The appearance of this engine is inextricably linked with the Toyota Supra model, which appeared in 1986. In 1992, the Supra MK4 was released, which was equipped with an in-line 6-cylinder turbocharged engine 2JZ-GTE. Since then, 23 years have passed, but until now professional teams in motorsport favor this motor. And there are reasons for it. The resource and reliability laid down by the factory laid in the engine huge potential. It is easy and relatively inexpensive to tuning, it can be removed more than 1000 hp, it is durable – everything you need for motorsport.
Technical specs
The first generation 2JZ-GTE engine was introduced in 1991 and was not equipped with a VVT-i system. It is an inline six-cylinder engine with 24 valves and a precise displacement of 2997 cm³. The cylinder diameter and piston stroke are 86 mm each. The power system is injector and the output ranges from 275 to 330 horsepower with 425-440 Nm of torque. The compression ratio of the engine is 8.5 and the fuel is AI-95 gasoline. The engine meets the environmental standards EURO 2.
The second generation of the engine, released in 1997, is already equipped with VVT-i system on the inlet. This engine is also in-line, with six cylinders and 24 valves, with a displacement of 2997 cm³, cylinder diameter and piston stroke of 86 mm each. The power system remains injected, and output ranges from 280 to 330 horsepower with 450-455 Nm of torque. The compression ratio is also 8.5 and AI-95 fuel is used. Environmental standards for the second generation of the engine correspond to EURO 3.
| Parameter | First generation (1991) | Second generation (1997) |
|---|---|---|
| Type | Row | Row |
| Number of cylinders | 6 | 6 |
| Number of valves | 24 | 24 |
| Definite displacement | 2997 cm³ | 2997 cm³ |
| Cylinder diameter | 86 mm | 86 mm |
| Piston stroke | 86 mm | 86 mm |
| Power System | Injector | Injector |
| Power | 275 – 330 hp | 280 – 330 hp |
| Torque | 425 – 440 Nm | 450 – 455 Nm |
| Compression ratio | 8.5 | 8.5 |
| Fuel type | AI-95 | AI-95 |
| Environmental standards | EURO 2 | EBRO 3 |
Maintenance schedule
Keeping the engine in top condition requires regular maintenance. Basic procedures include oil service, timing service and consumables replacement.
The oil service is performed every 10,000 km, with a lubricant volume of 5.6 liters in the engine and about 5.1 liters of 5W-30 or 5W-40 type oil required for replacement.
The timing mechanism of the 2JZ-GTE engine is equipped with a belt drive. The stated belt life is 100,000 km, but in practice it is recommended to replace it every 80 thousand km. If the belt breaks or slips, the valves are not bent. Thermal clearances of valves are adjusted every 100 000 km by selecting washers.
Replacement of consumables also has its norms: air filter is changed every 40 thousand km, fuel filter – every 40 thousand km, spark plugs – every 20 thousand km, auxiliary belt – every 100 thousand km, and antifreeze – every 2 years or 40 thousand km. The filter in the tank, in turn, does not require replacement.
Description
2JZ-GTE in base 3.0L inline six, cast iron block with aluminum block head. In versions for the U.S. maximum from the factory had 320 hp, but it is very easy to remove much more from it
In the US, the 2JZ-GTE, which was completely designed from scratch, was only found in 1993-1998 Supras. It had nothing in common with the 7M-GTE engine from the previous generation Supra.
In Japan, the engine appeared in 1991 under the hood of the Toyota Arista, and stayed on the assembly line until 2002, while the Japanese Supras were being made.
Of course, it is much easier to find the older brother 2JZ-GE on the aftermarket. It is based on the same short block, it is an atmospheric, and it produces only 230 hp. You should stay away from it and look for the turbocharged 2JZ-GTE in the fourth-generation Supra, as well as in the Lexus IS300, GS300 and SC300.
The 2JZ-GTE engine was produced in several variants and can be sourced from a variety of chassis. The most obvious and interesting donor is the turbocharged 1993-1998 Toyota Supra.
A foreign derivative of the 2JZ is the 1JZ motor with a reduced displacement to 2.5 liters on the same cast iron block. In later versions it used variable camshaft phasing and was turbocharged. The 2JZ was updated for the Japanese market in 1997, adding a VVTi system.
Of course, the 3-liter version wasn’t just for Japan. And although 3-liter for the U.S. is a more powerful version, you should still look for the Japanese version, despite the minor drawbacks – low-performance injectors and not very interesting camshafts. Because the Japanese variant is cheaper, lighter and easier to tune.
RB26DETT or 2JZ-GTE, what’s better?
Toyota took the idea of the 3-liter 2JZ platform from Nissan’s RB series of motors. Just like the RB26DETT, the 2JZ-GTE engine is a 6-cylinder inline six, with a natural optimal balance. Unlike unbalanced V-twins. What is the advantage of an inline six over other motor configurations? They can be torqued faster, longer, safer, with a smoother torque curve than anything else.
The 2JZ block is very simple, with the main things taken into account. For example as a sandwich between the block and the oil filter right from the factory, oil cooling is installed.
The cleverness and genius of the 2JZ is that you can double the power of the engine without much trouble. What other engine can easily handle 700hp without major modifications? Everything is well thought out here – and oil washing even at extreme speeds, and the mechanism of valves, withstanding increased loads, and cast-iron, not aluminum block, as now many manufacturers began to do. It is worth noting the amazing design – the 2JZ has a piston stroke equal to its diameter.
The 2JZ-GTE inline six wins out over the V-twin, which has moving units in the two heads at an angle making an unbalanced movement.
“Aside from the grm tensioner bracket leading its own personal life, the oil pump oil seal pushing itself out, and the crankshaft pulley not sitting still either, there are no special problems,” are the words of Southern California supra expert Ian Sayngarm of Motorsport Creations.
The 2JZ-GTE’s massive cast-iron block inspires confidence just by looking at it, because it takes a little work. Of course, modern aluminum blocks are much lighter, but they are no match for the power capabilities of a cast-iron block.
The pros and cons of the 2JZ-GTE
Plusses:
- The ability to shoot up to 2,000 hp.
- Row six.
- No bent valves.
- Fulletproof cast iron block
- Forged crankshaft
- Massive main liners
- Oil sprinklers under the piston
- “Square” piston stroke and cylinder bore configuration
- Current timing belt, oil pump and cooling to handle loads up to 1000hp
- Monolithic cylinder head is one of the conditions that allows to withstand additional loads without problems
Faults:
Turbine impeller failure
A number of modifications of this engine were equipped with turbines with a ceramic impeller, which tends to fall apart, and its crumbs immediately fall into the combustion chamber. This happens at any mileage and it is better to preventively replace it with a metal one.
Belt tensioner of mounted units
Unlike the old inline sixes, here all the attachments hang on one belt with one tensioner and it does not tolerate driving in a jagged style, with acceleration and braking.
Low life of the VVT-i system
After the update in 1997, the engine received a VVT-i phase-regulation system on the inlet. Its reliability is not high and sometimes it starts to crack already at a mileage of up to 150 thousand km.
Of the minor problems of the dvs can be noted the low reliability of the pump and viscous coupling, weak bracket of the timing belt tensioner, as well as frequent leaks of camshaft oil seals. Since hydrocompensators are not provided here, the valve clearance must be adjusted.
Other:
- The oil pump oil seal can slip out of place
- Crankshaft pulley breaks.
- Relatively poor blow-by of the block head
Tuning
It is not very rational to tune the vegetable 2JZ-GE, of course, sawed head on sports shafts, with intake and exhaust will go, but the boosted GTE will be ahead, so is it worth it? It is possible to turbocharge, there are turbo kits for 2JZ-GE, nobody prevents to buy a similar one, on the basis of Garrett 30 with all accompanying (it will be necessary to deal with installation), to put a piston from GTE or a thick 3 mm cylinder-head gasket, throttle valve 80 mm, injectors 550 ss … 630 ss, pump Valbro 255, to adjust on Greddy E-Manage, and to inflate about 450 hp.
As it does not matter, but the most adequate and rational tuning of 2JZ is welding twin turbo 2JZ-GTE and subsequent refinement of the initially powerful motor. What to do with GTE? The first step here, of course, boostap: big intercooler, big radiator, oil cooler, cold intake, pump from American Toyota Supra on 280 l/h, injectors stock or 550 cc, full exhaust on 3″, brain Mines/Blitz, booster controller, and all this will allow to raise the pressure to 1.2-1.3 bar, which will provide up to 450 hp. Those who are shaking for fuel consumption, it is better not to do it and drive on the stock, save your nerves.
Next turn of turbines, we put a kit on Garrett GTX3582R, shafts 264, pump Walbro 400 lph, injectors 1000 cc, comp APEX’i Power FC and blow up to 750 horses.
For further movement it is necessary to put forged pistons, Carrillo connecting rods, reinforced studs, to finalize the head, to combine channels, to put camshafts 272 … 280, to choose the kits of interest, to select the appropriate injectors and to blow at least 1500+ hp. In the end, the cart will go for all the money, but a lot of money will be invested.