Which layout do you have?
Non VVT-i JZ engines come with one of two timing sensor setups:
- Crank and cam sensors: every turbo version, and some naturally aspirated ones. The crank sensor sits near the alternator and reads a 12-tooth wheel built into the crank timing belt gear. Two single-tooth cam sensors live on the head.
- Distributor: some naturally aspirated engines such as the 2JZ-GE. All the timing sensors are inside the distributor.
If your engine has VVT-i, the crank wheel is different, so use our 2JZ VVT-i trigger guide instead. General engine info is in our 2JZ / 1JZ engine notes.
Crank sensor wiring
Both crank and cam sensors are two-wire reluctor (magnetic) types. The crank sensor goes to the Haltech Trigger 4-core shielded cable:
| Haltech wire | Sensor pin |
|---|---|
| Yellow (Trigger +) | Pin 1 |
| Green (Trigger -) | Pin 2 |
Cam sensors: G1 or G2
There are two single-tooth reluctor cam sensors on the intake side of the head, near the injectors. G1 sits about halfway along the engine and G2 is toward the back. You only need one. Haltech terminated harnesses use G2, and we'd stick with that unless you have a reason not to.
| Haltech wire | Sensor pin |
|---|---|
| Yellow (Home +) | Pin 1 |
| Green (Home -) | Pin 2 |
On factory wiring, including when you run a plug-in adapter harness, pin 2 of each sensor goes to signal ground rather than to a dedicated negative wire. In that case, set the Ground Reference to Enabled for both Trigger and Home in the trigger setup.
2JZ-GE distributor wiring
The distributor holds three reluctor pickups that all share one common return wire, called G-:
- NE: a 24-tooth pickup that gives crank position.
- G1 and G2: two sensors reading a single-tooth wheel. Only one is needed.
| Distributor pin | Signal | Goes to |
|---|---|---|
| Pin 1, black (NE) | Trigger + | Trigger 4-core, yellow |
| Pin 2, red (G1) | Home + | Home 4-core, yellow |
| Pin 3, white (G2) | Not used | Leave unconnected |
| Pin 4, green (G-) | Shared return | Signal ground, via the Trigger 4-core blue wire |
Because the return is shared and grounded, the Trigger and Home ground settings need to be enabled on this engine as well.
Trigger settings and TDC offset
With the crank and G2 cam sensor, set the trigger as a 12-tooth crank with a single-tooth home, both reluctor. The reference setup uses a TDC offset of 5 with the G2 sensor.
Using G1 instead? Its tooth is a full engine rotation away, so add 360 to the offset, giving 365.
Whichever sensor you use, treat the offset as a starting point. Lock the timing, check it with a timing light and adjust until the light matches the ECU. Our ignition timing calibration guide explains the process. If you'd like the full trigger configuration screenshots, ask us and we'll send them with advice for your build.
Troubleshooting
| Symptom | Usually |
|---|---|
| No RPM while cranking | Crank sensor polarity reversed, or ground reference wrong for factory wiring |
| RPM shows but no sync | Home sensor wiring or polarity, or the wrong cam sensor connected |
| Timing out by a large amount | G1 used with the G2 offset, or the other way round |
| Intermittent sync loss at high RPM | Shield not grounded, or the trigger cable run beside ignition wiring |
A scope or trigger log answers most of these fast. See checking crank and cam sensors. For factory-style plugs, we stock the 2JZ crank and cam plug and pin kit.
FAQ
Can I use the G1 sensor?
Yes. Just add 360 to the TDC offset and confirm with a timing light.
Does this apply to the 1JZ?
Non VVT-i 1JZ engines use the same 12-tooth crank and single-tooth cam idea, but always verify your offset with a timing light.
