JDM Camry update, today was productive.

"Decay buys too many beaters" (decay)
07/03/2019 at 01:07 • Filed to: RHD, JDM Camry, Decay's beaters, Toyota Mark ii

Finally got around to working on my Mark ii. I don’t think I ever updated, but the !!!error: Indecipherable SUB-paragraph formatting!!! I bought back in March came in at the end of May. I found out shortly after winning the auction, that the car needed a clutch. (one of the risks of buying a car unseen from across the world)

Anyway, it came in and sure enough the clutch was slipping bad enough that I didn’t really want to drive it more than just to the DMV and back. From that short drive i can tell it’s exactly what I was looking for, super low key. Probably one of the most subtle RHD cars you could drive around

Ordered the parts, but work has really got in the way of me getting anything done on it for the past month. Finally have a break this week and got to tear in today.

Sort of weird to work on something with no documentation or support. I don’t think these were ever sold to an English speaking market, so there aren’t any service manuals and the only English forum for the platform went dark a few years ago. In any case, piecing together info from the mkiii Supra (which shares the r154 transmission) and all the info from people that do 1j swaps into other things, gives me a pretty comprehensive overview of the drivetrain.

So far it’s been a joy to work on, everything is well laid out, easy to get to, and it doesn’t have a spot of rust. Fasteners are coming out cleaner than they do on my 5 year old FR-S. Anyway, today I got to the point where the pressure plate is unbolted and the trans is ready to drop. From what I can see, it appears to be a failed pressure plate. The pp bolts barely had any tension at all, coming fully loose after about a quarter turn. Clutch actually looks ok, surprising for how much slipping it was doing.

Either way, I’ll be doing at least the pp and the clutch. I’ll see how the flywheel looks when I drop the trans tomorrow. Could have is up and running as early as this weekend, but more likely a few weeks if I have to order some more parts.

DISCUSSION (13)

Svend > Decay buys too many beaters
07/03/2019 at 01:30

Have you tried looking for a U.K. based forum on these cars. JDM cars have quite a following here, they are pretty low key but they have a wealth of knowledge if you can find them.

Decay buys too many beaters > Svend
07/03/2019 at 01:32

Only forum that I know of was jzx100.com and it’s dead. I can find text via the wayback machine, but pictorial diys and stuff are gone.

There are a few big global facebook groups that are pretty useful for finding parts and info.

Svend > Decay buys too many beaters
07/03/2019 at 02:21

I recall seeing some car programmes with companies in Manchester , England that specialise in all things JDM, Toyota, Honda, Subaru.

I'm off work for three nights so I'll have a look around the internet.

Decay buys too many beaters > Svend
07/03/2019 at 02:29

Anything you can find would certainly be helpful! Like I said, drivetrain stuff is pretty easy to piece together, but haven't found a good chassis resource yet

Svend > Decay buys too many beaters
07/03/2019 at 02:44

I’ll keep and eye out for any pertaining to a Toyota Mark 2, X90, seventh gen.

There should be lots of information on it as wiki says the Mark 2 Tourer V, ‘was a popular choice between tuners, enthusiasts and drifters’. Due to the Tourer V having a reinforced body, sports suspension and a twin turbo

!!! UNKNOWN CONTENT TYPE !!!

1JZ-GTE in a 1991 Toyota Mark II 2.5GT Twin Turbo

Third Generation 1JZ-GTE VVTi transplanted into a 1989 MX83 Toyota Cressida

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 280 PS (206 kW; 276 hp) at 6200 rpm and 363 Nm (268 lbfft) at 4800 rpm. The bore and stroke are the same as for the 1JZ-GE: bore × stroke is 86 mm × 71.5 mm (3.39 in × 2.81 in). Yamaha may have had a hand in the development or production of these engines (possibly the head design), hence the Yamaha badging on certain parts of the engine, 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 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 and in Japan there was actually a recall in order to repair the first generation engines, though that does not apply to 1JZs 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 (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 280 PS (206 kW; 276 hp) at 6200 rpm, torque was increased by 20 Nm (15 lbfft) to 379 Nm (280 lbfft) 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.

Applications:

Toyota Chaser / Cresta / Mark II 2.5GT Twin Turbo (JZX81)

Toyota Chaser / Cresta / Mark II Tourer V (JZX90, JZX100)

Toyota Verossa / Mark II iR-V (JZX110)

Toyota Soarer 2.5 GT-T(JZZ30)

Toyota Supra MK III 2.5 Twin Turbo (R) (JZA70)

Toyota Verossa VR25 (JZX110)

Toyota Crown Athlete V (JZS171)

Toyota Mark II Blit iR-V (JZX110W)

promoted by the color red > Decay buys too many beaters
07/03/2019 at 03:16

Related: How about AU/NZ forums? I know a lot of ex-Japan cars end up there too.

Decay buys too many beaters > promoted by the color red
07/03/2019 at 03:24

Bits and pieces in various nonspecific car forums and drift forums, but haven’t found anything model specific with the kind of technical depth that one would find on say... A miata forum.

StudyStudyStudy > Decay buys too many beaters
07/03/2019 at 04:50

Ah, good old R154, still super interesting to think about how it is a pull clutch instead of a push. I trust that you know to undo the fork to drop the transmission. Then it is dealer’s choice whether to install the clutch on the transmission or on the engine, part of why I think the factory kit doesn’t come with an alignment tool. I think the torque spec for the PP is like 10lbs. Bolts are TTY and you use loctite. I’ve seen people tightening them by hand and snapping the bolt off so really they aren’t under a lot of torque and can’t handle too much either.

Decay buys too many beaters > StudyStudyStudy
07/03/2019 at 10:40

Is there some trick to removing the fork? Didn’t seem so hard, whack the C clip off from the opposite access hole then remove the pivot shaft. And yeah was amazed at how small those pressure plate screws were. Didn’t know they were TTY, glad I bought new ones to go in.

Another weird quirk, unbolt ing the pressure plate before dropping the trans. when I read that (in an english Toyota Supra Repair Manual) I didn’t understand, not until i was actually under the car working.

Textured Soy Protein > Decay buys too many beaters
07/03/2019 at 17:07

Part of me wants to DD a Tourer V or an Aristo with the 2JZ-GTE. I feel like the Aristo would be easier for US shops to work on since the overall car was sold here as the GS300 and the motor was in the Supra Turbo. But I’m not quite sold on RHD since a lot of parking lots where I live are paid, and drive thrus would be fun.

Decay buys too many beaters > Textured Soy Protein
07/03/2019 at 19:06

I’ll report back once I have mi ne up and running, goal is for it to be a “daily” well... as much of a daily as i need motorcycling everywhere

Future Heap Owner > Decay buys too many beaters
07/04/2019 at 14:07

I’ve only worked on three cars, and not very much on any of them, but the Toyota was definitely the most pleasant. Even though it was a transverse-mounted engine and the American vehicle has loads of room in the engine bay.

Decay buys too many beaters > Future Heap Owner
07/04/2019 at 14:51

Yeah, they definitely thought out service and long term upkeep... Unlike my Subaru :(