Editing Toyota JZ engine (section)

== 1JZ ==
The {{convert|2492|cc|L CID|1|abbr=on}} '''1JZ''' version was produced from 1990 to 2007 (last sold in the [[Toyota Mark II Blit|Mark II Blit Wagon]] and [[Toyota Crown (S170)|Crown Athlete]]). Cylinder bore and stroke is {{convert|86x71.5|mm|abbr=on|2}}.<ref name=autospeed>{{cite web |url=http://autospeed.drive.com.au/cms/A_2750/article.html |title=Toyota JZ Engine Guide |publisher=[[Drive.com.au]]|access-date=2012-01-27 |url-status=dead |archive-url=https://archive.today/20121230160639/http://autospeed.drive.com.au/cms/A_2750/article.html |archive-date=2012-12-30 }}</ref> It is a [[multi-valve#Four valves|24-valve]] [[DOHC]] engine with two belt-driven [[camshafts]] and a dual-stage intake manifold.

=== 1JZ-GE ===
[[File:1996 Toyota Mark II Grande G 2.5 1jz-ge Engine.jpg|thumb|1996 Toyota Mark II Grande G (X90) shown with a 1JZ-GE]]

The '''1JZ-GE''' is a common version, with a 10:1 compression ratio. Output for the early non-turbo, non-VVT-i (1990–1996) 1JZ-GE was {{convert|170|PS|kW bhp PS|abbr=on|0|order=out}} at 6000&nbsp;rpm and {{convert|173|lbft|Nm|abbr=on|0|disp=flip}} at 4800&nbsp;rpm. VVT-i variable valve timing was added in 1995, for an output of {{convert|200|PS|kW bhp PS|abbr=on|0|order=out}} at 6000&nbsp;rpm and {{convert|185|lbft|Nm|abbr=on|0|disp=flip}} at 4000&nbsp;rpm.

The exterior design of the 1JZ-GE would later be reused with the 2JZ-GE in 1991, which shared most of its parts with the 1JZ-GE. The non-turbo, non-VVT-i 1JZ-GE is a non-interference engine.

Applications:
* Mark II
* Chaser
* Cresta
* Crown
* Soarer
* Progres 

Like all JZ-series engines, the early 1JZ-GE is designed for longitudinal mounting and rear-wheel-drive. All of these models only came with a 4-speed automatic transmission; no manual gearbox option was offered.<ref name=autospeed />

=== 1JZ-GTE ===
[[File:1JZ-GTE_in_a_1991_Toyota_Mark_II_2.5GT_Twin_Turbo.jpg|thumb|1JZ-GTE (non VVT-i) in a 1991 Toyota Mark II 2.5GT Twin Turbo]]
[[File:1JZ-GTE VVT-i engine in 1989 Toyota Cressida.jpg|thumb|Third Generation 1JZ-GTE [[VVT-i]] transplanted into a 1989 MX83 Toyota Cressida]]

The '''1JZ-GTE''' is a twin-turbocharged version of the 1JZ, produced from 1990 to 2007. 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 {{convert|280|PS|kW hp|abbr=on|0}} at 6200 rpm and {{convert|363|Nm||0|abbr=on}} at 4800 rpm. The bore and stroke are the same as for the 1JZ-GE: bore × stroke is {{convert|86x71.5|mm|abbr=on|2}}. 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. In Japan, there was a recall made in order to repair the first generation engines, however this does not apply to 1JZs imported into other countries. 

The third generation of the 1JZ-GTE was introduced around 1996, still as a 2.5-litre turbo, but with Toyota's BEAMS architecture.<ref name="JZX100 Toyota Chaser Promotion">{{cite web|url=https://www.youtube.com/watch?v=khC4uTWXowI | archive-url=https://web.archive.org/web/20140523212503/http://www.youtube.com/watch?v=khC4uTWXowI| archive-date=2014-05-23 | url-status=dead|title=1996 TOYOTA CHASER |publisher=YouTube |date=2009-02-19 |access-date=2012-01-27}}</ref> 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.<ref name="The Development of a New Turbocharged Engine with an Intelligent Variable Valve Timing System and New High Efficiency Turbocharger (連続可変バルブタイミング機構付きターボインジンの開発*),(*Jun. 28th, 1996)">{{cite web|url=http://www.3sgte.com/1JZGTE.htm |title=The Development of a New Turbocharged Engine with an Intelligent Variable Valve Timing System and New High Efficiency Turbocharger |publisher=3sgte.com |date=1996-06-28 |access-date=2012-01-27}}</ref> 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 {{convert|280|PS|kW hp|0|abbr=on}} at 6200 rpm, torque was increased by {{convert|20|Nm|0|abbr=on}} to {{convert|379|Nm|0|abbr=on}} at 2400&nbsp;rpm. These improvements resulted in increased engine efficiency that reduced fuel consumption by 10%. The adoption of VVTi, 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, Blit), the Crown Athlete V (JZS171) and in the later JZZ30 Soarer, as the JZA70 Supra had long been discontinued at this time.

Applications:
* [[Toyota Chaser]]/[[Toyota Cresta|Cresta]]/[[Toyota Mark II|Mark II]] 2.5GT Twin Turbo (JZX81)
* [[Toyota Chaser]]/[[Toyota Cresta|Cresta]]/[[Toyota Mark II|Mark II]] Tourer V/Roulant G (JZX90, JZX100)
* [[Toyota Mark II]] iR-V (JZX110)
* [[Toyota Mark II Blit]] iR-V (JZX110W)
* [[Toyota Soarer]] 2.5 GT-T(JZZ30)
* [[Toyota Supra (A70)|Toyota Supra MK III]] 2.5 Twin Turbo (R) (JZA70)
* [[Toyota Verossa]] VR25 (JZX110)
* [[Toyota Crown]] Athlete V (JZS171 sedan and JZS171W wagon)

{{anchor|Direct Injection FSEs}}<!-- old title -->

=== 1JZ-FSE ===
Around 2000, Toyota introduced what are quite probably the least-recognized members of the JZ engine family: the '''FSE''' [[Direct fuel injection|direct injection]] variants. These FSE 1JZ and 2JZ engines are aimed at achieving minimal emissions and fuel consumption together with no loss of performance.<ref name="1JZ-FSE 75 years">{{cite web |url=https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60005748/index.html |title=Crown Royal/Crown Athlete |publisher=Toyota |website=75 years of Toyota |year=2012 |access-date=2023-05-25}}</ref>

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 {{convert|147|kW|PS hp|0|abbr=on}} and {{convert|250|Nm|lbft|abbr=on|0}} – virtually the same as the conventional VVT-i 1JZ-GE. The 1JZ-FSE is always used with an automatic transmission.

Applications:
*[[Toyota Mark II (X110)|Mark II]]
*[[Toyota Mark II Blit|Mark II Blit]]
*[[Toyota Brevis|Brevis]]
*[[Toyota Progres|Progres]]
*[[Toyota Verossa|Verossa]]
*[[Toyota Crown (S170)|Crown]]<ref name="1JZ-FSE 75 years"/>