1986 TOYOTA SUPRA width

DTC 14 Ignition Signal Circuit
CIRCUIT DESCRIPTION
The ECM determines the ignition timing, turns on Tr1 at a predetermined angle (°CA) before the desired ignition
timing and outputs an ignition signal (IGT) º1º to the igniter.
Since the width of the IGT signal is constant, the dwell angle control circuit in the igniter determines the time
the control circuit starts primary current flow to the ignition coil based on the engine rpm and ignition timing one
revolution ago, that is, the time the Tr
2 turns on.
When it reaches the ignition timing, the ECM turns Tr
1 off and outputs the IGT signal ºOº.
This turns Tr
2 off, interrupting the primary current flow and generating a high voltage in the secondary coil which
causes the spark plug to spark. Also, by the counter electromotive force generated when the primary current
is interrupted, the igniter sends an ignition confirmation signal (IGF) to the ECM.
The ECM stops fuel injection as a fail safe function when the IGF signal is not input to the ECM.
 DTC No. Diagnostic Trouble Code Detecting Condition Trouble Area 
 
 
 
14
 
 
 
 
No IGF signal to ECM for 4 ~ 7 consecutive
IGT signals with engine speed less than
3,000 rpm
 
 
 
 

Open or short in IGF circuit from igniter to
ECM

Igniter

ECM
± ENGINE2JZ±GTE ENGINE TROUBLESHOOTINGEG±519

DTC 14 Ignition Signal Circuit
CIRCUIT DESCRIPTION
The ECM determines the ignition timing, turns on Tr1 at a predetermined angle (°CA) before the desired ignition
timing and outputs an ignition signal (IGT) º1º to the igniter.
Since the width of the IGT signal is constant, the dwell angle control circuit in the igniter determines the time
the control circuit starts primary current flow to the ignition coil based on the engine rpm and ignition timing one
revolution ago, that is, the time the Tr
2 turns on.
When it reaches the ignition timing, the ECM turns Tr
1 off and outputs the IGT signal ºOº.
This turns Tr
2 off, interrupting the primary current flow and generating a high voltage in the secondary coil which
causes the spark plug to spark. Also, by the counter electromotive force generated when the primary current
is interrupted, the igniter sends an ignition confirmation signal (IGF) to the ECM.
The ECM stops fuel injection as a fail safe function when the IGF signal is not input to the ECM.
 DTC No. Diagnostic Trouble Code Detecting Condition Trouble Area 
 
14
 
  No IGF signal to ECM for 6 consecutive IGT
 
 
Open or short in IGF OR IGT circuit from igniter
to ECM
 
 
14 
 
No IGF signal to ECM for 6 consecutive IGT
signals 
 
to ECM

Igniter

ECM
± ENGINE2JZ±GE ENGINE TROUBLESHOOTINGEG±413

(d) Check the valve overall length.
Standard overall length:
Intake
98.29±98.79 mm (3.8697±3.8894 in.)
Exhaust
98.84±99.34 mm (3.8913±3.9110 in.)
Minimum overall length:
Intake
98.19 mm (3.8657 in.)
Exhaust
98.74 mm (3.8874 in.)
If the overall length is less than minimum, replace the valve.
(e) Check the surface of the valve stem tip for wear.
If the valve stem tip is worn, resurface the tip with a grinder
or replace the valve.
NOTICE: Do not grind off more than the minimum overall
length.
8. INSPECT AND CLEAN VALVE SEATS
(a) Using a 45° carbide cutter, resurface the valve seats.
Remove only enough metal to clean the seats.
(b) Check the valve seating position.
Apply a thin coat of prussian blue (or white lead) to the valve
face. Lightly press the valve against the seat. Do not rotate
the valve.
(c) Check the valve face and seat for the following:
wIf blue appears 360° around the face, the valve is
concentric. If not, replace the valve.
wIf blue appears 360° around the valve seat, the guide
and face are concentric. If not, resurface the seat.
wCheck that the seat contact is in the middle of the valve
face with the following width:
Intake
1.0±1.4 mm (0.039±0.055 in.)
Exhaust
1.2±1.6 mm (0.047±0.063 in.)
If not, correct the valve seats as follows:
wIf the seating is too high on the valve face, use 15° and
45° cutters to correct the seat.
± ENGINEENGINE MECHANICALEG±55

CYLINDER BLOCK ASSEMBLY
HINT:
wThoroughly clean all parts to be assembled.
wBefore installing the parts, apply new engine oil to all
sliding and rotating surfaces.
wReplace all gaskets, O±rings and oil seals with new
parts.
NOTICE: Apply a generous amount of oil on the sliding surface
of the bearing, and not on the back of it or on the surface to
which it is installed.
1. 2JZ±GTE:
INSTALL OIL NOZZLES (WITH RELIEF VALVES)
Using a 5 mm hexagon wrench, install the oil nozzle with the
bolt. Install the 6 oil nozzles.
Torque: 8.8 NVm (90 kgfVcm, 78 in.Vlbf)
2. INSTALL MAIN BEARINGS
HINT:
wMain bearings come in widths of 20.0 mm (0.787 in.) and
23.0 mm (0.906 in.). Install the 23.0 mm bearings in the
No.1 cylinder block journal position with the main
bearing cap. Install the 20.0 mm bearings in the other
positions.
wUpper bearings have an oil groove and oil holes; lower
bearings do not.
(a) Align the bearing claw with the claw groove of the main
bearing cap or cylinder block.
NOTICE: Install the bearing with the oil hole in the cylinder
block.
(b) Install the bearings in the cylinder block and main bearing
caps.
± ENGINEENGINE MECHANICALEG±117

SERVICE SPECIFICATIONS
SERVICE DATA
 
 
 
 
 
Compression
pressure 
 
 
 
 
at 250 rpm STD 2JZ±GE
2JZ±GTE
Minimum 2JZ±GE
2JZ±GTE
Difference of pressure between each cylinder 
 
 
 
 
1,275 kPa (13.0 kgf/cm2, 185 psi) or more
1,079 kPa (11.0 kgf/cm2, 156 psi) or more
1,079 kPa (11.0 kgf/cm
2, 156 psi)
883 kPa (9.0 kgf/cm
2, 128 psi)
98 kPa (1.0 kgf/cm2, 14 psi) or less
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Valve
clearance 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
at cold Intake
Exhaust
Adjusting shim (for repair part) Mark 2500
Mark 2.550
Mark 2.600
Mark 2.650
Mark 2.700
Mark 2.750
Mark 2.800
Mark 2.850
Mark 2.900
Mark 2.950
Mark 3.000
Mark 3.050
Mark 3.100
Mark 3.150
Mark 3.200
Mark 3.250
Mark 3.300 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
0.15±0.25 mm (0.006±0.010 in.)
0.25±0.35 mm (0.010±0.014 in.)
2.500 mm (0.0984 in.)
2.550 mm (0.1004 in.)
2.600 mm (0.1024 in.)
2.650 mm (0.1043 in.)
2.700 mm (0.1063 in.)
2.750 mm (0.1083 in.)
2.800 mm (0.1102 in.)
2.850 mm (0.1122 in.)
2.900 mm (0.1142 in.)
2.950 mm (0.1161 in.)
3.000 mm (0.1181 in.)
3.050 mm (0.1201 in.)
3.100 mm (0.1220 in.)
3.150 mm (0.1240 in.)
3.200 mm (0.1260 in.)
3.250 mm (0.1280 in.)
3.300 mm (0.1299 in.)
 Ignition timing w/ Terminals TE1 and E1 connected of DLC1 105 BTDC @ idle
 
 Idle speed 
 2JZ±GE
2JZ±GTE 
 700 + 50 rpm
650 + 50 rpm
 
 
 
Intake
Manifold
Vacuum 
 
 
at idle speed 2JZ±GE
2JZ±GTE 
 
 
66.6 kPa (500 mmHg, 19.7 in.Hg) or more
60 kPa (450 mmHg, 17.7 in.Hg) or more
 
 Timing belt
Tensioner 
 Protrusion (from housing side) 
 8.0±8.8 mm (0.315±0.346 in.)
 
 
 
 
 
 
 
 
 
 
 
 
Cylinder head 
 
 
 
 
 
 
 
 
 
 
 
Warpage
Cylinder block side Maximum
Intake manifold side Maximum
Exhaust manifold side Maximum
Valve guide bore diameter STD
O/S 0.05
Valve seat
Refacing angle
Contacting angle
Contacting width Intake
Exhaust
Cylinder head bolt diameter STD
Minimum 
 
 
 
 
 
 
 
 
 
 
 
0.10 mm (0.0039 in.)
0.10 mm (0.0039 in.)
0.10 mm (0.0039 in.)
10.985±11.006 mm (0.4325±0.4333 in.)
11.035±11.056 mm (0.4344±0.4353 in.)
155, 455, 605
455
1.0±1.4 mm (0.039±0.055 in.)
1.2±1.6 mm (0.047±0.063 in.)
10.8±11.0 mm (0.425±0.433 in.)
10.7 mm (0.421 in.)
± ENGINEENGINE MECHANICALEG±135