The 3.0 L (2997 cc) 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). Cylinder bore was 86 mm (3.39 in) and stroke was 86 mm (3.39 in). VVT-i variable valve timing was added later in 1997 for the 1998 model year.
The 2JZ-GE is a common version. Output is 215–230 PS (158–169 kW; 212–227 bhp) at 5800 to 6000 rpm and 209–220 lb·ft (283–298 N·m) of torque at 3800 to 4800 rpm.
It uses Sequential Electronic Fuel Injection, has an aluminum head and 4 valves per cylinder with some versions using VVT-i, along with a cast-iron cylinder block. The VVT-i version also featured DIS in favor of the traditional distributor set-up previously seen on the 2JZ-GE. Despite common misconception it was not a true COP (Coil-On-Plug, also known as Plug-top coil) ignition system instead relying on one coil to fire two cylinders, one of which was by spark plug wire.
- Toyota Altezza, RS300/Lexus IS300
- Toyota Aristo/Lexus GS300
- Toyota Crown/Toyota Crown Majesta
- Toyota Mark II
- Toyota Chaser
- Toyota Cresta
- Toyota Progres
- Toyota Soarer / Lexus SC 300
- Toyota Supra MK IV
Toyota 2JZ-GTE Engine
|Power Output (hp)||
280 – 320
1991 – 200
The most powerful version of all JZ series, 2JZ GTE is best known for powering MK IV Toyota Supra. However originally it was built to homologate Toyota Aristo for the Japanese Grand Touring Car Championship (JGTC). 2JZ-GTE was based on the non-turbo inline-6 engine, 2JZ-GE. Same cast iron block and connecting rods were used, but 2JZ-GTE was updated with forged pistons that have 8.5:1 compression, a forged crankshaft , oil spray bars to increase cooling abilities of the pistons and most importantly sequential twin turbos. DOHC Aluminum alloy head was completely redesigned with bigger inlet and outlet ports, bigger valves, wilder cams. For better combustion efficiency at higher engine speeds, distributor was replaced with coil over plugs.
The sequential structure of the 2JZ-GTE’s twin turbos had great effect on the engine response. Traditional parallel structured twin turbos do nothing to compensate the lag created by adding not one but two turbos onto a naturally aspirated power plant. By running sequential turbos, 2JZ-GTE could produce power earlier and with more linearity than a similar parallel structure. As power increases from idle all the exhaust gases flow through the turbine of the first turbo. This creates enhanced power by as early as 1800 RPM and greatly reduces turbo lag. As engine speed increases towards 4000 RPM some exhaust begins to split from the first turbo towards the turbine of the second turbo. At this stage the second turbo enters a ‘pre-spool’ stage as it the blades begin to spin but do not add any additional power. When engine speed hits 4500 RPM exhaust begins to fully divide into an even flow between the two turbos as they both approach full spool.
With sequential twin turbos and an intercooler the JDM spec 2JZ-GTE was easily reaching 280hp. North American and European spec engines were equipped with bigger injectors and different turbos. These changes enabled the engine to deliver an output of 320hp. The differences between two versions are as follows.
- CT12B turbos with ceramic blades
- 440 cc/min fuel injectors
- Camshaft construction
North American & European
- CT20A turbos with stainless steel blades
- 550 cc/min fuel injectors
- Camshaft construction
Toyota’s variable valve timing, VVT-i was introduced in 1997. Introduction of VVT-i did not have any effect on power output, but the engine efficiency was improved. Production of 2JZ-GTE ended in 2001 along with MK 4 Toyota Supra.
2JZ-GTE is famous for its power potential. Both the crankshaft and connecting rods came forged from the factory. With forged internals and a robust cast iron block the 2JZ-GTE engine is capable of outputs in excess of 400hp with stock internals.
The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan’s relatively new and then-successful RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships,
For all road car applications, two gearboxes were available for the engine
- Toyota A341E 4-speed automatic
- Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota’s flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra’s 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio), oil spray nozzles to aid in cooling the pistons and a different head (redesigned inlet/exhaust ports, cams and valves). However, other 2JZ-GE equipped models (Aristo, Altezza, Mark II) share a different part number for connecting rods. Toyota’s VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.
The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially cited output from 230 PS (169 kW; 227 hp) to the contemporary industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) at 4000 rpm to be later recited as 46.0 kgm (451 Nm, 333 lbft) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan’s now-defunct Gentlemen’s Agreement exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to 325 PS (239 kW; 321 hp) at 5600 rpm.
- Toyota Aristo/Lexus GS JZS147 (Japan-only)
- Toyota Aristo V300/Lexus GS300 JZS161 (Japan-only)
- Toyota Supra RZ/Turbo JZA80
The 3-litre 2JZ-FSE uses the same direct injection principle as the smaller 1JZ-FSE but runs an even higher 11.3:1 compression ratio. This engine matches the conventional VVT-i 2JZ-GE with 162 kW (217 hp) and 294 Nm (216 ft lbs). The 2JZ-FSE is always used with an automatic transmission.
- Crown Majesta