Toyota JZ engine
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The Toyota JZ engine family is a series of inline-6 automobile engines.
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[edit] 1JZ
The 2.5 L (2491 cc) 1JZ version was produced from 1990 through 2005 (still in production with the Mark II BLIT Wagon). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in). It was a 4-valve DOHC engine with two belt-driven camshafts.
Output for the non-turbo 1JZ-GE was 200 hp JIS (147 kW) at 6000 rpm and 185 ft.lbf (250 Nm) at 4000 rpm.
[edit] 1JZ-GTE
The twin-turbo 1JZ-GTE. Although rated at Japan's self-imposed maximum rating of 280 hp (206 kW) at 6200 rpm, this was probably quite conservative[citation needed]. A later unit (with VVT-i and a single turbo) probably produced well more than 300 hp (221 kW)[citation needed]. Torque was rated at 268 ft·lbf (363 N·m) at 4800 rpm.
Applications:
- 1989–1992 Toyota Supra MK3 (chassis code JZA70, non-US only)
- Toyota Soarer
- Toyota Chaser/Cresta/Mark II Tourer V
[edit] 2JZ
The 3.0 L (2997 cc) 2JZ has been produced since 1992 (first released in the 1992 Lexus SC300). Cylinder bore was 86 mm (3.39 in) and stroke was 86 mm (3.39 in). VVT-i variable valve timing was added later in 1997.
[edit] 2JZ-GE
The 2JZ-GE is a common version. Output is 215 to 230 hp JIS (158 to 169 kW) at 5800 to 6000 rpm and 209 to 220 ft.lbf (283 to 298 Nm) of torque at 3800 to 4800 rpm.
It uses SEFI fuel injection, has an aluminum head and 4 valves per cylinder with some versions using VVT-i, along with a cast iron cylinder block.
Applications:
- 1993-1998 Toyota Supra MkIV
- Toyota Aristo
- Toyota Progres
- Toyota Crown
- Toyota Mark II
- Lexus IS 300
- Lexus GS 300
- Toyota Soarer/Lexus SC 300
[edit] 2JZ-GTE
The 2JZ-GTE was developed to power the fourth generation of the Supra sports car. It was based on the 2JZ-GE, but differed in its use of sequential twin turbochargers and the use of an intercooler.The 2JZ-GTE was one of the few Japanese 3-liter sports car engines on both the Japanese domestic and export markets during the '90s, sharing the title with Nissan's VG30DETT V6 and Mitsubishi's 6G72 V6.
The use of sequential twin CT12B turbochargers raised its power output from a mere 166 kW (225 hp DIN) to the market maximum of 206 kW (280 hp DIN) at 5600 rpm, limited by Japan's "Gentlemen's Agreement" between Japanese automakers, although real output and torque figures were well in excess of 300 hp (over 220 kW).
In the North American and European market, power was raised to 239 kW (320 hp SAE)/243kW (330hp [DIN]) at the same engine speed of 5600 rpm. The export version of the 2JZ-GTE achieved its higher power output due to different turbochargers (stainless steel for export models, ceramic for Japanese models), camshafts, and larger injectors (550 cc/min for export markets, 440 cc/min for Japanese models). Because the primary mechanical differences between the export (CT12B) and Japanese (CT20A) model turbines are the size and material of the exhaust-side shaft (stainless steel exhaust-side shaft for export models vs ceramic shaft for JDM models), one can replace the JDM's ceramic shaft with the steel variant found in export model. In tuning groups, in spite of the lack of actuators for both turbines, the factory turbochargers are often retained after mild engine modification due to the highly durable housings and use of stainless steel for the impeller and turbo fins in the export models. In light of the above as well as the due to the use of forged internals throughout the engine, the 2JZ-GTE is well-known for requiring no internal modification to cope with the stress associated with high-boosting turbines.
This engine, like Nissan's RB26DETT, is very popular with the tuner niche for its upgrade flexibility and reliability that is supported very strongly by the aftermarket scene.
Applications:
[edit] 1.5JZ-GTE
The 1.5JZ is created by combining a 1JZ with a 2JZ bottom end. the 2JZ bottom end will simply bolt on.
- 1JZ = 2.5L Inline 6 (86.0mm bore x 71.5mm stroke)
- 2JZ = 3.0L Inline 6 (86.0mm bore x 86.0mm stroke)
Using a 2JZ bottom end with the 1JZ everything else allows you an extra 500cc of displacement.
Reasons for this conversion is a matter of opinion and discussion, some claim a 1JZ head flows better than a 2JZ, however this is unfounded as of yet. The most likely reason would be if the owner of a worked 1JZ motor blew the bottom end and were to replace it with the 2JZ bottom to gain 500cc of displacement, as the heads are intercompatible.
