Did BMW Help Design The 2Jz?

Happy to be back!

I had little time to look around. Regarding the 2JZ’s production dates and locations, I’m seeking for any literature or records that could exist. A local auto enthusiast and I are having a disagreement over this. He asserts that the 2JZ engine was developed and built in Germany, created in the same factory as his BMW 335I engine, and raced in Formula One vehicles before being used in the MKIV supra.

To put it simply, I’m tired of this kid’s constant barrage of garbage and am simply attempting to silence him.

My understanding is that Toyota is the largest shareholder in Yamaha, which made the 1JZ head and made the bottom end. Regarding the 2JZ, I’m unsure.

No Scheisse, Two Jay Zee Engine

The public’s response was mixed when Toyota introduced the 2020 Supra at the 2019 Detroit Auto Show earlier this year.

While some people welcomed the historic performance nameplate’s return after more than 20 years away, others believed that the Supra’s turbo 3.0-liter engine from BMW “ruined” the entire thing.

This sentiment was particularly strong online, as fearless keyboard warriors expressed their disgust on different enthusiast forums and social networking sites.

They call it a “superior,” yet it isn’t a superior! CrazeeDriftrSkillz, a frustrated YouTube user, posted. “It is simply a z4 with Toyota bags! no 2jz, and ugly two is here!!!”

In response, BMW declared that it will stop producing engines, end all of its engine research initiatives, and replace them with the Toyota 2JZ in all of its product lines.

Toyota is anticipated to continue using the 2JZ in the 2020 Supra without the help of BMW.

BMW CEO Harald Kruger stated, “The public has spoken, and BMW has listened. “BMW has been manufacturing engines for more than a century, and we invest enormous sums of money in R&D every year. But today we understand that consumers actually desire a platform that was used in a movie thirty years ago.”

Kruger continued, “Looks like we’ll be doing the 2JZ exchange for years to come now.” “We think that this change of course will help us annihilate everyone,”

In response to the news, Toyota Supra Appreciation Society founder and chief moderator Christopher “BoostBoy” Rawlings told TopSpeed that he was “pleased that BMW has finally seen the light.”

“Although I still won’t purchase a fifth-generation Supra, Rawlings continued, “at least I know that BMW’s reign of terror is over. I no longer have to be concerned about them further damaging the car I love.”

Basics: N54 vs. 2JZ

The Toyota 2JZ-GTE is a 3.0L DOHC inline-6 twin turbo engine that was made from 1991 to 2002. 280whp and 280wtq were produced by the US models immediately out of the factory. Sounds like the N54 (apart from the years), am I right? That’s pretty much the only thing these engines have in common. Let’s examine some of the main distinctions on paper.

This is a somewhat condensed list because we don’t want to write hundreds of words about it. Both the N54 and the 2JZ-GTE are 3.0L engines, however the 2JZ has a little larger displacement. Although little, it offers the 2JZ a slight advantage. Additionally, it has a slightly lower compression ratio, which is better for boosted engines. The undersquare design of the N54 improves low-end performance and fuel economy. For higher rpm, the 2JZ’s square shape is favored.

Weight comes next. Clearly, the N54 has a significant advantage in this field. The Supra’s total weight, however, falls precisely between the N54-powered 135i and 335i. The closed deck, cast iron engine block is a significant contributor to the weight of the 2JZ. In contrast to the open deck, aluminum design of the N54, it is a highly robust, muscular block. Cast pistons are found in both the 2JZ and the N54, but the 2JZ has oil-spray nozzles for better piston cooling. Finally, the rods and cranks in both engines are forged. However, as they are stronger parts, the 2JZ probably has the advantage.

How to locate one

  • Here 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 older brother 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, according to Toyota. These don’t concern you. Avoid them by avoiding peering behind the hoods of Lexus IS300, GS300, and SC300, as well as non-turbo fourth generation Supras.

German engineers construct the Toyota supra 2jz.

Since Toyota brought the 2JZ to Germany for its final stage of development, it had German roots as well.

The 2JZGTE is thought to be Toyota’s most well-known engine.

The German technical company Johann A. Krause Maschinenfabrik GmbH was hired to develop the 2JZ-GTE so that it would meet the standards for production car homologation set forth by the previous All-Japan Grand Touring Car Championship.

Is 2JZ a BMW product?

Toyota Motor Corporation developed and built the 2JZ-GTE, a six-cylinder, inline-layout, dual overhead camshaft, air-intercooled, twin turbocharged, cast-iron block, aluminum cylinder heads engine that was made in Japan from 1991 to 2002.

The engine’s development and evolution was mostly a reaction to Nissan’s then-successful RB26DETT engine, which had seen great success in the FIAGroup A and Group N touring car championships.

There were two transmissions for the engine that were suitable for all road car applications:

Toyota 6-speed manual V160 and V161

In 1991, the 2JZ-GTE initially propelled the Toyota Aristo V (JZS147), then in the Toyota Supra RZ it became Toyota’s king of performance. The previous 2JZ-GE served as its mechanical foundation, but it varied in that engine used sequential twin turbochargers and an air-to-air side-mounted intercooler. The 2JZ-GTE of the Supra features recessed piston tops, which results in a lower compression ratio, oil spray nozzles to help cool the pistons, and a new head (redesigned inlet/exhaust ports, cams, and valves). The 2JZ-GE of the Supra has the same engine block, crankshaft, and connecting rods. The original engine was phased out as a result of Toyota’s addition of VVT-i variable valve timing technology to the engine commencing in September 1997. As a result, the maximum torque and horsepower for engines selling in all markets were increased. Aristo, Altezza, and Mark II, later 2JZ-GE VVT-i equipped cars, share a separate part number for weaker connecting rods.

Its commercially claimed output was increased from 230 PS (169 kW; 227 hp) to the current industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm by the addition of twin turbochargers, jointly developed by Toyota and Hitachi. When the VVT-i was introduced in the production year 1997, the torque was later reported as 46 kgm (333 lbft; 451 Nm), up from the initial 44.3 kgm (320 lbft; 434 Nm) at 4000 rpm. Japan’s now-defunct Gentlemen’s Agreement solely between Japanese automakers selling to the Japanese domestic market enforced the mutually agreed, industry-wide output ceiling. According to Toyota, the engine’s output in the North American and European markets was boosted to 320 horsepower (239 kW; 324 PS) at 5600 revolutions per minute.

With the help of updated stainless steel turbochargers (ceramic for Japanese models), improved camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese models), the export version of the 2JZ-GTE was able to produce more power. The exhaust-side propeller shaft of the CT20 turbine built to Japanese specifications and the CT12B turbine built to export specifications can be swapped out. Additionally, the more robust turbine housings, stainless steel turbine and impeller fins, and export-only CT12B turbine were added. There are various Japanese CT20 turbine variations that can be distinguished by their B, R, and A part number suffixes.

Who was the 2JZ engine’s creator?

Toyota was the manufacturer of the 2JZ engine. Along with the 1JZ engine, a 2.5 liter variant of the engine, it is a member of the Toyota JZ engine family, which is the replacement for the Toyota M engine family. The engine was manufactured in 3 different versions. The 2JZ-GE, 2JZ-GTE, and 2JZ-FSE are these.

The 3.0 liter 2JZ engine was originally manufactured in 1991. The engine block was 14.5 mm taller than the 1JZ (86 mm x 71.5 mm (3.39 in x 2.81 in)) because it had square cylinder bore and stroke measurements of 86 mm x 86 mm (3.39 in x 3.39 in).

Where did the 2JZ have its start?

Two variants of the recently created 2JZ engine series are offered: the 2JZ-GE with naturally aspirated fuel and the 2JZ-GTE with turbocharged fuel. Both have an in-line six cylinder configuration with a 2.997 liter displacement volume, and by implementing new technologies, they have achieved many features anticipated for engines of the modern era, such as DOHC four valve, high compression ratio, highly rigid structural design achieved through extensive use of CAE, serpentine accessory drive belt, and auto tensioners for timing belt and accessory belt systems. These engines are 1JZ engines that have had their stroke increased.

The 2JZ-GE engine, which was designed for the SC300, utilizes a variable induction system, a knock-control system with two sensors, and other features to produce a high level of performance of 169 KW/6000rpm and 284 Nm/4800rpm.

The 2JZ-GTE engine, the alternative kind, was created in Japan for the Aristo and features a TWO-WAY TWIN TURBO system with ceramic turbine wheels. This technique enables the engine to engage a suitable turbo unit only when necessary, based on the low/high speed range, resulting in good transient response and easy-to-use torque characteristics across a wide speed range. This engine produces 431 Nm/3600 rpm and 206 KW/5600 rpm of great performance.

What exactly does 2JZ mean?

The remaining letters in the 2JZ-GTE’s engine code stand for the engine family, a performance-oriented dual overhead cam system, turbocharging, and electronically fuel injection.