Toyota 2JZ Engine (Everything You Need to Know)

Since 1991, the 2,997 cc (3 litre) 2JZ has been manufactured, first released in the 1991 Toyota Aristo. The cylinder has an 86 mm stroke and an 86 mm diameter. VVT-i variable valve timing was introduced for the 1998 model year.


While maintaining the same bore size, bore pitch, and general architecture, this engine has a higher block deck and longer connecting rods to suit the 14.5 mm (0.57 in) stroke increase.


  • In the US, the 2JZ-GTE was only offered in Supra Turbo models from 1993 to 1998. It was a brand-new design that was entirely independent of the 7M-GTE from the previous Supra.

  • The 2JZ-GTE was first released in Japan in 1991 under the hood of the Toyota Aristo and continued to run in a few Japanese Supras until 2002, when the car was completely phased out.

  • The 2JZ-GE, a naturally aspirated engine that is more accessible and built on the same short-block and almost similar but higher-compression rotating assembly as the 2JZ-GTE, is only capable of producing roughly 230 horsepower. 


2jz engine

Specs

  • Manufacturer: Tahara Plant

  • Production years: 1991-2007

  • Cylinder block material: Cast iron

  • Cylinder head material: Aluminum

  • Fuel type: Gasoline

  • Fuel system: Multiport sequential fuel injection (SFI); Direct injection

  • Configuration: Inline

  • Number of cylinders: 6

  • Valves per cylinder: 4

  • Valvetrain layout: DOHC

  • Bore: 86.0 mm (3.39 in)

  • Stroke: 86.0 mm (3.39 in)

  • Displacement: 2,997 cc (183 cu in)

  • Type of internal combustion engine: Four-stroke, naturally aspirated/turbocharged

  • Compression Ratio: 11.3:1 (2JZ-FSE), 10.5:1 (2JZ-GE), 8.5:1 (2JZ-GTE)

  • Power: 215-325 hp (158-239 kW) at 5,600-5,800 rpm

  • Torque: 209-333 lb-ft (283-451 Nm) at 3,800-4,800 rpm

  • Engine weight: 595 lbs / 270 kg (2JZ-GTE), 507 lbs / 230 kg (2JZ-GE)

  • Firing order: 1-5-3-6-2-4

  • Engine oil weight: SAE 5W-30 - non turbo, SAE 10W-30 Synthetic Motor Oil - turbo engines

  • Engine oil capacity: 5.0 l (5.3 qt) - 2JZ-GTE Supra, 5.2 l (5.5 qt) - 2JZ-GE Supra

  • Oil change interval: 10,000 miles (15,000 km) / 12 months


2JZ-GE

The 2JZ-GE is a well-liked variation. The engine produces 209-220 lb-ft (283-298 Nm) of torque at 4800-5800 rpm and 215-230 PS (158-169 kW / 212-227 bhp) at 5800-6000 rpm.


An aluminium head with four valves per cylinder and, in certain models, a cast-iron cylinder block with VVT-i are used with sequential electronic fuel injection. The distributor system of the 1JZ-traditional GE was replaced by the DIS, which was included into the VVT-i variant.


It used a single coil to ignite two cylinders, one of which was ignited by spark plug wire, hence it wasn't a genuine COP (Coil-On-Plug, also known as Plug-top coil) ignition system.


Applications:

  • Toyota Altezza AS300/Lexus IS300

  • Toyota Aristo/Lexus GS300

  • Toyota Crown/Crown Majesta

  • Toyota Mark II/Chaser/Cresta

  • Toyota Origin

  • Toyota Progres

  • Toyota Soarer/Lexus SC300

  • Toyota Supra


2JZ-GTE

Toyota Motor Corporation produced the 2JZ-GTE engine in Japan from 1991 to 2002. It has a six-cylinder, dual overhead camshaft, air-intercooled, twin turbocharged, cast-iron block, and aluminium cylinder head configuration.


The development and evolution of the engine were motivated by Nissan's then-promising RB26DETT engine, which had seen significant success in the FIA Group A and Group N touring car championships.


The engine was offered with two gearboxes for usage in all types of road vehicles.


  1. Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)

  2. Toyota A340E 4-speed automatic


In 1991, the 2JZ-GTE was first introduced in the Toyota Aristo V (JZS147), and in the Toyota Supra RZ it became Toyota's leading performance engine (JZA80). With sequential twin turbochargers and an air-to-air intercooler, it was built using the same mechanical architecture as the 2JZ-GE.


The 2JZ-GTE engine has recessed piston tops (for a lower compression ratio), oil spray nozzles to help with piston cooling, and a redesigned head with changed inlet/exhaust ports, cams, and valves. The GE & GTE engines use the same engine block, crankshaft, and connecting rods.


In September 1997, the engine acquired VVT-i variable valve timing technology, and the earlier engine was phased out. As a result, the maximum torque and horsepower for engines sold in all markets were increased.


The weaker connecting rods on these later 2JZ-GE VVT-i equipped cars (Aristo, Altezza, and Mark II) have a different component number.


The car's commercially advertised power was increased by two sequential turbochargers made by Toyota and Hitachi from 230 PS (169 kW; 227 hp) to the then-industry-record 280 PS (206 kW; 276 hp) at 5600 rpm.


Initially claimed to be 320 lb-ft (434 Nm) at 4000 rpm, torque was later reported to be 333 lb-ft (451 Nm) with the advent of VVT-i in 1997.


A mutually agreed-upon industry-wide output cap was enforced by the now-defunct Gentlemen's Agreement amongst Japanese automakers selling to the domestic market in Japan.


According to Toyota, the engine now produces 320 horsepower (239 kW; 324 PS) at 5600 rpm for the North American and European markets.


The export version of the 2JZ-GTE employs bigger injectors (550 cc/min for export, 440 cc/min for Japanese models), updated camshafts, and newer stainless steel turbochargers (ceramic for Japanese models) to provide its increased power output.


The exhaust-side propeller shaft of the CT20 turbine designed for Japan and the CT12B turbine designed for export may be interchanged due to mechanical similarities. The CT12B turbine also has stronger turbine housings and impeller and turbine fins made of stainless steel, allowing it to be utilised solely for export.


Several types of the Japanese CT20 turbine are distinguished by the prefixes B, R, and A (e.g. CT20B).


Applications:

  • 2JZ-FSE Toyota Supra RZ/Turbo JZA80

  • JZS147 Toyota Aristo 3.0V (Japan-only)

  • JZS161 Toyota Aristo V300 (Japan-only)


2JZ-FSE

The 3-liter 2JZ-FSE has an 11.3:1 compression ratio but has the same direct injection technique as the 1JZ model. This engine produces the same amount of power and torque as the standard VVT-i 2JZ-GE, at 162 kW (217 horsepower / 220 PS) and torque of 217 lb-ft (294 Nm). 


The automatic gearbox is always utilised with the 2JZ-FSE. The engine is 200 kg (440 lb).


Applications:

  • Toyota Brevis

  • Toyota Crown (S170)

  • Toyota Crown Majesta (S170)

  • Toyota Progres


Reliability & Issues

The 2JZ engine has exceptional durability and is well recognised. They do, however, have a number of problems that have been discovered after many miles. Compared to non-VVT-i engines, VVT-i engines are more complex and unreliable.


  • Moisture and cold sensitive

  • Weak water pump and actuator

  • Malfunctioning of ignition coils

  • Ceramic wheel turbochargers prone to failure


However, they are both moisture-sensitive and struggle in extremely cold conditions. A water pump and the actuator of the VVT-i system are the weak points. Another frequent issue is when one of the ignition coils malfunctions, leading to two cylinders firing incorrectly.


Japanese turbocharged engines employ ceramic wheel turbochargers, which are prone to early failure under heavy loads.


With regular maintenance, quality engine oil, and filters, the 2JZ engine may easily last over 300,000 miles. It also provides a lot of room for customization, as seen by the amazing power outputs produced with only a few tweaks and alterations.


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