JZ tech info


wilbo666.pbworks.com/w/page/47216384/1JZ-GTE%20JZZ30%20Soarer – jzz30 wiring diagram
http://www.cygnusx1.net/Supra/TechTips/engine_error_codes.aspx – Ecu fault/error codes
wilbo666.pbworks.com/w/page/37092811/M Series Engine to xJZ Series Engine Conversion Engine Mounts
http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=FI&P=1 – MKIII manual

1JZ press kit – www.3sgte.com/1JZPress_sml.pdfbackup copy

Coil pack clips:

1JZ-GTE/2JZ-GTE Coil pack clips – Part Number: 90980-11246
Yazaki Part Number – 7283-8226-30


Yazaki 2.3II(090II) Connectors Sealed 2 Position Female Housing [Black]

2JZ/1JZ sumps

There are 4 types of sumps available on JZ motors

  1. front sump – 91-96 on non-vvti engines, chaser JZX90, aristo JZS147
  2. front sump – 96+ on vvti engines, aristo JZS161
  3. mid sump – toyota crown JZS131, JZS141
  4. rear sump – soarer JZZ30, supra JZA80

1jz/2jz front sump:

Fits from IS300 2JZ-GE and GS300 2JZ-GE

Lower steel pan
Upper alu pan
Oil pickup
Oil lever sensor
Oil dipstick

91-97 GS300 (Aristo) (S140 body) 2JZ-GE sump (non VVT-i)

98-05 GS300 (Aristo) (S160 body) 2JZ-GE VVT-i sump

Frontsump and rear sump dipstick differences: Top rear sump, bottom front sump

Effective Length JZA70: Stick = 557 mm Tube = 490 mm
Effective length JZX81: Stick = 585 nn Tube = 530 mm
If you use a chaser tube and stick in a JZA 70 you will have 12mm less oil height. If you swap back the other way you will have 12mm too much.
Dipstick Eff length is from the tip to where it seats on the dipstick tube.

JZA70 & JZZ30 (1J rear sump) & JZS147 (2J front sump): stick 555 – 557mm, tube 490 – 495mm,
Hence – stick protudes 67mm into sump from bottom of tube

JZX81 (1J front sump): Stick 585mm, tube 530mm
Hence – stick protudes 55mm into sump from bottom of tube

JZX90 (1J front sump): Stick 612mm, tube 545-550mm (measuring along the curve of the tube, or 530 point to point),
Hence – stick protudes 67-62mm into sump from bottom of tube

 JZ engine standalone ecu triggers

The 2JZ triggers are exactly the same as the 1JZ – in fact I had James swap them over when we were playing cranking games on Phil’s car.
There are some more techniques we can try to improve noise filtering.
One of the problems with Toyota triggering (not just Toyota either, the 12 tooth crank trigger is common on a good number of Japanese manufacturers) is that they use so few teeth and a Variable reluctance (VR) sensor. Most common VR systems use at least one tooth per 10degrees, Ford 36-1, GM/Bosch 60-2, Audi 132 & Porsche 135. Using only 12 leaves a lot of scope for noise to creep in and cause a trigger error.
Using a VR sensor for the cam sync is even more problematic as the signal only occurs once every 720degrees – leaving far more scope for noise. Most European manufacturers use a Hall sensor for cam sync, but for some reason the Japanese tend not to.
I think the plan is to rewire the stock sensors with good quality shielded cable from the sensor right up to the ECU, same as I did on Phil’s car. If that doesn’t give the results we’re after, I’ll stick a trigger wheel on the crank pulley and do it that way.
But yeah, in the end we lopped a tooth off the standard crank trigger disk to make it a 12-1 and did away with the problematic cam triggers altogether. So it’s almost the stock trigger system, but it needed a little fettling, dead easy now we know what to do.
We’ve proven that the crank trigger itself runs fine with the VEMS, this points to the problem being with the cam sync trigger which given the mechanical and electrical considerations is not supprising. There are a number of things that we can do to filter the noice and clamp the cam sync signal, but we didn’t have time to mess around at the end of last week.
Maybe we can get Phil’s working with stock sensors, or maybe they’ll be happy with the 12-1 tooth modification now that its proven.

trigger wheel: I used the 12 tooth in front of the crank and used the rear cam sensor as the reset signal. So no modification to anything was needed.
all 1JZ non vvti engines are 12 crank and two cams sensors.
I’ve run a whole bunch of them just fine with a 12+1 setup. Make sure the cam sensor wire shield is grounded though…I’ve seen that missing on A LOT of swaps. Will still run on the OEM ecu, but MS will have a hard time with the noise.
Visiškai autonominio maitinimo VRS (kintamos magnetinės varžos, angl. variable reluctance sensors) jutikliai yra mechaniškai patvarūs įtaisai, kuriems veikimui nereikalingas išorinis maitinimo įtampos šaltinis. Jie paprastai naudojami paduodant greičio, trukmės arba sinchronizacijos duomenis į displėjų (arba valdymo grandinę) impulsų sekos pavidalu.

Oil filter thread:

1UZ / 1JZ / 2JZ – 3/4-16UNF
MANN W712/54

1JZ/2JZ thermostat:

Stock – 82C
TRD – 71C

Engine bore x stroke:

1ZJ-GTE bore 86mm, stroke 71.5mm
2ZJ-GTE bore 86mm, stroke 86mm

Firing order:

Injectors wired:
Batch injection – 1+4, 3+5, 2+6

Ignition wired:
Wasted spark – 1+6, 2+5, 3+4

Stock piston and rod weight:

2ZJ-GTE oem piston weight – 377g, rod assembly 795g, piston+rod assembly 1342g


Valve spring free length:
Pink painted mark 43.71 mm (1.7209 in.)
Yellow painted mark 44.10 mm (1.7362 in.)
Intake valve length 98.29 – 98.79 mm (3.8697-3.8894 in.)
Exhaust valve length 98.84 – 99.34 mm (3.8913-3.9110 in.)
Intake valve clearance 0.15 – 0.25 mm (0.006 – 0.010 in.)
Exhaust valve clearance 0.25 – 0.35 mm (0.010 – 0.014 in.)
Valve spring installed tension 186–206 N (19.0–21.0 kgf, 42–46 lbf) at 34.5 mm (1.358 in.)
Intake valve diameter 33.6 mm
Exhaust valve diameter 29 mm

Valve spring free length:
Blue painted mark 41.74 mm (1.6433 in.)
Yellow painted mark 41.70 mm (1.6417 in.)
Intake valve length 98.29 – 98.79 mm (3.8697–3.8894 in.)
Exhaust valve length 98.84 – 99.34 mm (3.8913–3.9110 in.)
Valve spring installed tension 186–206 N (19.0–21.0 kgf, 42–46 lbf) at 34.5 mm (1.358 in.)
Intake valve diameter 33.6 mm
Exhaust valve diameter 29 mm

Intake valve length 97.15 – 97.95 (3.8248-3.8563 in)
Exhaust valve length 95.75 – 98.55 mm (3.7696-3.8799 in)
Intake valve stem diameter 5.960 – 5.975 mm (0.2346-0.2352 in)
Exhaust valve stem diameter 5.955 – 5.970 mm (0.2344-0.2350 in)
Valve spring free length 44.43 mm (1.7492 in)
Intake camshaft lobe height 43.754 – 43.762 mm (1.7225-1.7229 in)
Exhaust camshaft lobe height 44.004 – 44.014 mm (1.7324-1.7328 in)
Intake valve clearance 0.15 – 0.25 mm (0.006-0.010 in)
Exhaust valve clearance 0.25 – 0.35 mm (0.010-0.014 in)
Intake valve diameter 32 mm
Exhaust valve diameter 30 mm

1JZ-GTE vs 2JZ-GTE camshafts:

1JZ-GTE stock – 224/7.69 inlet, 228/7.95 exhaust
2JZ-GTE JDM stock – 224/7.8 inlet, 233/8.25 exhaust
2JZ-GTE US/EUR stock – 233/8.25 inlet, 233/8.25 exhaust
1JZ-GTE HKS 256 – 256/8.7 inlet, 256/8.7 exhaust
1JZ-GTE HKS 264 – 264/9 inlet, 264/9 exhaust
1JZ-GTE HKS 272 – 272/9.3 inlet, 272/8.7 exhaust
1JZ-GTE Brian Crower 264 – 264/8.74 inlet, 264/8.74 exhaust
1JZ-GTE Brian Crower 272 – 272/9.52 inlet, 272/9.65 exhaust
1JZ-GTE JUN 256 – 256/9.3 inlet, 256/9.3 exhaust
1JZ-GTE JUN 264 – 264/9.3 inlet, 264/9.3 exhaust
1JZ-GTE JUN 272 – 272/9.3 inlet, 272/9.3 exhaust
1JZ-GTE CAMTECH 256 – 256/9.5 inlet, 256/9.5 exhaust
1JZ-GTE CAMTECH 264 – 264/9.5 inlet, 264/9.5 exhaust
1JZ-GTE CAMTECH 272 – 272/9.5 inlet, 272/9.5 exhaust
1JZ-GTE CAMTECH 282 – 282/9.4 inlet, 282/9.4 exhaust
1JZ-GTE CAMTECH 290 – 290/10.7 inlet, 290/10.7 exhaust
1JZ-GTE CAMTECH 296 – 296/10.9 inlet, 296/10.5 exhaust
1JZ-GTE TITAN MOTORSPORT 264 – 264/9.35 inlet, 264/9.35 exhaust
1JZ-GTE TITAN MOTORSPORT 272 – 272/9.45 inlet, 272/9.45 exhaust

2JZ-GTE cams fit 1JZ-GTE with modifications.
Upgrade 228 to 233 is hardly worth the cost/effort. 256 are also considered too sedate.
HKS 272, JUN 264 and 272 are higher than 9mm, anything higher than 9mm requires tougher valve springs.


VVT-i system has 30° cam degree range on intake cam. Default position is full retard during startup or with solenoid disconnected.

Camshaft seals

1JZ-GTE (non-vvti) cam seals
id 38, od 50.2, width 7

2JZ-GTE (non-vvti) cam seals
id 40.5, od 52.5, width 6.5

Oil pumps

2JZ-GE/1JZ-GE oil pump 1510046090, 1510046091
1JZ-GTE oil pump 1510046030
2JZ-GTE oil pump 1510046051, 1510046052

1JZ-GTE Interchangable

Cam seals are not interchangable.
The crank and Rear main are interchangable.

Back crank seal – 90x110x10 (Ajusa 15039200)
Front crank seal – 46x63x7 (Ajusa 15051600)

2JZ-GTE & 7M-GTE valve cover gaskets can be used on 1JZ-GTE (with slight modifications)
2JZ-GTE – Ajusa 56011500
7M-GTE – Ajusa 56011900

Crank pulley same on both engines, aftermarket ATI 918562

2JZ-GTE Alternators

2JZ-GTE alternators – 90amp peak (manual), 100amps peak (auto), linear alternator controller so idle is always low on power delivery, usually good above 2k rpms.

High amperage OEM alternative GX470 (same as ’03-06 Tundra, ’03-07 Sequoia 4.7 2UZ-FE) 130amp Denso segment alternator. Toyota part number 27060-0F040.
Retrofitting requires modifications. Terminal is smaller M6, compared to MKIV M8. Lower mounting bolt fits, top bolt hole requires trimming the back side 8mm from the casing material. The connector is 90980–11964 4-pin, main terminal 90980–09365.

Jzz30-0024132 frame no., model e-jzz30-acpvz.

For a 1JZ timing belt:
The 1988+ Isuzu Trooper 4 cylinder 2.6 liter engine (4ZEL) uses the same belt as the Toyota 1JZ engine. So instead of getting a belt from Japan (~$100) you can pick up an Isuzu Trooper belt locally at an auto parts store for about $30 US. Make Sure You Get The 4 Cylinder 2.6 Litre Engine Belt!
Timing belt specs: 137 teeth, 25mm wide
1JZ-GTE spark plugs
std heat range NGK BKR6E, denso K20PRU. 1step colder BKR7E, K22PRU

Toyota JZA80 TSRM (Toyota Service Repair Manuals)
1jz with no A/C serpentine belt

SUZUKI FORENZA 2004-2008 2.0L 2000CC 4CYL
SUZUKI RENO 2005-2008 2.0L 1998CC 4CYL
CHEVROLET S10 PICKUP 1998-2003 2.2L 2196CC 4CYL
DAEWOO LEGANZA 1999-2002 2.2L 2200CC 4CYL
DAEWOO NUBIRA 1999-2002 2.0L 2000CC 4CYL
GMC SONOMA 1998-2002 2.2L 2196CC 4CYL
ISUZU HOMBRE 1998-2000 2.2L 2180CC 4CYL
MITSUBISHI GALANT 2004-2005 2.4L 2378CC 4CYL
2000 Audi A4 w/2.8L V6


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