A 2.0-liter twin-scroll turbocharged four-cylinder engine with 241 horsepower and 258 pound-feet of torque powers the 2021 Lexus IS 300. A 3.5-liter V6 engine powers the IS 300 AWD, generating 260 horsepower and 236 pound-feet of torque. Finally, a 3.5-liter V6 engine with 311 horsepower and 280 pound-feet of torque is included in all IS 350 versions. While all-wheel drive variants use a 6-speed automatic with paddle shifters, rear-wheel drive vehicles couple with an 8-speed automatic transmission with paddle shifters.
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Do all Lexus IS300s have a 2JZ engine?
Given the possibilities of the inline-six, it is not surprise that Alberth seemed to adore the 2JZ engine. The Lexus IS300 has a 2JZ engine as standard equipment, but it’s the naturally aspirated model, which has unique pistons and a unique head. Even more astonishing is Alberth’s continued usage of the stock 2JZ GE head, despite Porting Solutions’ porting work on it.
As far as other high-horsepower 2JZ builds go, the majority of the other parts are very common. Similar to Alberth’s 204SX, which in his opinion, has a redesigned intake, a 105 mm throttle body, 12 injectors (two per cylinder), and an 86-85 Precision turbo, the IS300 had these features as well “appears to be the preferred turbo for this engine. In contrast to the Nissan, the IS300’s engine has been expanded to 3.2 liters. All of it is controlled by a Haltec Elite 2500 ECU. The crucial information is shown on a Haltec IC7 instrument cluster.
Alberth notes that it’s interesting that the Manley pistons and connecting rods are Honda-spec, not Toyota-spec. The entire configuration is beneficial to “A 4L80 automatic transmission with the option for manual changing at the steering wheel transmits more than 1,200 horsepower to all four wheels. Eventually, Alberth divulges certain performance data, such as the 2.89-second sprint from 60 to 130 mph (97 to 210 km/h).
Which IS300 Lexus is a 2JZ?
A 3.0 liter, six-cylinder engine known as the 2JZ-GE powers the Lexus IS300. Fans of the MkIV Supra ought to be acquainted with its engine code. Although it had a few internal tweaks and no turbos, the engine was fundamentally the same as the one in the Toyota Supra. An engine that, incidentally, the JDM Altezza never provided.
The Lexus IS300 produces 215 horsepower and 218 lb-ft less power than the Supra without turbos (alone). That is, at least, the stock production. Owners frequently install Supra turbos on their Lexus IS300s. According to Jalopnik, the 2JZ’s iconic status is directly related to how overbuilt it was. The Bubble Era, which gave the world the Skyline GT-R and Autozam AZ-1, came to a close at this time. According to Jalopnik, owners could theoretically triple the IS300’s output without any problems with the right tune.
Additionally, according to MT, there were the TRD-tuned Lexus IS300 L-Tuned versions. Stage I automobiles have a body kit, fog lamps, and an 8 horsepower stainless steel exhaust. New springs, bigger anti-roll bars, cast-aluminum wheels, and Michelin Pilot Sport tires are added to Stage II versions. They ride one lower as well. Additionally, a limited-slip rear differential was a choice.
Is there a 1JZ in the IS300?
This 2002 Lexus IS300 had mismatched bodywork, some off-road scars, and an ambitious new owner with a head full of ideas before it was powered by Toyota’s venerable workhorse 1JZ and before it appeared tidy enough to win a few awards at a local car show.
What vehicles featured the 2JZ-GTE?
- 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. [4]
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).
What makes 2JZ engines so well-liked?
The 2JZ engine, a storied engine in the tuner scene, is what gave the last year of the Supra its enormous popularity. The closed, over-engineered engine design enables the utilization of significant boost on internals that are already in place. The 2JZ can survive a lot of punishment because to this plus the inherent durability of any inline-six engine architecture, but the best way to really appreciate how Toyota created the 2JZ to be so resilient is to go inside one.
Stephan Papadakis, owner of the wildly successful Formula DRIFT team Papadakis Racing, dissects the 2JZ engine and explains how it functions in order to examine the design.
The twin-turbo 2JZ engine was not unique to the Supra, despite it having gained popularity because to it. Toyota also employed a variation in the Aristo, a vehicle that underwent a US rebranding to become the Lexus GS. The variation Papadakis examines on screen makes use of variable camshaft timing on the intake.
There is a fairly definite take down order to it, even though a large portion of the disassembly is very much identical to disassembling any engine. The advantages of the powerhouse are evident in almost every component, working inward from the outside.
Four valves per cylinder are made possible by the dual overhead cams, which also permit a top plug design for the best spark and a superior air/fuel mixture and flow. Although this prevents the use of really aggressive cams, bucket style lifters sit on the camshaft lobes, which decreases the number of moving parts in the engine and improves reliability.
Toyota employed a multi-layered steel head gasket for this engine, which lowers the likelihood that it may blow, and a closed-block design, which supports the cylinder walls. Toyota attached a girdle to the underside of the 2JZ to increase the block’s stiffness while still allowing access to the rotating assembly. The rotating assembly is finally made practically indestructible by a forged crankshaft, a wide bearing design, and a lot of thrust bearing. It is not at all unexpected that this engine has been so successful with the tuner community.
Is the 2JZ-ge an effective motor?
All 2JZ versions are regarded as legendary in the enormous realm of 2JZ engine discussions. Since the DNA of the 2JZ-GE and 2JZ-GTE is almost identical, their similarities outweigh their differences. Having stated that, the argument between 2JZ-GE and 2JZ-GTE rages on. In the end, neither option is likely to disappoint you.
Despite being siblings, the 2JZ-GE and 2JZ-GTE have some significant variances. The sequential twin-turbos on the GTE dramatically boost horsepower and torque, which is the most notable improvement.
Nearly every other distinction between the two 2JZ types may be attributed to the GTE’s forced induction. Toyota enhanced intake flow when designing the cylinder head for the GTE. The 2JZ-GTE uses recessed piston tops, which reduce compression and make boost safer for internal components. When it comes to the GTE’s incorporation of piston oil squirters, the same mindset is at work.
Both the 2JZ-GE and 2JZ-GTE are among the most powerful production engines to date, notwithstanding. As a result, both have a ton of aftermarket potential and tons of information available. Toyota’s inline-6 engine is definitely going out with the 2JZ series. Many people feel that nothing greater will ever exist.
Check out our other articles on Toyota engines if you liked this one on the 2JZ-GE vs. 2JZ-GTE engines from Toyota. Our post comparing the Toyota 1JZ and 2JZ engines could be of interest to you. Alternatively, we also offer a useful 2JZ-GTE turbo upgrading instructions. As usual, drive carefully!
About Austin Parsons
Austin earned a technical writing degree from the University of Colorado Denver in 2021 and continues to live nearby. Despite his youth, Austin has a wealth of knowledge and expertise in the automobile industry. He frequently had articles published in the CU Sentry newspaper and served as The Indian Weekly Magazine’s chief automobile content writer. Austin also spent more than 5 years working as a technical product specialist at BMW.
He currently drives a 325i E30 that has been significantly modified. Austin built a stroker kit himself, which is one of the largest modifications. He is unmatched in his expertise and enthusiasm for automobiles. Austin’s background in technical writing enables him to provide our automotive readers with knowledgeable, thoroughly researched, and incredibly detailed technical articles.
How far can a 2JZ travel?
There are several reasons why the fourth-generation Toyota Supra is legendary, but one of them is its dependability. The 3.0 liter 2JZ straight-six in this Supra, which has allegedly racked up 520,000 kilometers, is particularly bulletproof. The motor, according to the owner, has also “never been touched.”
The owner of the vehicle provided Hoover Toyota in Alabama with these photos. Although the Supra isn’t for sale, the dealer nonetheless posted images and details about the vehicle on Facebook.
Despite having 520,590 miles on the clock, the non-turbo Supra is said to be free of rust and to have undergone no significant engine work. Unfortunately, no other information is given, such as the year of manufacturing or other characteristics. This Supra only has 220 horsepower, which is 100 fewer than its turbocharged predecessor.
You can make fun of Toyota for producing a decent number of unremarkable, ordinary cars, but you must recognize that every product it produces is dependable. You can be sure it will last whether it’s a humdrum Camry, a 4Runner, or a Supra like this.
Which engine is superior, the 1JZ or 2JZ?
Contrary to popular assumption, the 1JZ and 2JZ are essentially equally powerful, which is a crucial point to make. You might also be shocked to learn that they react to upgrades pretty similarly. However, the 2JZ will respond better due to its larger displacement if a 1JZ and a 2JZ are similarly modified and producing equivalent power.
Due to the fact that a single large turbo takes longer to spool than two smaller turbos, this will be even more noticeable with single-turbo conversions. Engine displacement, turbocharger size, and maneuverability are all directly correlated. As a result, the 2JZ will be more responsive at equivalent power levels and modifications because it has more displacement power.
Although it is often held that the 2JZ can produce more horsepower, this is primarily because of its displacement.
In practice, the 1JZ’s stock bottom end can safely handle 650700 horsepower, while the 2JZ can handle 800. If we convert this into basic math, we can see that the bottom end of the 1JZ is capable of producing about 260 horsepower per liter, while the bottom end of the 2JZ is capable of producing about 266 horsepower per liter. It goes without saying that there are builds out there that produce far more horsepower than these figures. However, even today, their cast-iron bottom ends are among the strongest ever created.
In terms of applications, the 1JZ’s more rev-happy nature makes it ideal for drift builds because maintaining a slide and making sharp transitions both depend on staying in the upper portion of the rev-range. Because of its shorter stroke, the 1JZ loves to run at high rpm but has little low-end torque. The turbocharger needs more time to spool when the stroke is shorter.
The 2JZ, on the other hand, boasts both low-end torque and a wide torque band, almost like that of a large normally-aspirated engine thanks to its larger stroke and sequential twin-turbo arrangement. Just this alone greatly increases its street use compliance. Strangely, the 2JZ is less dependable when maintained at high RPMs for an extended period of time because to the larger stroke.
There are lots of parts and businesses that focus on these engines. The 1JZ is a little less expensive. When it comes to the construction of both of these engines, there is a clear trend. While most 2JZ builds are insane 10- or even 9-second drag cars, most 1JZ builds are drift cars. Both engines have advantages and disadvantages, but when used properly, they may deliver impressive numbers while preserving the most of their fantastic reliability.