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.
In This Article...
Which Lexus vehicles feature the 2JZ?
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 Lexus GS300 is equipped with a 2JZ engine?
The 740WHP GS300 shows that 2JZs are always worthwhile. The Lexus GS300’s factory-installed engine is a NA Toyota 2JZ-GE, but an upgrade to the venerable 2JZ-GTE like this produces significant power.
What exactly does 2JZ 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).
What 2JZ engine is the best?
19 stars have been awarded to the 1JZ-GTE. 20 stars have been awarded to the 2JZ-GTE. The 2JZ-GTE comes out on top! Both engines are excellent; however, the 2JZ-GTE has certain advantages due to its displacement, while the 1JZ-GTE has advantages due to its somewhat lower price. Both engines are quite similar in terms of performance out of the box and tweaking possibilities. You’ll be on to a winner if you can get your hands on one of these engines.
With that said, a winner must be declared, so congratulations. 2JZ-GTE You *just* edged out your older brother for first place.
- x x 20 2JZ-GTE
- x x 19 1JZ-GTE
The Lexus IS300 is swift.
A great accomplishment is the 143 mph top speed of the 2021 Lexus IS 300. Although motorists should travel at safe speeds when using public roads, this peak speed number is sure to delight driving aficionados.
Which Lexus model has a 1UZ?
The first generation Lexus LS 400/Toyota Celsior introduced the 4.0 L; 242.1 cu in (3,968 cc) all-alloy 1UZ-FE in 1989. The engine was gradually released across a number of different models in the Toyota/Lexus lineup. With a bore and stroke size of 87.5 mm and 82.5 mm, the engine is oversquare by design (3.44 in3.25 in). [2] With features like 6-bolt main bearings and belt-driven quad-camshafts, it has proven to be a powerful, dependable, and smooth engine. The timing/cam belt also powers the water pump. Steel is used in the construction of the crankshaft and connecting rods. Hypereutectic pistons are used.
One of the few road-going engines with FAA approval for use in aircraft is the FV2400-2TC variant.
Its standard, original trim produces 191 kW (256 horsepower; 260 PS) of power and 353 Nm of torque (260 lbft).
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With lighter connecting rods and pistons and an improved compression ratio to 10.4:1, the engine had a minor revision in 1995 and now produces a maximum of 195 kW (261 horsepower; 265 PS) at 5,400 rpm and 365 Nm (269 lbft) at 4,400 rpm.
With the introduction of Toyota’s VVT-i variable valve timing system in 1997 and an additional 10.5:1 compression ratio increase[2,] output and torque were increased to 216 kW (290 hp; 294 PS) at 5,900 rpm and 407 Nm (300 lbft) at 4,100 rpm. 224 kW (300 horsepower; 305 PS) at 6,000 rpm and 420 Nm (310 lbft) at 4,000 rpm were the output ratings for the GS400.
The Ward’s 10 Best Engines list for 1998 to 2000 included the 1UZ-FE.
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What does a 2JZ cost?
A race-ready 2JZ-GE engine typically costs $50,000 to construct. This special engine is utilized just in racing and is capable of producing 500 horsepower.
All of this is to suggest that these are pricey engines designed for race vehicles rather than the recreational driver.
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What makes 2JZ so strong?
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.
Why is 2JZ 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.
What is a 2JZ engine’s horsepower?
These were some fairly remarkable specifications in 1991. The 3.0 liter inline-6 2JZ has twin turbochargers to produce 320 hp and 320 lb-ft of torque. By the standards of today’s performance engines, those figures would seem typical. However, those power numbers were difficult to match in the 1990s. Many bigger, more expensive engines didn’t deliver performance even close to that.
The rest of the Toyota 2JZ specifications show that this engine was made to withstand some substantial power and boost. Strength is the key to this powerplant. As a last point, the Toyota Supra is where the 2JZ-GTE is most famous.
Toyota 2JZ-GTE Strength
The 2JZ-GTE can withstand large boost because to its 8.5:1 compression ratio. The square cylinder shape provides excellent torque and top-end power balance. The closed deck, iron block used by Toyota in the 2JZ is incredibly sturdy. Despite being cast rather than forged, pistons are nevertheless quite robust and sturdy. Additionally, they included oil spray nozzles for cooling the pistons. The list is concluded with a robust forged crank and rods.
The Toyota 2JZ is unmistakably designed for robustness and longevity. You want to see specifications like this on any high-performance engine, almost exactly.
Several times in the article, we’ll return to this subject. The specifications appear great on paper. To tell us this, however, we don’t need specifications or paper. What makes the 2JZ-GTE such a legend is what it actually manages to do. Throughout the text, we’ll refer back to the 2JZ’s positive attributes. For the time being, we only wanted to emphasize how powerful the engine is from top to bottom.
VVT-i Added In 1997
The Toyota 2JZ engine was not updated for use in North America. However, Toyota started making new JDM 2JZ-GTE engines with VVT-i about September 1997. Modern engines frequently use variable valve timing, which enhances both fuel efficiency and power band.
Additionally, it helps the 2JZ’s power band, which some people find attractive about the JDM VVT-i engine. However, finding them can be more difficult, and finding parts can also be more difficult. The advantages and disadvantages of the VVT-i engine might be covered in a separate topic. In the end, apart from the cams and VVT-i, they are almost identical engines. It’s nevertheless a crucial factor to take into account if you’re planning to buy a 2JZ engine.