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.

AMC Complete Built Cylinder Head 3 Litre 1KZTE. Why do you need the old unit back if the casting is cracked? 1KZT & 1KZ-TE Cylinder Head Gasket. 1KZ-TE Toyota engine. 1KZ-TE: Cracked cylinder head. As a result of overheating, the 1KZ-TE is susceptible to cracked cylinder heads.

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). 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. 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.

You are right, never buy chinese copy. I did that, it lasted only 4 months/6500 km! All heads are made of aluminium. Then I bought oem Toyota head from Steve OBrien, Engine Company Services Ltd: Complete original Toyota head with Toyota head gasket (complete kit with recycled camshaft/valves, included bolts and other gaskets) was £899 about 1,5 years ago. I had to send the old camshaft and valves to them. What I have heard and understood, AMC heads are even better than original. You can get those from Roughtrax.

Click to expand.When I had my cracked head last year with the old radiator I would use up water every time the engine runs and I would see the temp gauge moving when going up hills and towing. I have had this cracked hear for nearly 3 years now. Last year I replaced the radiator and it does not use up any water when running around, only when towing and pushing it hard on the motorway.

When I replace this head, I will put a Intercooler in and maybe a second temp gauge to help monitor the temperature. So would you reccomend a chinease one or should I stick with roughtrax? Ubiart Скачать. Hi, I replaced mine with an AMC unit from Roughtrax. I bought the 'ready-to-fit' option with the cam and valves fitted and shimmed. The head has been fine, but I used a pattern gasket which leaked soon after fitting.

This Spring I replaced the gasket with a genuine Toyota one (and used jointing compound in case there was a low spot somewhere) and have had no trouble since. I also replaced the radiator, water pump and put a 76deg thermostat in. Its been fine towing a double horse trailer with two large horses since then. 1kz t head gaskets leaking?? Jaronimo, I'm not sure that I understand all this..

You have an 80deg thermostat in the top and a modified thermostat in the bottom, how has the lower 'stat been modified?? On the standard set-up there is no restriction to the flow at the top and the lower 'stat is 82deg C. The problem seems to be that the top gets too hot under sudden loads and the bottom doesn't get hot enough to open the 'stat. With the lower 'stat closed, the coolant can circulate around the block.

With the lower stat open the flow from the bottom of the block is stopped and coolant circulates from the bottom of the radiator, past the oil cooler (hidden behind the oil filter) around the head and out of the top to the radiator. Durgesh Nandini Bengali Serial. Presumably the system relies on thermosyphon to let cool coolant replace hot coolant at the bottom of the block. If your lower 'stat is stopping the flow from the radiator, your top 80deg C 'stat won't make any difference as it will open way before the lower one. I'd be inclined to put a 76deg C 'stat in the bottom - but I think the top stat will still be redundant - unless, of course, you have done something clever to the lower 'stat. I await an explanation with interest!