbine. Plus, the VVTi system was added, the cooling channels were changed and the compression ratio changed from 8.8 to 9.0. The power has not changed, as it was equal to 280 hp. at 6200 rpm, it stayed that way. But max.cr. the torque increased from 363 Nm to 378 Nm at 4800 rpm. If we compare the dynamic characteristics of the two generations of 1JZ-GTE, it is worth noting that in practice the Twin-Turbo is more interesting to spin at the top than its younger brother with a single turbine;

III. The 1JZ-FSE D4 engine is a modification that was produced from 2000 to 2005 and has a direct fuel injection system into the combustion chamber. Max. power 200hp at 6000rpm, max. torque 255 Nm at 4000 rpm, compression ratio 11.0.

Typical problems with the Toyota 1JZ engine:

1. The engine refuses to start. Typically, the problem is flooded spark plugs. It is solved by twisting the latter and then drying them. Did not help? Then replace the spark plugs with new ones. All engines of the 1JZ series are afraid of washing and severe frosts;

2. Uneven engine operation, tripping, floating speed. The spark plugs could also be the cause. Plus, check the ignition coils. If the engine has a VVTi system, then it is also necessary to check the valve of this system. If that's the problem, then change it. Floating speeds can cause contamination of the XX valve and throttle valve. A basic procedure for cleaning them will help solve the problem;

3. If a car with a 1JZ engine begins to consume excess fuel, then it is necessary to check the oxygen sensor;

4. Extraneous knocking noise in the engine. One reason for this may be the valves that need to be adjusted. The VVTi system clutch may also be the cause of unpleasant knocking noises. It is also not uncommon for the belt tensioner bearing of mounted units to start making a knock;

5. Increased consumption oils As a rule, this indicates a high mileage of the engine. In this case, the stuck ones are usually replaced valve stem seals and worn out piston rings. The option of simply replacing the old engine with a contract one cannot be ruled out;

If we talk about the service life of the 1JZ engine, then with proper maintenance and regular oil changes (every 7-8 thousand km), the mileage easily exceeds 500-600 thousand km. Of course, some attachments will need to be replaced earlier and more than once. For example, a pump runs for about 100 thousand km and changes along with timing belt, also 80-100 thousand km. For modifications with direct injection, ask for a replacement injection pump. The engine is very cool and is rightly considered one of the best in Japanese automotive history.

Specifications Toyota engine 1JZ

The 1JZ-GTE engine is equipped with a pair of turbochargers that operate simultaneously, the system is called “twin-turbo ST12A”, and an intercooler is installed in the engine wing. The 1JZ-GTE engine is considered a first generation engine and has a compression force of up to 8.5.

Yamaha took part in the development of the cylinder head; the logo with the image of this company is printed on the timing belt. The second generation of this engine was modernized: with the VVT-I system, an increase in compression force to 9 and a new ST15B turbocharger, which was larger than its predecessors. Such updates significantly improved the engine:

equalized the torque curve;
reduced gasoline consumption;
Reduced maximum engine speed.

1JZ-GTE, can be equipped with four step box automatic or five-speed manual transmission.

Engine details

The 1JZ-GTE engine is an invention of Toyota and has six cylinders.

2500 cm 3 – stable engine displacement.

As a rule, such an engine is not limited in power; it is capable of producing from 280 to 320 hp. Therefore, many cars equipped with the 1JZ-GTE have become excellent sports cars. When installing additional equipment, power can be increased to 400 hp/t, but this number is not the limit. The modification consists of installing additional air filters and increasing boost pressure.

Engine performance properties

Installation on cars

The following cars are equipped with the 1JZ-GTE engine:

Toyota chaser.
Toyota supra.
Toyota verossa.
Toyota Cresta.
Toyota mark2.
Toyota mark2 WB.
Toyota soaser.
Toyota crown.

Weak side of the motor

The main disadvantage of the 1JZ-GTE engine is the installation location of the spark plugs. They are located directly on the valve cover, which gets quite hot, thereby causing overheating of the coils; each spark plug is equipped with them. The owner of such an engine must remember this fact and, if necessary, pay attention.

If you want to use the engine for as long as possible, it is of great importance to use 98 gasoline!

Choice between two generations

If you plan to travel around the city and do not want to participate in drag racing, then it is better to choose the 1JZ-GTE VVTI. The second generation engine is more playful up to 125 km/h compared to the first. When driving quietly around the city, fuel consumption is 14 liters, if you press the gas pedal more often, then 17 liters. In my experience of driving on the highway, the consumption was 11 liters, but you can achieve less.
If you look at both engines objectively, you can say that they are almost the same. But due to the increased piston stroke on the 2JZ, the torque will be significantly greater. My personal preference is VVTI, but the 2JZ with twin turbo system accelerates more with two nozzles than the CT15 with one.

We bring to your attention the price list for a contract engine (without mileage in the Russian Federation) 1JZ-GTE

In the world of motorsport, Toyota JZ series engines are a legend, forever inscribed in history. It’s no joke, many sports teams, both amateur and professional, still use engines that were developed at the turn of the 80s and 90s. Legends are told about “jazettes” - both in terms of endurance and indestructibility. And the widespread use of motors has made them very affordable. Even in our time, buying a JZ in Japan and tuning it a little is perhaps the most cheap way build an engine for a sports car. Why the JZ series motors managed to become so popular, we tell you in this article.

In the photo - 2JZ-GTE

Story

The ancestor of the series, 1JZ-GE, appeared in 1990. The 2.5 liter inline six produced 180 “horses” and 235 Nm of torque(at 4800 rpm), had two camshafts, a timing belt drive, a cast iron block and an aluminum cylinder head. In 1995, the engine was slightly modified: the compression ratio increased, phase shifters appeared, and the cooling and ignition systems changed. Power increased to 200 hp With minor modifications, the engine was used in new cars until 2007. Toyota installed the naturally aspirated engine mainly in ordinary civilian cars; it provides a combination of high power and easy operation. The engine quickly became popular both in Japan itself and in the USA, where Toyota was actively exporting its products at that time.

For sports cars, the company has prepared another modification - 1JZ-GTE. They also installed it on civilian models, but at a significant surcharge and only on expensive trim levels. Its volume was the same as that of GE, moreover, the block itself was not fundamentally different from the “aspirated” one (the main difference was in the more “powerful” pistons), the cylinder head was different, but, of course, the main difference was the presence. It was provided by two parallel installed CT12A compressors. For the turbocharged version, the compression ratio was slightly reduced, but still, even in the standard version, it was possible to achieve a significant increase in power - at its peak the engine produced 280 hp, and torque increased to 363 Nm at 4800 rpm.

Even the first version of the motor was not bad, although it had some problems with overheating. But the company quickly fought them. In 1996, along with the aspirated engine, Toyota also modernized the “supercharged” version. The cylinder head underwent changes, the cooling and ignition systems were revised, continuously variable phase control was introduced, and two small turbines were replaced with one large one. The official power has not increased, but many motorists believe that the engine has gone beyond 300 “horses”; it’s just that, according to the rules of that time, more powerful engines could not be built in Japan. In any case, the torque increased after restyling, which had a positive effect on the dynamics. It was in this form that the 1JZ-GTE began to forge its fame on the race tracks.

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

Toyota thought about it and presented the 2JZ to the world. Ideologically and constructively, it was very close to the 1JZ - still the same in-line six, cast iron block, aluminum cylinder head, only the volume was 3 liters. Moreover, the cylinder diameter coincided with 1JZ; the volume was increased by increasing the piston stroke. The engine became “square” - the diameter and stroke of the piston were 86 mm each.

As in the case of the 1JZ, Toyota made two modifications of the “two” - 2JZ-GE and 2JZ-GTE. As you might guess, the first was naturally aspirated, and the second was turbocharged. The first had a rated power equal to 220 hp (maximum torque 304 Nm), the second 280-320 hp depending on the modification (the maximum torque was very respectable 451 Nm). An attentive reader must have noticed that the 1JZ-GTE had the same 280 hp, so why didn’t the larger unit have an increase? It happened, but, again, in the Japanese market for a long time there was a limit of 280 hp. The fact that the engine can do more can be judged by the American market, where the engine was certified with 320-350 “horses”.

Pictured is 2JZ-GTE

The history of modifications to the “two” is completely identical to the “one” - in the mid-90s, both of its modifications received a modified cylinder head, phase shifters and new system ignition, the power did not increase, but the torque increased.

In 2000, both engines were modified and equipped with direct fuel injection. Engineers hoped that the engines would become more economical while maintaining the same power. But the design with a fuel injection pump has become more capricious than the base engines, it has become highly dependent on fuel quality, access to spark plugs has worsened, and overall reliability has decreased. Yes, fuel consumption has decreased, which was to the liking of ordinary users, but tuning enthusiasts and “athletes” prefer conventional modifications as less problematic.

Motors in everyday use

Depending on the configuration and the sales market, the first and second “jazettes” were installed on Toyota Mark II, Toyota Progres, Toyota, Toyota Crown, Toyota Brevis, Toyota, Toyota Verossa and some models under Lexus brand. All engines were always mounted longitudinally and were designed for rear or four-wheel drive. The basic transmission was considered an automatic transmission, but sports versions could have a 5- or 6-speed manual. Manual transmission, by the way, is not enough in civilian cars; according to many users, a 4-speed automatic transmission cannot fully unleash the potential of the engine.

Most cars with JZ series engines in our country are right-hand drive cars with Japanese market. For normal use, models with naturally aspirated engines are most often chosen; they are cheaper and a little simpler. The engine life is long. If you regularly change the oil and service the engine, then the engine will last 300-350 thousand kilometers before a banal replacement of rings, and the time usually comes with mileage of more than half a million.

According to the documentation, the engines should run on 95-octane gasoline, but in Russia many drivers use 92-octane gasoline without any problems. The main thing is that the fuel is of high quality. The engines withstand low temperatures and mileage well in our country, although they cannot be called economical - even in a quiet driving mode, less than 10-11 liters in mixed modes is not possible. And turbocharged versions, and with active driving, easily consume 20 or more liters.

Tuning options

Motors of the 1JZ and 2JZ series have gained fame not only as serial units, but also as blanks for tuning projects. The secret is in the huge safety margin that Japanese engineers built into the engines. Engines are tuned to 1000 hp, while some parts remain from stock engines - an amazing fact. You can’t remember another engine that is capable of this. Due to their similar design, 1JZ and 2 JZ are tuned according to the same scheme, adjusted for different volumes. Due to the additional 500 “cubes”, “Two” turns out to be more powerful, but the motor itself is initially more expensive, so many projects are done on the 1JZ - in terms of price/power ratio, they often turn out cheaper

Of course, not all tuning options for “jazettes” are mega-radical, but the owner of these engines always has a choice. There are turbo kits for naturally aspirated versions of engines, but tuning professionals say that this is not the most rational option. It is much cheaper and easier to buy a contract version of the GTE than to install a naturally aspirated turbine, which is why the main tuning masters prefer to initially work with the GTE.

Get increase of 50 “horses” You can simply increase the boost from 0.7 to 0.9 bar, replace the exhaust with a direct-flow one and install a more efficient one. If you change the ECU, use a large intercooler and a large cooling radiator, you can increase the boost pressure to 1.1-1.2 bar, which will give the output 380-450 horsepower. At the same time, the turbine and engine elements can be left as original; they will work to the limit of their capabilities, but with moderate use they will last a long time. By racing standards, of course.

Turbokit HKS2835 for 1JZ GTE - 420 hp.

For getting 500-600 hp from the "jazettes" you will already have to invest heavily in tuning. At the amateur level, few people achieve this. We need other injectors, a turbine, a fuel pump, also increase the performance of the cooling radiators, and install “evil” camshafts. It would be a good idea to change the pistons and connecting rods, although the standard ones will be able to work at this power for some time. The most ambitious projects reach up to 1000 hp, but there the volume of alterations turns out to be large, although the cylinder block is left original in any tuning - it can withstand even such an increase in power.

The installed turbo kit on the 1JZ-GTE is 500 hp.

The moderate price of the base engine, a wide range of tuning spare parts, the ability to vary the “depth” of modifications and a large design margin - these are all the secrets of the popularity of the 1JZ and 2JZ modifications. New engines have not been produced for a long time, but in Japan there are many contract options that are ready to serve for the benefit of motorsport.

"One and a half"

In the topic of tuning JZ engines, a kit is often used, which in the driver's environment will be nicknamed 1.5JZ. The motors of the first and second series are well unified, which allows for different manipulations between them. The most popular option is when a cylinder head from the first is installed on a three-liter block from the second JZ. The diameter of their combustion chambers is the same; the oil and antifreeze channels will require minor modifications, but the amount of alterations is small.

Why fence such a monster? For lovers of maximum acceleration, a three-liter block is preferable; it is easier to extract more power and torque from it. However, the cylinder head from 1JZ seems to many motorists to be more durable and simpler. In addition, it is noticeably cheaper than the original one from 2JZ. For those who want to stay within a certain budget, this option makes sense.

Minuses

Even such popular and legendary engines have their drawbacks. Mechanics include:

1. Lack of hydraulic compensators. Both engines have valves that are adjusted with washers. Adjustment is necessary every 80-100 thousand kilometers. Not that the absence of “ ” affects the power, but it makes maintenance a little more labor-intensive. For “athletes” this, of course, is not a problem, but for a stock engine it is at least a small minus.

2. Weak timing belt tensioner. The belt life is stated by the factory at 100 thousand kilometers - not bad, but due to the tensioner it may break earlier. Fortunately, all engines, except for versions with direct injection, are “non-plug-in”; if the belt breaks, the pistons and valves do not occur. But all the same, when problems with the timing belt occur due to the tensioner, it is unpleasant.

3. Resource small by engine standards. The water pump runs 150-200 thousand kilometers. For other cars it’s very good, but in “jazettes” it’s usually the first to fail.

4. Not very reliable. The situation is about the same as with the pump, this element is just a little less reliable than everything else. Due to the pump and viscous coupling, the motors can overheat, especially under heavy loads.

5. Poor cooling of the sixth cylinder. The problem applies to a greater extent to the naturally aspirated version of the 1JZ, especially before modifications. Here the engineers simply did not properly calculate the lines for heat removal and the last cylinder overheated under constant loads. On other versions the problem is much less pronounced.

Instead of output

The JZ series motors were lucky to be born at a good time. In the late 80s and early 90s, technology in the automotive industry was able to rise to high level, and marketers have not yet taken over the world. Engineers have learned to make very durable and “indestructible” cars, but no one has yet told them that if the car falls apart after 100 thousand kilometers, the company will earn more money. At that time, not only Toyota had a heyday of reliability; many companies then created cars and units with a high service life, but even against their background, JZ engines stand out.

They were designed with an eye to a conservative approach and proven solutions, but at the same time they used new technologies - four valves per cylinder, electronic injector, phase shifters. Even among the leaders of the auto world, this was not mainstream at that time. Plus, of course, it was initially a very successful design, in which there were almost no mistakes on the part of the engineers. It would be developed further, but the motives and preferences in terms of designing cars in the 2000s became different. At the same time, JZ was given a lot of time: 16 years on the assembly line is no joke.

Now such engines no longer exist. The formal successor became aluminum, lost its former resource and the previous ability to be tuned. Modern Toyota engines are lighter, more economical and environmentally friendly, but will they withstand 1000 “horses”? Doubtful. Fans of motors from the past era can only use up the life of the “jazettes”, fortunately they have not run out yet.