There were many interchangeable parts included with the MKIII. For some years, the engine mounts and brackets were unique, as were the engine and body harness.
- Yellow Plug Engine And Body Harness, 1986.5Early 1989
- Grey plug engine and body harness, late 1989 to 1992
- Engine Harness for a Late 1989 Model; Not the Same as Grey Plugs for 1991 to 1992
- Specific Bracket for Square Engine Mounts from 1986.5 to Early 1989
- Round engine mounts from late 1989 until 1992 (MKIV Mounts Can Be Used After Grounding The Tab Off)
- BIC Sells Swap Brackets When Swapping A 1JZ/2JZ
- OEM 1JZ Engine Brackets are functional.
All the components for a 1JZ-GTE or 2JZ-GTE exchange are given below. The motor set and all of its electrical components are required. The oil pan and water pump are two examples of items that will need to be changed for simplicity and fitment. You will require a bellhousing and flywheel from a 1JZ that can also be used on a 2JZ. The clutch mechanism is identical to the one found in a turbocharged MKIII with an R154. You will want specialized brackets to install your 1JZ/2JZ in your vehicle. There are “plug and play” piping kits for 1JZ/2JZ twin systems, but intercooler piping will be bespoke to every change. Upgrade to the higher flow Walbro fuel pump instead of the original one because it will support the higher boost levels much better. Converting your harness to plug into your car will be the most difficult component of this switch. Send it to Phoenix Tuning’s Dr. Tweak to have him convert the body plugs from the 7M harness to the 1JZ/2JZ harness so you can control the relays and modules in your car in addition to the motor. Send your harness to him if you’re afraid of wiring.
- Motor Set 1JZ-GTE/ 2JZ-GTE
- R154 transmission in a Supra Shifter housing is too long on the Soarer R154, it’s incorrect
- ECU 1JZ-GTE/2JZ-GTE
- Harness 1JZ-GTE/2JZ-GTE
- Igniter 1JZ-GTE/2JZ-GTE
- GPS Sensor (All JZ Map Sensors Are Interchangeable)
- Water Pump With O-Ring And Rear Housing For Toyota 2JZ-GTE (Eliminates Hydro pump Setup)
- Upper and lower rear sump oil pans, 1JZ-GTE/2JZ-GTE, with pick-up (Front Sump Will NOT Work)
In This Article...
What does a 2JZ add to HP?
It might not seem like a simple engine could be capable of doubling power levels, but in a way, that’s what makes everything else possible. Are you looking for an engine that can produce 700 horsepower or more without damaging the bottom end? Build it from stronger cast iron rather than aluminum, give it a solid deck to prevent cylinder movement, put in a forged crank, and, like Toyota, control the compression ratio with dish-shaped pistons. The rotating assembly is kept cool and lubricated at high RPMs by a set of seven primary caps that prevent the crank from moving. The engine’s geometry was also carefully analyzed by Toyota’s engineers, who included the illusive square-shaped design in which the bore diameter and stroke length are the same.
Failures don’t happen frequently, according to Southern California Supra specialist Ian Sai-Ngarm of FSR Motorsport Creations, “aside from a temperamental bracket that secures the tensioner in place, an oil pump seal that’s notorious for pushing itself out, and a crank pulley that likes to come apart.”
JZ-GTE Pros And Cons
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
HP The Easy Way
According to the guys at FSR, more than doubling the 2JZ-power GTE’s output is not difficult, but first the sequential turbo system must be replaced with a bigger, single compressor. First, seek for a turbo with an external wastegate that flows more freely in the 64 to 80mm range, and get rid of the side-mount intercooler in favor of a front-mount unit with more surface area. A number of companies, including GReddy, sell upgrade kits that come with everything you need to accomplish just that. Additionally, you’ll need a configurable ECU like AEM’s Infinity, a higher-flowing fuel pump, larger-diameter delivery lines, and 1,000cc fuel injectors. Aside from stiffer valve springs to prevent any valve float, aftermarket cams like those from Brian Crower are pretty much the only thing you’ll need to touch underneath the valve cover to reach that 750hp level.
More Power Than You’ll Know What To Do With
The 2JZ-GTE has already demonstrated that it is capable of producing over 2,000 horsepower. Although you’ll need more than a 64mm turbo to get close, it’s simpler than you may expect. Start with anything in the 72mm range and prepare to add forged pistons, rods, and billet main caps to beef up the bottom end. The head won’t lift off the block thanks to larger head studs. Here, even larger cams and head porting must also be addressed, and 2,000cc injectors are a good option if you don’t want to run out of fuel. Depending on how absurd and far you want to stray from the Celica bloodline, there could be 12 of them along with a trio of gasoline pumps.
Gentlemen And Their Agreements
For cars destined for North America, the 2JZ-GTE produces 320 hp and 315 lb-ft of torque, which may not sound like much, but there is a good reason for it. Japanese automakers have limited the output of production cars in their own country to 276 horsepower since 1989 in order to avoid costly horsepower battles. at least in writing. Although the rules of this Gentlemen’s Agreement were originally agreed upon but frequently disregarded, engines like Toyota’s 2JZ-GTE still had a ton of unsqueezed juice when they came off the assembly line. The arrangement was reasonable at the time for a nation with a 62 mph top speed limit, but American automobile consumers now demand their mom’s minivan to have more power than a mid-’90s supercar. All of this tells you is that it’s simpler than you may think to get 400 horsepower out of the 2JZ-GTE with a few bolt-ons.
Sequential Boost
Toyota’s sequentially paired team of Hitachi turbos, which were also codeveloped by Toyota, provide all 320 horsepower for the 2JZ-GTE. These turbos are very similar to the T3 turbo you had installed on your Civic. Sequential twin-turbo arrangements allow one turbo to complete its task first and the other to join in at higher engine speeds, in contrast to parallel twin-turbo installations where two equally sized turbos huff the same amount of air simultaneously. In contrast to the usual pattern, equal-sized turbos are located at both ends of the 2JZ-GTE. One of the first vehicles to show sequential turbocharging wasn’t always cumbersome and problematic was the Supra. Here, the first turbo is already operational by 1,800 rpm. By 4,000 rpm, two turbos are spinning at full throttle. Let the ECU, wastegate, and a few bypass valves do their jobs.
JZ-GTE Power Upgrade Parts
Aftermarket cams from Brian Crower are one of the finest ways to move the 2JZ-powerband GTE’s into a more useful area, greatly increasing the engine’s efficiency. Three stages of cams are available from the manufacturer, which are appropriate for everything from daily drivers to full-fledged drag cars.
The cast-iron block of the Supra is sturdy, but without the proper tune, it will blow to pieces like any other engine. AEM Infinity Programmable ECU The Supra’s engine and chassis harnesses are directly connected to AEM’s plug-and-play Infinity ECU, which gives users complete control over the engine’s operation as well as a lot more.
The factory turbos on the 2JZ-GTE will only take you so far. GReddy Turbo Upgrade. It turns out that if you want to get serious, you need a single-turbo overhaul like anything from GReddy. The single-turbo conversion kits from GReddy come with all the necessary components, including the turbo itself, an equal-length exhaust manifold, an external wastegate, and options significant enough to permit nine-second time lapses.
A 3.0L, inline-six, cast-iron short block with an aluminum head serves as the foundation for the 2JZ-GTE. North American versions have 320 horsepower when they leave the factory, but there is plenty of room for more.
The most obvious chassis from which to get Toyota’s 2JZ-GTE is the Supra Turbo, which was produced from 1993 to 1998.
Even though the Toyota cast-iron block is relatively basic, it has important modifications that prolong engine life while the engine is operating at a higher boost, such as the factory-installed oil cooler that sits between the oil filter and the block.
Similar to the 2JZ-GTE, inline engines typically perform more smoothly and with less vibration than V-type engines with rotating assemblies that distribute their weight between two banks.
Large power increases are primarily made possible by the 2JZ-cast-iron GTE’s block, which needs little effort. Yes, aluminum is lighter than cast iron, but there are few materials that can match it for strength.
Huge power gains are feasible here because Toyota also used a solid deck, which prevents the cylinder shifting that is prevalent in open-deck designs.
The forge crank is secured in position by seven primary caps. These aftermarket billet main caps are needed for high horsepower applications, but the factory crank won’t need to be changed unless the engine geometry has been altered.
The sequential turbo architecture used in the original Toyota inline-six engine produces outstanding peak power with the least amount of low-end lag. Such twin-turbo configurations maintain the Supra’s pedigree while switching to a parallel architecture from the frequently unreliable sequential configuration.
The aluminum cylinder head has a pent-roof design with four valves per cylinder. If there is any weakness in the 2JZ-GTE, it is in the head. Here, porting can be used to increase airflow, and high-horsepower applications nearly always call for more aggressive cams.
Based on a pair of Hitachi C12B turbos, Toyota’s ingenious sequential turbo architecture is often dropped in greater horsepower applications. Here, a single turbo initially performs all of the work before a second, equal-sized turbo comes online at 4,000 rpm.
How long does a 2JZ swap take?
How To 2JZ Swap Your FT86 In A Simple Way! Currently, the turnaround time is 6 weeks, but for an additional $150, we will move your harness to the head of the queue!
What exactly does 2JZ mean?
It was a pinnacle for the Japanese auto industry, and the 2JZ represented a pinnacle for large, robust, iron-block straight-six passenger car engines. There hasn’t really been anything quite like it since. In the 1990s, the demand for these automobiles and the funding for overbuilt engine programs dried up, and neither gap has been addressed, at least not in Japan. Toyota now only makes large straight six engines for vehicles, while its large rear-drive sedans come with V6 engines. Now, in recent years, tuners have managed to get other engines to produce as much power as 2JZs, but they are more uncommon, more expensive, and have less aftermarket support. If they want to build a high-horsepower car in their garage, any couple of schmucks can spend a few thousand dollars on a 2JZ to put into an old Nissan.
The engine was delivered shortly after Nissan made the decision to fit their GT-R with the enormous twin-turbo RB26DETT. Contrary to Nissan, Toyota debuted its mainstay in a four-door sedan, the Toyota Aristo 3.0V, which is known as the Lexus GS in the United States. This was done to homologate the sedan for the Japanese Grand Touring Car Championship. But the 2JZ-main GTE’s claim to fame was in Toyota’s cult classic Supra.
The 1JZ-GE, a naturally aspirated 2.5-liter inline-six that Toyota installed in a number of sedans including the Chaser, Cresta, Crown, and Mark II, served as the foundation of the JZ series of inline sixes and was followed in 1990 by the 2JZ-GTE.
The stroked version of the 3.0 liter 1JZ-GE, the 2JZ-GEa
afterwards, along with turbocharged and intercooled “both engine generations’ GTE variations. Different aluminum cylinder heads with special intake and exhaust manifolds, higher-flowing injectors, recessed pistons with lower compression ratios (which let the engines to handle greater boost), and oil squirters to cool the pistons were all added to the high-performance GTE models.
The GE models, which are ubiquitous in Lexus GS300s, are less sought-after in the tuning scene as a result of these distinctions. Although the lesser displacement means it doesn’t quite have the monster power potential of the 2JZ-GTE, the 1JZ-GTE, whose vital internals essentially shared the same design, is still very well-liked in the tuner community.
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).
Because of a “By a gentleman’s agreement between Japanese automakers at the time, the 2JZ-stock GTE’s output in the Aristo and JDM Supra was officially certified at 280 horsepower. That blatant falsehood was. And in the 1993 launch of the American-spec A80 Supra, which had larger injectors, more powerful turbochargers, and new cams, the number increased to 320 horsepower at 5,600 rpm.
The Supra quickly established itself as a force to be reckoned with thanks to its power and 315 pound-feet of torque at 4,000 rpm, despite its enormous weight (the engine itself weighed over 500 pounds). According to modern studies, the car could go from 0 to 60 mph in less than five seconds, making it a remarkably speedy vehicle for its day.
That was common. The Supra stock was never maintained. You could gain far too much if you played around with it.
What makes 2JZ so potent?
The 2JZ-GTE inline-six engine, which was used in the Toyota Supra’s fourth generation Turbo variant, is largely responsible for the iconic status of the car. For 1993, this 3.0-liter six engine’s 320 horsepower and 315 lb-ft of torque were impressive results from its two sequential turbochargers. But the Supra’s legacy was not only cemented by what Toyota did with its powerplant.
The aftermarket quickly realized that this engine could be tweaked to produce much more than 320 horsepower without seeming to compromise reliability. Modified Supras frequently produce well over 1000 horsepower without any issues. A Supra may easily be transformed into a supercar contender with even a conservative tune. Because of this, the Supra gained notoriety as a tuner icon, gaining a spot in the first Fast & Furious film and the affection of a generation of auto aficionados.
But why did it work so well? Stephan Papadakis, an engine builder, discusses in this 2JZ-GTE dismantling video. The primary cause? This engine is really powerful.
To begin with, a cast iron block was used in all 2JZ iterations. That’s not fantastic for weight, but it’s perfect for maximum strength. In addition, Papadakis notes that the 2JZ has a closed-deck engine, meaning the cylinders are fairly powerful on their own. Because of this, the 2JZ-GTE can withstand high turbo boost pressure. Without having to worry about the engine’s fundamental design, you can push a lot of air through those cylinders.
A cleverly constructed three-layer steel head gasket that can endure high boost pressure without blowing is another advantage of the 2JZ-GTE. The crankshaft is made of very sturdy forged steel. Finally, Papadakis draws attention to the engine’s girdle, which aids the block’s stiffness.
Essentially, when designing this engine, Toyota went crazy. It is an engine for a gas-powered sports vehicle, but it has a lot in common with a high-compression turbo-diesel truck engine in terms of design. It almost seems as though Toyota built the 2JZ with boost-obsessed tuners in mind from the beginning.
Make sure to view the entire Papadakis video. If you ever decide to dissect a legend yourself, it’s a fascinating look inside and is packed with useful information.
This material was downloaded from YouTube. At their website, you might be able to discover the same material in a different format or more details.