Toyota 1JZ-GTE/GE/FSE Engine Specs, Problems & Reliability


Toyota 1JZ-GTE/GE/FSE Engine Specs

Here in this article, you will learn about the Toyota 1JZ-GTE/GE/FSE Engine Specs, Problems, Reliability, and Cylinder Heads. Let’s discuss the Toyota 1JZ-GTE/GE/FSE Engine, Valvetrain, performance, and Reviews.

From 1999 until 2007, the Tahara Plant in Japan manufactured the 2.5-litre Toyota 1JZ-FSE engine, which was used exclusively in the rear- and all-wheel-drive versions with an automatic transmission.


The unique D4 direct fuel injection technology is what sets this engine apart from the competition.

The cast-iron block and aluminium cylinder head of the Toyota 1JZ-FSE engine are driven by two belt-driven overhead camshafts, and each cylinder has four valves (24 in total).

The 1JZ-FSE uses Toyota’s D4 direct injection and VVT-i technology (variable valve timing with intelligence).

The engine has a stroke of 71.5 mm (2.81 in) and a bore of 86.0 mm (3.39 in). The ratio of compression to volume is 11 to 1.


Toyota 1JZ Engine

The breakdown of the engine code is as follows:

  • 1 – 1-st generation engine
  • JZ – Engine family
  • F – Economy narrow-angle DOHC
  • S – Gasoline direct injection system (D-4)
  • E – Multi-Point Fuel Injection
Displacement, cc
2,492 cc (152.1 cu in)
Cylinder block material
Cast iron
Toyota Crown, Toyota Mark II, Toyota Supra, Toyota Brevis, Toyota Chaser, Toyota Cresta, Toyota Mark II Blit, Toyota Progres, Toyota Soarer, Toyota Tourer V, Toyota Verossa
Oil change interval, mile
10,000 (15,000 km) / 12 months
Engine oil capacity, liter 5.4 l (5.7 qt) – 1JZ-GTE/GE 2WD Mark 2, Cresta, Chaser
Engine oil weight SAE 5W-30 – non turbo;
SAE 10W-30 Synthetic Motor Oil – turbo engines
Firing order 1-5-3-6-2-4
Engine weight 455 lbs (207 kg)
Torque, lb ft 173-280 lb-ft (235-379 Nm)/4,000-4,800
Compression Ratio 11.0:1 – 1JZ-FSE
10.0:1 – 1JZ-GE
10.5:1 – 1JZ-GE VVT-i
8.5:1 – 1JZ-GTE
9.0:1 – 1JZ-GTE VVT-i
Type of internal combustion engine Four-stroke, naturally aspirated/turbocharged
Stroke, mm 71.5 mm (2.81 in)
Bore, mm 86.0 mm (3.39 in)
Valvetrain layout DOHC
Valves per cylinder 4
Number of cylinders 6
Configuration 6
Fuel system Multiport sequential fuel injection (SFI);
Direct injection
Cylinder head material Aluminium
Production years

Cylinder block

Cylinder block alloy Cast-iron
Compression ratio: 11:1
Cylinder bore: 86.0 mm (3.39 in)
Piston stroke: 71.5 mm (2.81 in)
Number of piston rings (compression / oil): 2 / 1
Number of main bearings: 7
Cylinder inner diameter (standard): 86.000-86.013 mm (3.3858-3.3863 in)
Piston skirt diameter (standard): 85.935-85.945 mm (3.3832-3.3836 in)
Piston pin outer diameter: 21.997-22.006 mm (0.8660-0.8664 in)
Piston ring side clearance: Top 0.040-0.080 mm (0.0016-0.0031 in)
Second 0.030-0.070 mm (0.0012-0.0028 in)
Piston ring end gap: Top 0.27-0.37 mm (0.0106-0.0146 in)
Second 0.37-0.45 mm (0.0146-0.0185 in)
Oil 0.10-0.40 mm (0.004-0.0157 in)
Crankshaft main journal diameter: 62.000 mm (2.4410 in)
Crankpin diameter: 52.000 mm (2.0472 in)
Crankshaft center distance: 35.75 mm (1.4074 in)

Maintenance Data

Valve clearance

Intake valve 0.15-0.25 mm (0.006-0.010 in)
Exhaust valve 0.25-0.35 mm (0.010-0.014 in)

Compression pressure

Standard 13.0 kg/cm2 / 350 rpm
Minimun 11.0 kg/cm2 / 250 rpm
Compression differential limit between cylinders 1.0 kg/cm2 / 250 rpm

Oil system

Oil consumption , L/1000 km (qt. per miles) up to 0.5 (1 qt. per 1200 miles)
Recommended engine oil 5W-30
Oil type API SG or SJ
Engine oil capacity (Refill capacity) 2WD
Without oil filter: 5.1-5.4 l
With oil filter: 5.4-5.7 l



Without oil filter: 4.2 l
With oil filter: 4.5 l

Oil change interval, km (miles) 10,000 (6,000)

Ignition system

Spark plug DENSO: SK20BR11;
Spark plug gap 1.0-1.1 mm (0.039-0.043 in)

Vehicle Applications

Model Years Produced
Toyota Марк II 2000-2007
Toyota Brevis 2001-2007
Toyota Progres 2001-2007
Toyota Crown 1999-2003
Toyota Toyota Mark II Blit 2002-2007
Toyota Verossa 2001-2004

Toyota 1JZ-GTE/GE/FSE Engine Problems & Reliability

When properly maintained, 1JZ engines are quite dependable. On top of that, they are said to be perfect pieces for tweaking and fine-tuning. Several issues with the 1JZ series are worth mentioning.

We should start off by saying that the 1JZ water pump is a highly disposable component. Wet clothes and other moisture scare the engine.

The VVT-i systems of yesteryear are not quite as advanced or reliable as those of today.

When VVT-i fails, the engine has a rough idle, the spark plugs don’t fire properly, and there are weird banging noises coming from the cylinder head.

Ineffective DIS-3 ignition coils are a common contributor to misfires.

Turbochargers on the 1JZ-GTE Gen 1 use ceramic turbine wheels, which can delaminate and fail when subjected to high temperatures and pressures.

One common problem with 1JZ turbos is early turbo failure. Oil consumption is high in 1JZ engines, especially after a significant number of miles have been accumulated, such as more than a couple hundred thousand.

Simple, non-VVT-i 1JZ-GE engines are the most dependable and long-lasting option.

Although they can last for more than 200,000 miles (or 320,000 kilometres), finding a good example of such an antique engine is difficult at this point.

Toyota 1JZ-GTE/GE/FSE Engine Review 

Toyota 1JZ engine is a 2.5-liter inline-six engine manufactured from 1990 until 2007. It is well-known for its durability, reliability and performance capabilities. For a full review, please check this YouTube video Here.

Toyota 1JZ-GTE/GE/FSE Engine FAQ 

Is the 1JZ-GTE a good engine?

Although the 2JZ-GTE has a performance edge thanks to its larger displacement, the 1JZ-GTE has an economic advantage due to its lower retail price. Both engines are excellent.

How much boost can a 1JZ GE handle?

If you mean ‘stock’ as in 100% stock then you can run up to 14psi.

How do I get more power out of my 1JZ?

It’s safe to say that a fast road cam is the single most beneficial mod for the 1JZ, delivering roughly 20% more power. It has been reported that 2JZ cams can be used in this engine with some honed journals.

Why is the 2JZ GTE so good?

In addition, the 2JZ-three-layer GTE’s steel head gasket is well-designed, allowing it to endure significant amounts of boost pressure without rupturing.

Then there’s the exceptionally durable forged steel crankshaft. Finally, Papadakis brings up the girdle at the engine’s base, pointing out how it reinforces the block.


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