1.5jz vs. 2jz: Advantages? Disadvantages? Info please???
- Thread starter Scalpul
- Start date
well the only reason i have seen for doing a 1.5jz is that the 1jz head flows better
however, this has since been disproven. i believe drjonez has some info on this posted at mkiiitech.com
so a 1.5jz to me is a waste of time.
however, this has since been disproven. i believe drjonez has some info on this posted at mkiiitech.com
so a 1.5jz to me is a waste of time.
Here's something to consider.
You guys are all doing swaps into MA70's and extending the harness.
But my car is a RHD 1JZ car originally, so using the 1JZ head and electronics, as well as the R154 tranny, hydrofan, ecu etc, makes the 3.0 a bolt in affair with no extra wiring or hosing needed.
Also, the 2JZ is not map-based. It costs at least the cost of a SAFC/VPC to get rid of the AFM, if not a standalone. The 1JZ computer can be thrown onto the 3.0 engine, and the car can run a open intake single turbo with no extra piping wiring sensors in the intake tract.
You guys are all doing swaps into MA70's and extending the harness.
But my car is a RHD 1JZ car originally, so using the 1JZ head and electronics, as well as the R154 tranny, hydrofan, ecu etc, makes the 3.0 a bolt in affair with no extra wiring or hosing needed.
Also, the 2JZ is not map-based. It costs at least the cost of a SAFC/VPC to get rid of the AFM, if not a standalone. The 1JZ computer can be thrown onto the 3.0 engine, and the car can run a open intake single turbo with no extra piping wiring sensors in the intake tract.
so that means that u won't hit fuel cut with the 1jz motor, i mean being that it's map based? i'm asking cause there's a 1jz car down here for sale with a t62 and front mount with no fuel upgrades except a fuel pump. it also has a turbosmart wg running 9lbs right now. owner says that the car hits fuel cut?
1.5J advantage: You can go 1J first, then easily change to 1.5JZ when the time is right. Spreading out the cost makes it more affordable.
1.5J disadvantage: The 1J ECU is limited and you will have to make up for the displacement, flow, etc. Basically you will have to get it tuned for big power.
2J advantage: From stock to wild, everything 2J has already been done twice and very well documented. Of the shelf turbo kits, and aftermarket parts. Smog legal possible.
2J disadvantage: Very expensive swap to start with. Less documentation on the swap as the 1J. Using a JDM 2j makes it even works, wiring nightmares, etc. USDM you have to deal with AFM etc.
Each has pros and cons. Basically it comes down to what your goal is.
1.5J disadvantage: The 1J ECU is limited and you will have to make up for the displacement, flow, etc. Basically you will have to get it tuned for big power.
2J advantage: From stock to wild, everything 2J has already been done twice and very well documented. Of the shelf turbo kits, and aftermarket parts. Smog legal possible.
2J disadvantage: Very expensive swap to start with. Less documentation on the swap as the 1J. Using a JDM 2j makes it even works, wiring nightmares, etc. USDM you have to deal with AFM etc.
Each has pros and cons. Basically it comes down to what your goal is.
I agree with 935.
Also, of course you will still hit the fuel cut, it's there for a reason.
It's just a simpler wire-up into a A70, as it was designed to be there from the factory.
My 1.5JZ uses the full OEM harness that was installed in 1990.
Also, of course you will still hit the fuel cut, it's there for a reason.
It's just a simpler wire-up into a A70, as it was designed to be there from the factory.
My 1.5JZ uses the full OEM harness that was installed in 1990.
Definately not.... you can get a running 1.5JZ w/ a BRAND new short block for the same price you can get a USED 2JZ, it all comes down to value. Less work as well.lagged said:
hi lads
the only reason i can see that people started doing a 1.5jz conversion is due to allready having done work or have bolt ons for the 1jzgte head and want a cheap stroker.
i am about to build a 2jz bottom end up to go under my 1j head as i allready have spent money on my aftermarket ecu, fuel rail injectors exhaust manifold etc. i know i have the head working in harmony and flowing very very efficiently. i just want the extra cubes.
on the whole head flow debate. there is a workshop in queensland Australia called hard core racing components who basically will only do 1.5jz's. they have found when fully porting both heads and replacing valves with oversized ferrera valves the 1j head does infact flow more than the 2j head with the same cams, porting and vavle size.
in standard format the 2j head does flow more, but after heavy modifying they have found the 1j head to flow better.
having said that, i havent seen titan rip the head of there supras or pro rear cars to change.
i think if you want a cheap stoker do it. if not put a whole 2j in.
Shane:icon_bigg
the only reason i can see that people started doing a 1.5jz conversion is due to allready having done work or have bolt ons for the 1jzgte head and want a cheap stroker.
i am about to build a 2jz bottom end up to go under my 1j head as i allready have spent money on my aftermarket ecu, fuel rail injectors exhaust manifold etc. i know i have the head working in harmony and flowing very very efficiently. i just want the extra cubes.
on the whole head flow debate. there is a workshop in queensland Australia called hard core racing components who basically will only do 1.5jz's. they have found when fully porting both heads and replacing valves with oversized ferrera valves the 1j head does infact flow more than the 2j head with the same cams, porting and vavle size.
in standard format the 2j head does flow more, but after heavy modifying they have found the 1j head to flow better.
having said that, i havent seen titan rip the head of there supras or pro rear cars to change.
i think if you want a cheap stoker do it. if not put a whole 2j in.
Shane:icon_bigg
garagefujimoto said:
^^^ what he said.....
i would have done a full 2jz, but i found a NA 2jz for very cheap, rebuilt it and used my head on it..... but since i was already wired for the 1jz, i already had a 1jz big single turbo manifold, and all it was just easier to go this route..... plus the r154 with 1jz bellhousing bolts right up... dont you have to beat up the tunnel to get the v160 to fit?
downside was the cams and injectors, but i found a few guys who were able to get me both for a reasonable price
boosted1jz said:^^^ what he said.....
i would have done a full 2jz, but i found a NA 2jz for very cheap, rebuilt it and used my head on it..... but since i was already wired for the 1jz, i already had a 1jz big single turbo manifold, and all it was just easier to go this route..... plus the r154 with 1jz bellhousing bolts right up... dont you have to beat up the tunnel to get the v160 to fit?
downside was the cams and injectors, but i found a few guys who were able to get me both for a reasonable price
nope, pretty sure its been covered that the v160 would fit without beating up the tunnel. but you can also use the r154 with your 1jz bellhosing on the 2jz.
The statement about the 2JZ not being MAP based is only partially true.
In the US/UK the 2JZs are MAF based, but most people get a front clip from Japan where the 2JZ is in fact, equipped with a MAP sensor.
Just something to keep in mind.
In the US/UK the 2JZs are MAF based, but most people get a front clip from Japan where the 2JZ is in fact, equipped with a MAP sensor.
Just something to keep in mind.
lagged said:
yes but that would be only if you started out with a 1jz...... hes talking bout if u are gonna start out with either a 1jz OR start with a 2jz......
Only thing I've seen posted better about the 1J head in comparison to the 2J head is port velocity which helps the engine spool turbos quickly.
for example, people who have used CT12B turbos on their 1J have reported spool time around 4k ish which is very similar to the 2J in TTC mode
for example, people who have used CT12B turbos on their 1J have reported spool time around 4k ish which is very similar to the 2J in TTC mode