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1jz swap on 2002 5 lug taco any advice or comments?

Discussion in 'Street Trucks' started by tacowhore, Aug 5, 2012.

  1. Aug 5, 2012 at 10:15 PM
    #1
    tacowhore

    tacowhore [OP] Active Member

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    i have the itch to beef up my taco. wondering what everyone thinks about a 1jz swap?

    IMG_1238.jpg
     
  2. Aug 5, 2012 at 10:22 PM
    #2
    whippersnapper02

    whippersnapper02 Well-Known Member

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    Do it! Maybe check customtacos.com for similar builds so you have an idea of what you are getting into.
     
  3. Aug 6, 2012 at 2:35 AM
    #3
    IDtrucks

    IDtrucks Just out for a rip are ya bud?

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    That would be bad ass. Check out supra trucks for their 2jz swap SR.
     
  4. Aug 6, 2012 at 7:41 AM
    #4
    tacowhore

    tacowhore [OP] Active Member

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    is there much difference between the 2jz and the 1jz?
     
  5. Aug 6, 2012 at 8:17 AM
    #5
    whippersnapper02

    whippersnapper02 Well-Known Member

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    2.5 liters(1j) vs 3.0(2j).

    The The 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 metric horsepower (210 kW) at 6200 rpm and 363 newton metres (268 lbf·ft) at 4800 rpm respectively. 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 motors (possibly the head design), hence the Yamaha badging on certain parts of the motor, 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 1JZ's 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 1JZ's 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 BEAMS architecture.[2] 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.[3] The turbo setup changed from parallel twin turbo (CT12x2) to a single turbo (CT 15B). 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 metric horsepower (210 kW) 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.
    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 metric horsepower (210 kW) at 6200 rpm and 363 newton metres (268 lbf·ft) at 4800 rpm respectively. 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 motors (possibly the head design), hence the Yamaha badging on certain parts of the motor, 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 1JZ's 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 1JZ's 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 BEAMS architecture.[2] 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.[3] The turbo setup changed from parallel twin turbo (CT12x2) to a single turbo (CT 15B). 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 metric horsepower (210 kW) 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.



    The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation 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 RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships,
    For all road car applications, two gearboxes were available for the engine:

    The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers 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 not the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio) and oil spray nozzles to aid in cooling the pistons. However, other 2JZ-GE equipped models (Aristo, Altezza, Mark II) share a different part number for connecting rods. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.
    The addition of twin turbochargers, jointly developed by Toyota with Hitachi, 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 kgm (435 Nm, 320 lbft) at 4000 rpm to be later recited as 46.0 kgm (451 Nm, 333 lbft) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement 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/min for export, 440 cc/min for Japanese). 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).

    http://en.wikipedia.org/wiki/Toyota_JZ_engine
     
  6. Aug 6, 2012 at 3:53 PM
    #6
    IDtrucks

    IDtrucks Just out for a rip are ya bud?

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    yes
     
  7. Aug 6, 2012 at 3:55 PM
    #7
    DanglingFury

    DanglingFury Creeper

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    Why not just weld an inline twin onto the front of your current motor? Helluva lot easier
     
  8. Aug 6, 2012 at 3:59 PM
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    DanglingFury

    DanglingFury Creeper

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    I've always been interested in dropping an inline N/A 6 cylinder into my taco....
     
  9. Aug 6, 2012 at 10:11 PM
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    tacowhore

    tacowhore [OP] Active Member

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    im a noob, inline twin?
     
  10. Aug 7, 2012 at 1:42 AM
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    Az lowtacoma

    Az lowtacoma Mini Truckin'

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    I would say personally if you're thinking about engine swapping do a 2jz-gte. The 2jz will result in more horsepower and is the better engine of the two and it's not that much different price wise so it'd be silly to go with a 1jz
     
  11. Aug 7, 2012 at 12:11 PM
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    tacowhore

    tacowhore [OP] Active Member

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    I haven't looked into the 2jz mainly because I was concerned about the price!
     
  12. Aug 7, 2012 at 2:24 PM
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    05RedTaco

    05RedTaco Nom Nom Nom

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    LOL if you don't have deep wallet don't attempt engine swap and leave your truck alone.
     
  13. Aug 7, 2012 at 3:20 PM
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    Az lowtacoma

    Az lowtacoma Mini Truckin'

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    Well I'd assume from what I've seen a 1jz is probably pretty close to $1000 or so and a 2jz is probably like $2000 or something so the 1000 difference(if you want the most horsepower and the better engine) would be a no brainer. i can't personally afford any of that, but I'd rather go 2j than a 1j
     
  14. Aug 7, 2012 at 3:37 PM
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    Vigo

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    stuff...
    All those motors are more than enough. My friend pulled his 7mgte and put in a 1jz, his supra was quick. I'd get the 1jz over a 2jzge with a turbo kit slapped on it. If its feasible for you, get the 2jzgte, most parts will be easier to find in the states as opposed to sourcing out parts overseas for the 1jz. Install a good headgasket and studs before dropping it in so you won't have to do it later. Just make sure it has enough fuel and you shoudl be fine. Gonna be more power thatn you can put down anyway, sounds like fun!
     
  15. Aug 7, 2012 at 10:48 PM
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    tacowhore

    tacowhore [OP] Active Member

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    nvm aha ive done my research, still not a seasoned vet tho
     
  16. Aug 7, 2012 at 10:51 PM
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    tacowhore

    tacowhore [OP] Active Member

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    i cant get a rebuilt 2jzgte with tranny harness and ecu for 2600
    that do you guys think of that?
     
  17. Aug 7, 2012 at 10:57 PM
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    DanglingFury

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    ^^ Seems like a decent price. By decent I mean average. You also have to remember when you're adding more power, especially to these little 5 lugs you're putting stress on everything else. A stock tranny and clutch would take a shit at some point. And that wimpy 7.5" rearend just isn't enough.

    I know a lot of turbo guys run a mustang/explorer/ranger diff in their trucks. (same bolt pattern for the wheels)
     
  18. Aug 8, 2012 at 1:01 AM
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    mjbtaco

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    you're not really thinking the swap through. its going to be a ton of work to just get the motor in. its not just a bolt in and go type swap. you need to cut up some stuff, beef up your diff, change your drive shaft, get custom mounts made. most likely run a stand alone ecu.

    you're gonna be into it close to 10k because you cant just swap in the motor and be done with it, you need to upgrade your brakes or your truck will never stop, need to beef up your suspension. it's a ton of work. but like i said before, if you have the means to make it happen then go for it. i would LOVE to swap in a 2jz into my truck some day. and like everyone else says, 2jz or nothin.
     
  19. Aug 8, 2012 at 1:07 AM
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    Dmonkey

    Dmonkey Drop it Drop it Low

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    If you can't handle a mostly bolt in turbo setup, you're doomed on an engine swap.
     
  20. Aug 8, 2012 at 6:42 AM
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    tacowhore

    tacowhore [OP] Active Member

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    Well we shall see. I'm still weighing my options. To me tho the swap
    Is preferred for sure. Thanks for all
    Your advice guys
     
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