• Toyota 2j Diesel Repair Manual
• Toyota 2j Service Manual
• Toyota 2j Engine Repair Manual

In '86 the Supra dropped its first name, and with the introduction of the fourth-generation model in late-'92, now shared about as many ties with the company's entry-level sport compact as it did with the brand's corny little Paseo. All of that was mostly because of the MKIV Supra's factory turbocharged 2JZ-GTE powerplant—an inline-six-cylinder engine so ready to make sobering sorts of horsepower that, even 23 years later, pro motorsports teams of all sorts still seek out the early '90s 3.0L just as they did decades prior. And for good reason.

Few production engines before or since are capable of the sort of outlandish horsepower the 2JZ-GTE's good for with so few modifications. Here in the US, the 2JZ-GTE, which was a clean-sheet design, wholly independent of the preceding Supra's 7M-GTE, was available only in '93-'98 Supra Turbo models. In Japan the 2JZ-GTE was introduced in '91 underneath the Toyota Aristo's hood and survived within select Japanese Supras until it was curtains for the car altogether in '02. The 2JZ-GTE's naturally aspirated and easier-to-find older sibling, the 2JZ-GE, is based upon the same short-block and nearly identical but higher-compression rotating assembly, but as far as Toyota's concerned, is only good for about 230 hp. You don't care about these.

Stay away from them by not looking underneath the hoods of non-turbo, fourth-generation Supras as well as Lexus' IS300, GS300, and SC300. Overseas derivatives of the 2JZ-GTE include the 1JZ-GTE—a destroked, 2.5L version of the familiar cast-iron longblock of which later versions featured variable intake cam phasing and a single turbo.

Even the 2JZ-GTE was updated for the Japanese market in '97, when the engine received the same VVT-i treatment as the 1JZ-GTE with updated turbos. But you don't live in Japan and, chances are, the engine you care about is the North American-bound 3.0L that makes more power and made you want the Japanese-made supercar since before you were old enough to reach the pedals on a Huffy. But you should; JDM engines are easier to source, less expensive, and just as capable despite some of their shortcomings, like smaller fuel injectors and cams.

Toyota took cues from Nissan's circuit-owning RB series of engines when developing its 3.0L 2JZ platform. Like the RB26DETT, the 2JZ's inline configuration lends itself to a design that's naturally balanced. Unlike V-type engines, half of the block's rotating assembly doesn't get tossed around in opposite directions from one another. Watch the 2JZ's mess of pistons and rods spin about and you'll notice its front three cylinders do the opposite of its rear. The even distribution of weight means the typical polar rocking motion you'll find in a V-6, for example, isn't there. All you care about, though, is that the design means you can rev it higher longer, safer, and smoother than just about anything else.

Being able to double power levels may not seem like something a simple engine's capable of, but that's sort of what make all of this possible. Looking for an engine capable of 700 or more horsepower without cracking open the bottom end? Build it out of heavier-duty cast-iron instead of aluminum, give it a solid deck to ward off cylinder movement, stuff in a forged crank, and tame the compression ratio with dish-shaped pistons just like Toyota did.

A series of seven main caps keep the crank from shifting and under-piston oil squirters cool the rotating assembly and keep it lubricated at high RPMs. Toyota's people also carefully considered the engine's geometry, integrating the elusive square-shaped design where bore diameter and stroke length are one and the same.

More than doubling the 2JZ-GTE's power output isn't hard, according the guys at FSR, but ditching the sequential turbo system for a larger, single compressor has got to happen first. First, look for a turbo in the 64-80mm range accompanied by a higher-flowing external wastegate and ditch the side-mount intercooler for a front-mount unit with more surface area. Both GReddy and HKS offer upgrade kits that include everything you need to do just that. You'll also need a higher-flowing fuel pump, larger-diameter delivery lines, 1,000cc fuel injectors, and some sort of tunable ECU, like AEM's Infinity, for example. Aftermarket cams like those from Brian Crower will make getting to that 750hp mark a whole lot easier and are about the only thing you'll need to touch underneath the valve cover this side of stiffer valve springs to avoid potential valve float. The 2JZ-GTE's already proven itself worthy of belting out more than 2,000hp.

You'll need more than a 64mm turbo to get anywhere close, though, but it's less complicated than you think. Start with something in the 72mm range, and plan on bulking up the bottom end with forged pistons and rods as well as billet main caps. Larger-diameter head studs will keep the head from lifting off of the block. Even bigger cams and head porting have also got to be addressed here, and if you don't want to run out of fuel, look to 2,000cc injectors—12 of them if you're power goals are silly enough—along with a trio of fuel pumps, depending on how ridiculous and far away from that Celica lineage you want to get. The 2JZ-GTE translates into a seemingly conservative 320hp and 315 lb-ft of torque for North American-bound models, and there's a reason things seem so timid. Since '89, Japanese automakers have avoided expensive horsepower wars by capping production-car output in its homeland to 276hp. At least on paper.

This Gentlemen's Agreement has since been broken, but the once settled-upon but often-not followed terms meant engine's like Toyota's 2JZ-GTE left the production line with a whole lot of unsqueezed juice left in them. At the time, the agreement made a lot of sense for a country with a maximum speed limit of 62mph, but has since proven unrealistic for American car-buyers who who expect mom's minivan to make more power than a mid-'90s supercar. All this means to you is that turning 400hp out of the 2JZ-GTE with a few bolt-ons any numbskull could handle is easier than you think. Toyota's 2JZ-GTE gets all 320hp from a sequentially paired team of Hitachi turbos codeveloped by Toyota that aren't a whole lot different than the T3 turbo you once stuck on your Civic. Unlike parallel twin-turbo setups where two equally sized turbos huff the same amount of air at the same time, sequential layouts allow one turbo to do its job first and the other to join in at higher engine speeds. Often times a smaller turbo precedes a larger one, but with the 2JZ-GTE, equal-sized turbos sit at both ends.

The Supra was one of the first cars to prove that sequential turbocharging didn't have to be clunky and unreliable. Here, by 1,800 rpm the first turbo's already online. Stab the throttle, let the ECU, wastegate, and a couple of bypass valves do their jobs, and by 4,000 rpm, two turbos are spinning full-song.

Contents. 1JZ The 2492 cc 1JZ version was produced from 1990 to 2007 (last sold in the Mark II BLIT Wagon and Crown Athlete). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in). It was a engine with two belt-driven. 1JZ-GE Output for the early non-turbo (1990–1995) 1JZ-GE was 170 PS (125 kW; 168 bhp) at 6000 rpm and 235 N⋅m (173 lb⋅ft) at 4800 rpm.

Later released non-turbo (1995-) 1JZ-GE had output of 200 PS (147 kW; 197 bhp) at 6000 rpm and 251 N⋅m (185 lb⋅ft) at 4000 rpm. The 2.5-litre 1JZ uses over square 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. 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. Third Generation 1JZ-GTE VVTi transplanted into a 1989 MX83 Toyota Cressida The first generation 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 280 PS (206 kW; 276 hp) at 6200 rpm and 363 newton metres (268 lbf⋅ft) at 4800 rpm. The bore and stroke are the same as for the 1JZ-GE: 86 mm (3.39 in) bore × 71.5 mm (2.81 in) stroke. Yamaha may have had a hand in the development or production of these engines (possibly the head design), hence the Yamaha badging on certain parts of the engine, 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 1JZs 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 gases to go into the intake manifold. On the exhaust side, a decent amount of oil vapor flows into the turbos causing premature wear on the seals. The later second generation engines had this problem fixed and in Japan there was actually a recall in order to repair the first generation engines, though that does not apply to 1JZs 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 the 1JZ-GTE was introduced around 1996, still as a 2.5-litre turbo, but with Toyota's 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 (CT12A x2) to a single turbo (CT15B). The single turbo is in part made more efficient by the use of smaller exhaust ports in the head, this allows the escaping exhaust gasses to have more velocity as they exit the head, which in turn, spools the turbo faster and at lower RPM.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. Even though the official power figures remained at 280 PS (206 kW; 276 hp) at 6200 rpm, torque was increased by 20Nm to 379 newton metres (280 lbf⋅ft) at 2400 rpm. 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:. // 2.5GT Twin Turbo (JZX81).

// Tourer V (JZX90, JZX100). / iR-V (JZX110). (JZZ30).

(JZA70). (JZS170). 1JZ-FSE 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; however, the design of the cylinder head 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). 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 (200 PS; 197 hp) and 250 N⋅m (184 lb⋅ft) – virtually the same as the conventional VVT-i 1JZ-GE. The 1JZ-FSE is always used with an automatic transmission. Applications:. 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 (3.386 in) and stroke was 86 mm (3.386 in). Was added later in 1997 for the 1998 model year. This engine is not merely a stroked version of the 1JZ (although they share a common bore size, bore pitch, and general architecture), but has a taller block deck and longer connecting rods to accommodate the 14.5 mm (0.571 in) stroke increase.

2JZ-GE The 2JZ-GE is a common version. Output is 215–230 PS (158–169 kW; 212–227 bhp) at 5800 to 6000 rpm and 209–220 lb⋅ft (283–298 N⋅m) of torque at 3800 to 4800 rpm. It uses Sequential Electronic Fuel Injection, has an aluminum head and 4 valves per cylinder, along with a cast-iron cylinder block, with some versions using. The VVT-i version also featured in favor of the traditional distributor set-up previously seen on the 2JZ-GE. Despite common misconception it was not a true COP (Coil-On-Plug, also known as ) ignition system instead relying on one coil to fire two cylinders, one of which was by spark plug wire.

Applications:. /. //. /. 2JZ-GTE. Engine bay of Supra JZA80 The 2JZ-GTE is an, belt-driven, air-intercooled, twin-turbocharged, block, aluminium cylinder headed engine designed and manufactured by 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 engine which had achieved palpable success in and touring car championships.

For all road car applications, two gearboxes were available for the engine:. 4-speed automatic. 6-speed manual (jointly developed with as the Type 233) The 2JZ-GTE originally powered the (JZS147) in 1991 before becoming Toyota's flagship performance engine in the (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio), oil spray nozzles to aid in cooling the pistons and a different head (redesigned inlet/exhaust ports, cams and valves).

Toyota 2j Diesel Repair Manual

Toyota's variable valve timing technology was added to the engine beginning in September 1997, hence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.

These later 2JZ-GE VVT-i equipped models (Aristo, Altezza, Mark II) share a different part number for weaker connecting rods. The addition of twin turbochargers, jointly developed by Toyota with, in sequential configuration had raised its commercially cited output from 230 PS (169 kW; 227 hp) to the contemporary industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 (435, 320 ) at 4000 rpm to be later recited as 46.0 (451, 333 ) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to 325 PS (239 kW; 321 hp) 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/ for export, 440 cc/min for Japanese).

Toyota 2j Service Manual

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 (e.g.: CT20A). 2JZ-GTE - 594 lbs w/ Getrag V160 Applications:.

Toyota 2j Engine Repair Manual

JZS147 (Japan-only). JZS161 (Japan-only). JZA80 2JZ-FSE The 3-litre 2JZ-FSE uses the same direct injection principle as the smaller 1JZ-FSE but runs an even higher 11.3:1 compression ratio. This engine matches the conventional VVT-i 2JZ-GE with 162 kW (217 hp) and 294 N⋅m (217 lb⋅ft). The 2JZ-FSE is always used with an automatic transmission.

Weight: 200 kg (440 lb) Applications:. See also. References.