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 (jointly developed with Getrag as the Type 233)
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 (JZA80). 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 (e.g.: CT20A).
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Toyota 2JZ to Replace the Whole Engine Line in BMW
From its little cars to its large SUVs, the renowned Japanese engine will soon be available in all BMW vehicles.
In response to widespread demand, BMW has declared that the legendary Toyota 2JZ inline six-cylinder will replace every engine in its lineup. Following substantial public outrage over BMW’s role in the creation of the fifth-generation Toyota Supra, the announcement was made.
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.
Patjza80
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.
The 2JZ engine is what kind?
The legendary Toyota 2JZ-GTE engine is well-known or at least well-known to most auto enthusiasts worldwide. When Toyota first introduced the 2JZ in 1991, it was a unique engine in its stock configuration. The engine is a 3.0L DOHC twin turbo inline-6 that generates 320 horsepower right out of the box. For the 1990s, they were already amazing numbers.
However, the 2JZ-ability GTE’s to be tuned makes it one of the greatest tuner engines ever. For its stock output, the engine was absurdly over-engineered and over-built. We are aware of the 2JZ engine for this purpose. one of the most powerful, robust factory engines ever built. But there’s much more to it, and that’s what makes the Toyota 2JZ such a unique engine. We go through 2JZ specifications, tuning potential, reliability, and more in this comprehensive overview.
Who produced the 2JZ engine?
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) (0.57 in).
Which engine is superior to the 2JZ?
The 2JZ and RB26 share a lot of similarities in terms of general architecture, yet they behave significantly differently on the road. Having said that, they do perform similarly because of how they are built.
For more power and performance, the 2JZ and RB26 both use forced induction. The 2JZ utilises sequential turbo technology, however both engines are twin-turbocharged. Both engines are twin-turbocharged and have comparable design, therefore their driving qualities are quite similar. This is particularly true after the RB26 enters boost, which is at higher RPM ranges. The RB and 2JZ have very different torque figures, thus similar power characteristics aren’t really noticeable until around 3,000 RPM.
Additionally, the 2JZ and RB26 produce extremely comparable specific power outputs. Simply put, this means that the horsepower output of both engines per liter of displacement is comparable. The RB26 produces 106.15 hp/l compared to the 2JZ’s 106.66 hp/l. As a result, the RB26 is theoretically the more effective of the two engines. Despite having a displacement that is almost 0.5L less, it only has 0.51 horsepower per liter less. Overall, the effectiveness of the two is quite similar.
What vehicles are powered by the 2JZ-GTE?
Lexus Aristo In fact, the Aristo, which was discontinued and only available as the Lexus GS after 2005, was where the famed 2JZ-GTE engine made its premiere. The GTE uses sequential turbos rather than parallel ones like the 1JZ-GTE using the 2JZ-base GE’s block.
Can you supercharge a 2JZ?
The 2JZ straight-six from Toyota is renowned for its ability to withstand forced induction, but supercharging as opposed to turbocharging is uncommon. This one, made by Josh Armstrong, is mounted to a blower the size of a small house and can be found inside the hood of a Toyota 86.
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Are there BMW engines in Supras?
The turbocharged B48 2.0-liter inline-four or the turbocharged B58 3.0-liter inline-six are the two BMW-sourced engine options for the Supra. Japan, a few Asian nations, and Europe were the first markets where the 2.0-liter engine was made available; the United States acquired the engine in 2020 for the 2021 model year.
What model BMWS was the N54?
From 2006 through 2016, BMW developed the N54, a twin-turbocharged straight-six petrol engine. Since the 1986 discontinuation of the BMW M106’s restricted manufacturing, it is BMW’s first turbocharged gasoline engine that is mass produced. The N54 was introduced in the 335i model of the E90/E91/E92/E93 3 Series lineup during the 2006 Geneva Motor Show.
The N54 started to disappear after the 2009 debut of its BMW N55 replacement. The E89 Z4 roadster, which was built until 2016, is the last vehicle to be powered by the N54.
Although the N54 does not exist in a BMW M configuration, it is used in the 1 Series M Coupe, 135iS, Z4 35iS, and 335iS vehicles.
What kind of HP can a 2JZ handle?
Pros:
- has a 2,000 horsepower capacity
- condensed, inline configuration
- valvetrain with no-interference
- Cast-iron block that is bulletproof
- Cast-iron crankshaft
- enormous major journals
- Oil squirters under pistons
- bore and stroke are square.
- 1,000+ hp-capable timing belt, oil pump, and cooling system
Cons:
- Timing belt tensioner bracket prone to failure
- Oil pump seals may rupture.
- A crank pulley may disintegrate.
- poor cylinder head flow
- prone to failure sequential turbo system