However, many people are unaware that the Lexus SC300 is practically the mechanical cousin of the Toyota Supra. This is due to the 2JZ engine being shared between the SC300 and Supra. Yes, the Lexus SC300 has a similar engine to the Toyota Supra.
Additionally, the SC300 and the Supra also use the same suspension parts. Despite this, the SC300’s suspension setup and ride quality are far less harsh than those of the Supra because the SC300 wasn’t designed with a racing-level ride in mind to begin with. The suspension is more in line with what you would expect from a Lexus than a Suprait is softer, considerably more forgiving, and more comfortable.
If you’ve ever heard the smooth-but-aggressive, traditional exhaust note of a 2JZ, you’ll be able to appreciate why the Lexus SC300 is an underestimated vehicle. For reference, a 2JZ engine was one of the ones used in the sound mix of Brian’s Nissan Skyline GT-R in the motion picture 2 Fast 2 Furious, starring Paul Walker (Along with an RB26DET and RB30DET, both single-turbo).
In This Article...
Are the Lexus 2JZ and Supra the same?
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.
A SC300 is it a Supra?
The initial version of the Lexus SC, sold in Japan as the Z30-gen Toyota Soarer, wasn’t particularly athletic. According to Hagerty, it made its debut in the SC400 variant with the 250-hp 4.0-liter V8 and 4-speed automatic from the modern LS400. To be fair, Car and Driver claims that the Mk4 Toyota Supra could also be bought with that automatic.
However, Lexus released the SC300 in 1992. According to Dust Runners Auto, it included leather seats, wood trim, and motorized adjustments for “everything,” just like the SC400. Additionally, traction control was an add-on option. But the Lexus SC300 has a 3.0-liter six-cylinder engine with 225 horsepower and 210 lb-ft of torque in place of a V8. It is effectively a Mk4 Toyota Supra engine because it is the same as the one found in the first-generation IS300.
Is the 2JZ GE trustworthy?
Why is the Toyota 2JZ inline-6 engine a renowned engine in the automobile industry? A brand-new video delves deep into the engine’s internals and explains why it’s so perfect for producing significant power with stock internals.
The engine in the video is essentially the same engine that was in the last Toyota Supra, which is from Papadakis Racing. Its variable camshaft timing on the intake comes from a Toyota Aristo, also known as the Lexus GS in the United States. The remainder of the movie essentially demonstrates how the engine was disassembled, but while doing so, we can see what makes the engine unique. We may thank Japan’s bubble economy for the over-engineered, extraordinarily long-lasting engines that the auto industry produces.
The 2JZ engine is quite durable to begin with because it has a cast-iron block and a closed block. The engine is equipped with bucket-type lifters, which are highly dependable but don’t fit larger camshafts effectively. The number of moving parts is significantly less than, say, a rocker arm system. The head gasket itself appears to be in decent condition for an engine that has been in use for more than 20 years when the head is removed.
Toyota equipped the 2JZ with extremely durable head gaskets and a closed block design, which contributes to the problem. The absence of water openings all around the cylinders makes them incredibly durable. Because of this, tuners can extract a lot of power and boost from the standard internals. Three layers of steel make up the multi-layer head gasket itself. The construction helps create a very tight seal around the cylinder and prevents the gasket from blowing.
For the mechanical types, the rest of the film is pure zen, so relax and take in the teardown above.
The 2JZ is a v6.
Toyota’s Supra can be traced back to the late 1970s, when the brand split off as a little beefier version of the company’s Celica coupe. Wheelbases on Celica Supras were longer, they were wider, and their six-cylinder engines were more potent. However, they remained Celicas.
When the fourth generation model was released in late 1992, the Supra had shed the Celica from its moniker and now shared about as many connections with the company’s entry-level sport compact as it had with the tacky little Paseo. The MkIV Supra’s factory turbocharged 2JZ-GTE powerplant, an inline-six cylinder engine so ready to make sobering sorts of horsepower that, even 28 years later, pro motorsports teams of all kinds still seek out the early ’90s 3.0L just as they did decades prior, was largely responsible for all of that. And with good cause. The 2JZ-GTE is capable of producing the kind of absurd horsepower that few production engines before or subsequently have been able to do with so few changes.
Where To Find 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-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.
- 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.
What distinguishes a 2JZ GE from a 2JZ-GTE engine?
- 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 recited 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).
Which Lexus is 1JZ?
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.
Can a 2JZ GE be turboed?
When it comes to turbocharging a 2JZ-GE engine, there are numerous possibilities. For a 2JZ, turbo kit options are the least expensive and most practical way to implement forced induction. If achieving large power goals is the ultimate goal, some people choose a custom arrangement. We will be mostly focused on pre-made kits to avoid misunderstanding as custom turbo setups are very specialized and specific to each individual automobile.
The 2JZ-GE is available with a large selection of turbo kits, just like the majority of highly customizable engines. Choosing the ideal turbo kit for your unique needs necessitates taking many things into account. What budget have you set out for a kit? What kind of power are you seeking? What auxiliary modifications are necessary to run each kit?
Fortunately for you, we’ll examine a couple of the most popular 2JZ-GE turbo conversion kits and go through their advantages and disadvantages.
Is SC300 preferable to SC400?
Toyota enthusiasts will recognize the 2JZ-GE 225-hp inline-six found in the SC300 as being found in the Supra. Not merely the engine is the most significant difference between the SC300 and SC400: Only the SC300, and only until 1997, was available with a manual transmission. The SC and the fourth-generation Supra both use the same platform. Supras have become much more expensive, particularly the 320-hp twin-turbo model. For many years, the less expensive option to a naturally aspirated Supra was the more opulent and polished SC, particularly the SC300 with the five-speed manual. However, as only about 4000 SC300s with manual transmissions were ever produced, they are now without a doubt the most costly SC.
What is the cost of a Lexus SC300?
Trade-in values for a 1997 Lexus SC 300 range from $758 to $2,168. The Edmunds assessment tool can help you get a more precise value for your car. – Find out the value of your car. Alternate vehicle
What exactly is 2JZ GTE mean?
The remaining letters in the 2JZ-engine GTE’s code are “JZ” (simply the engine family), “G” (performance-oriented dual overhead cam configuration), “T” (turbocharged), and “E” (electronic fuel injection).
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.