1kz Te Cylinder Head Cracked

Introduction First introduced in 1993, Toyota’s 1KZ-TE was a 3.0-litre turbo-diesel four-cylinder engine. Key features of the 1KZ-TE included its alloy cast iron block, aluminium alloy cylinder head, single overhead camshaft, two valves per cylinder, drive-by-wire electronic throttle control and indirect injection. Furthermore, the 1KZ-TE engine had a 4400 rpm redline. For Australia, the 1KZ-TE engine was first introduced in the. For the and, in which the 1KZ-TE produced 96 kW, the engine was fitted with an air-to-air intercooler.

Crankshaft, connecting rods and pistons The 1KZ-TE engine had a fully balanced steel crankshaft that had five journals and operated on aluminium alloy bearings. The connecting rods were made from lightweight carbon steel and each rod had an internal oil passage which supplied an oil gallery in the piston. The small-end connecting rod bearings were tapered to reduce mass, while the big-ends had plastic region tightening bolts to maximise clamping force The pistons were made from aluminium alloy and a FRM (fibre reinforced metal) top ring groove to improve wear resistance. Balance shafts The 1KZ-TE engine had twin counter-rotating balance shafts within the crankcase to cancel the secondary inertia forces that were inherent in an in-line four-cylinder engine. Since each piston reached its maximum speed – both rising and falling – at a point just above the centre of the stroke, the upward inertial force of the two rising pistons was greater than the downward inertial force of the two falling pistons.

To offset this, the twin gear-driven balance shafts counter-rotated at twice the speed of the crankshaft. Injection and combustion The 1KZ-TE engine had electronically controlled, indirect fuel injection via fuel injection nozzles that had a double-cut needle. Fuel was supplied to the injectors via a Denso ‘Generation 3’ (ECD-V3-Rom-D) vane-type fuel pump which featured a spill control valve, timing control valve, fuel temperature sensor, engine speed sensor and correction PROM (Programmable Read Only Memory). Dave godin's deep soul treasures. The 1KZ-TE engine had swirl type combustion chambers with ceramic-tipped glow plugs. Furthermore, the 1KZ-TE engine had a compression ratio of 21.2:1; the firing order was 1-3-4-2. 1KZ-TE: Overheating Overheating of the 1KZ-TE engine requires urgent attention since it can cause the cylinder head to crack. Overheating may be caused by: • Failure of the viscous fan hub – this is generally noticed by temperatures rising when ascending hills or during stop/start traffic on hot days; • Blockage of the radiator; • Seizure of the wastegate actuator resulting in overboost; • A hole in the heater hose; and, • Too much load on the cooling system – a worn torque converter may contribute to this.

I bought a Chinese copy 1KZ-TE cylinder head 4 years ago (directly from factory, excellent deal, but this is another story), drove without a problem additional more than 40 kkm, sold the car, the new owner did another good 20 kkm (nov 2010) and as far as I know the engine still works flawlessly.

To improve the cooling system, common modifications for the LandCruiser Prado upgrading the radiator and fitting larger exhaust systems. 1KZ-TE: Cracked cylinder head As a result of overheating, the 1KZ-TE is susceptible to cracked cylinder heads. Symptoms of a cracked cylinder head include: • Small bubbles in coolant system, pushing coolant into the overflow bottle; • Consumption and discolouration of coolant; • Rapid overheating; • Rough running; and, • A loss of power. If the cylinder head has cracked, the turbocharger is susceptible to overheating – this may cause excessive movement of the shaft and allow the blades to hit the housing. It is recommended that the cylinder head be replaced with a genuine Toyota head since there have been reports of casting faults in non-genuine products. Please note that pressure testing the cylinder head does not always reveal a problem.

Its pretty well known that the Toyota 1KZ-TE 3L turbo diesels are pretty average when it comes to reliabilty in the head department but does any one know why! Endof the day ya lookin at the ole 202 holden--or 3.3 vicyta or 2 fiddy coon and JUST HOW FAR ya can go upz zee hill in top gear [Kiwi mentality-if itz wkn ya not lookin at zee gauges-k] And with a bottom hosed thermostated engine-ya'll naff it Appens eaps-120 horsen power and 1000 horse cooling on load after (x) miles and lack of maintainence. However there are a few japper heads that have been short on structural lonlglevity But -they always were inherently not that robust-even in the top stat dayze we used to pull em apart and triangle brace and 'O' ring em. Back in the shell sport datsun 120Y! Lol-oh and 120y's wern't known fer pinging gskts- BUT 69 HORSEPOWER VERSUS 200 HORSE= Well late model import clogged cooling system NON FAIL SAFE THERMOSTAT and kiwi TUDE. AS in the olde oldenzzzzzz OVERLOADING OR OVERSPEEDING MAY VOID YOUR WARRANTY.