With an 8.5:1 static compression ratio, the factory quoted power and torque outputs
are 280 metric horsepower (210 kW) at 6200 rpm and 363 Newton metres (268 lbf·ft) at 4800 rpm respectively.
The bore and stroke are the same as for the 1JZ-GE: 86 mm (3.39 in) bore × 71.5 mm (2.81 in) stroke.
Yamaha may have had a hand in the development or production of these motors (possibly the head design), hence the Yamaha badging on certain parts of the motor, 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 vapour 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.