Toyota Engine Block Casting Numbers
221, 260, 289, 302The 221, 260, 289 were originally designed for the Fairlane and produced only in the Cleveland engine plant from 1962-1965. The 289 casting number for all 289s was C4OE-6015-C (later an F suffix).
In 1965, this number was changed to C5AE-6015-E for the 289 2V, 4V and Hi-Po (note the change to full size Ford designation and 6 bolt bell housings).In mid-year 1966 the Windsor plant also began producing 289s. The casting numbers for these were (C6AE-6015-C with a '289' and 'WF' in the lifter valley. In 1967 both Cleveland and Windsor produced 289s using earlier year casting numbers but with updated date codes. These two blocks were interchangeable, but there were probably some minor differences. Near the end of the 1967 production run, Cleveland ran out of 289 blocks and substituted their new 302 block, C8-OE-6015-A and marked with 302 in the lifter valleys. This block wasn't intended to see action until 1968.Note these 302 casting numbers returned to the intermediate size Ford or Fairlane lineage. Hence, a late model 289 coming from the Cleveland plant might have a 302 block with 289 innards.
The Windsor plant had an abundance of 289 blocks for 1967. In 1968 Cleveland only made 302s, while Windsor continued with the 289s. It appears Windsor also tooled up for 302s but the plug was pulled before they got to make any.They did however, design and produce a 302 block that was used on 289s after the stock of 289 blocks was depleted.
The number was C8AE-6015-B with 302 marking in the lifter valley. At the very end of the model year some additional 289 blocks must have been discovered as the older C6AE-6015-C blocks appeared again.
In 1969 Cleveland continued with 302 production. Windsor dropped 289 production and took up the 351.
In 1970 Cleveland came out with its newly designed 351.In short:C8AE-6015-B is a 302 block from the Windsor plant that was used in 1968 on a 289.C8OE-6015-A is a 302 block from Cleveland from a 1967 289 or a 1968 or later 302 (check date code).There is no code stamped on the block itself that can be used to identify the cubic inch displacement of the block. Casting numbers can be helpful, but some blocks used several different casting numbers, and in some cases, one casting is not interchangeable with the other. Engines are identified by a tag attached to the engine. This tag is used on all late 1964-1970 models and located under the coil attaching bolt.
On the tag is the displacement, assembly plant, model year, change level, engine code (useful in identifying high performance engines) and date of production. This tag is easily lost or replaced with a fake tag, so don't rely solely on the tag for identification.Cylinder HeadsCasting numbers for cylinder heads may change from year to year. For example, the code may be cast as C6ZZ-A in 1966 and C8ZZ-A in 1968 even though they are the same cylinder head.
Special heads are required with emission controls from 1965-1966 for the emission system to operate properly.Beginning in 1967, all heads have provisions for emission control systems. Casting numbers are usually the same or nearly the same as the part number.
Toyota Engine Block Numbers
Toyota 1JZ engine modifications and differences1. The 1JZ-FSE D4 modification (2000 – 2007) is a 1JZ motor with a direct injection system. It has the 11 compression ratio, its power is 200 HP at 6000 rpm, its torque is 250 Nm (184 lb.ft) at 3800 rpm.2. The 1JZ-GE model (1990 – 2007) is a more widely spread 1JZ naturally aspirated modification. The first type was introduced till 1996 with the 10 compression ratio. The motors develop 180 horsepower at 6000 rpm and have a torque of 235 Nm (173 lb.ft) at 4800 rpm. Since 1996 the 1JZ-GE engines were added with a VVTi-system, altered connecting rods, and improved cylinder head.
Compression ration rose to 10.5, ignition system distributor was replaced with 3 ignition coils, etc. The 1JZ-GE Gen 2 capacity rose to 200 horsepower at 6000 rpm and its torque is 251 Nm (185 lb.ft) at 4000 rpm3. The 1JZ-GTE type (1990 – 2007) is a 1JZ-GE turbocharged modification. The 1JZ-GTE Gen 1 engine was equipped with two CT12A turbochargers operating at a boost pressure of 10 psi (0.7 bar). The 1JZ-GTE is different from the 1JZ-GE. It has got new pistons fitted to 8.5 compression ratio with reinforced connecting rods applied. Moreover, it was improved with a Yamaha kind of a cylinder head.
The 1JZ stock camshafts have the following specs: 224/228 deg. Duration and 7.69/7.95 mm lift. The 1JZGTE stock fuel injectors are 380 cc.The 1JZ-GTE Gen 1 engine’s capacity is 280 horsepower at 6200 rpm and its torque is 363 Nm (268 lb.ft) at 4800 rpm.In 1996 the motor was upgraded.
In the engine 1JZ-GTE BEAMS two turbochargers were replaced with a single CT-15B. The engine was also added with a VVTi system and compression ratio rose to 9. The 1JZ-GTE Gen 2 capacity is 280 horsepower at 6200 rpm with a torque of 378 Nm (280 lb.ft) at 2400 rpm. Toyota 1JZ engine problems and malfunctions1. The 1JZ doesn’t want to start. It is caused by spark plugs.
Toyota Engine Block Number Check
You must screw them out and dry. If it doesn’t help, you have to buy new spark plugs. The 1JZ mustn’t be washed. It is susceptible to frosts. You should take that in consideration.2.
Chevrolet Engine Block Casting Numbers
It is resulted by the above-mentioned things. Check the ignition coils. If your engine has a VVTi, you should inspect the VVTi valve.3. The VVTi valve must be replaced and everything will be sorted out. Other causes are the following: bad idle control valve sensor and throttle body. Cleanse them and everything will get sorted out.4.
High fuel consumption in the 1JZ. If any, you need to check the oxygen sensor and MAF sensor.5. Knocking sound. The 1JZ VVTi engine’s noise is often caused by the VVTi system.
The VVTi lifespan isn’t that long. Besides, unadjusted valves and connecting rod bearings can also knock.Noise can be resulted by the timing belt tensioner bearing. You can solve the problem by replacing the tensioner bearing6.
High oil consumption. That mustn’t surprise you. Perhaps, the 1JZ is old enough and its valve stem seals and piston rings need replacing.Moreover, the 1JZ water pump and viscous couplings are frequently disarranged. The 1JZ-FSE high pressure fuel pump (HPFP) is disarranged each 50,000 – 60,000 miles (80,000 – 100,000 km) of mileage.
Nevertheless, most troubles were caused by engine aging and inappropriate usage.A good and properly maintained 1JZ has a long life and can run longer than 300,000 miles (500,000 km) of mileage. Toyota 1JZ engine tuning 1JZ Turbo. Twin turboWhile tuning the 1JZ, one should use a turbocharger to intensify capacity.
That is the only right way. It is no sense upgrading the 1JZ-GE and 1JZ-GTE. The two engines have the same crankshaft, but the 1JZ-GTE cylinder block differs with its oil ports and injectors. Besides, it is more expensive to assemble the devise, than to buy a new Toyota 1JZ-GTE engine. They do not cost very much.If you are itching to buy a naturally aspirated 1JZGE engine, you should get performance camshafts (duration 272 deg), port-and-polish of the cylinder head, cold air intake, 1JZ-GTE throttle body, and purchase a performance exhaust system 2.5″.
Using all those items together with ECU aftermarket details, you will increase capacity to 250 horsepower. It would be easier to purchase a new 1JZ-GTE for swap.It is no use upgrading the 1JZ and turning it into the.
The 2JZ block is 14 mm higher, so you will have to acquire short connecting rods. As a result, you will get extreme tensions on the connecting rods and cylinder walls, inclination to high oil consumption and so on. All the things spoil a powerful motor. 1JZGTE Tuning guideThe first step of the 1JZGTE performance tuning is simply boosting up. For that, you need to acquire a Walbro 255 lph fuel pump, downpipe, performance exhaust system 3″, and air filter.It would be enough for increasing boost pressure on the stock ECU from 10 psi (0.7 bar) to 13 psi (0.9 bar). The next what you have to do is acquiring a Blitz ECU (or another one), boostcontroller, blow-off, intercooler and increase boost pressure up to 17 psi (1.2 bar).That is a maximal boost pressure of stock turbochargers.
It is enough to develop about 400 horsepower.If you need more power, you should replace the stock turbocharger with a single turbo.It would be easier to get a turbokit developed specially for the 1JZ-GTE and made out of the Garrett GTX3076R. You should also buy a thickened 3 row radiator, oil cooler, air filter, 80 mm throttle body, Walbro 400 lph fuel pump, armored fuel hoses, 800 cc injectors, camshafts (duration 264 deg.), and performance exhaust systems 3.5″. The APEXI PowerFC or AEM Engine Management Systems will perfectly serve as an ECU.Such aftermarket parts will generate to 550 – 600 horsepower. If you car is fitted with an automatic transmission, you need to reinforce it.If it isn’t enough, you should look for a turbokit designed out of the Garrett GTX3582R specially for the 1JZ-GTE. Moreover, you will have to buy forged pistons and reinforced Carrillo connecting rods with 1000 cc injectors, do head porting and increase capacity to 700 – 750 horsepower.The Garrett GT4202 turbocharger and nitrous oxide system will help you to make the 1JZ and will easily reach 1000+ horsepower.They usually use a hybrid type of engine like the 1JZ + 2JZ to get more power. The most crucial thing is to bolt the 1JZ cylinder head on the 2JZ cylinder block.
The motor is called 1.5JZ.