from Toyota The JZ line is no stranger to the automotive community and is as coveted as LS V8s, Mazda rotarys, and RB inline sixes. Famous for being super-engineered, the JZ series is a prime example of Toyota’s development team raising the bar and setting a benchmark in engine design.
The 2JZ was introduced in the early 1990s and development was based on its predecessor, the 1JZ. Two versions were available, the 2JZ-GE and the 2JZ-GTE. The 3.0L 2JZ-GE was intended for stock cars, while the GTE was a factory turbocharged high-performance engine.
It’s been almost three decades since these engines were developed and they still end up being some of the most desirable pieces of engineering today. Often considered masterstrokes, the 2JZ engines, whether the GE or the GTE, are truly at the top as some of the best engines ever made.
But why is the 2JZ so coveted, especially in its turbocharged GTE form? What makes it so good that enthusiasts want it? Donut Media’s The recent teardown of the 2JZ-GTE explains the engineering wizardry behind it JDM masterpiece
Toyota’s 2JZ engine was surprisingly common in the 90s
You can’t talk about the 2JZ and not mention the Mk IV Toyota Supra. However, the Toyota Aristo, a Japan-only Lexus GS equivalent, was also equipped with the 2JZ-GTE. The 2JZ-GE, on the other hand, appeared in several US-bound cars, including the Lexus IS 300, GS 300, and SC 300.
Although the overall design is the same, there are significant differences between the 2JZ-GE and the GTE. Although both engines share the same bore and stroke, the 2JZ-GTE featured recessed piston rings (which gave a lower compression ratio) and oil splashes to help cool the pistons. The GTE also had a different head with redesigned intake/exhaust ports, cams and valves.
American versions of the 2JZ-GTE (primarily Supras) made 320 horsepower and 333 lb-ft of torque. The JDM versions, however, were limited to 276 horsepower and 320 lb-ft from the 2,997cc twin-turbo inline-six. This difference, of course, came about as part of the agreement between the major JDM brands to limit published outputs to 276 horsepower.
What makes the 2JZ so special?
2JZ engines can handle several times more than their factory output, and that’s thanks to robust engineering. It’s not uncommon to see 2JZ powered Supras with 1500+ horsepower eating Camaros and Mustangs for breakfast.
Tearing the engine apart revealed how thick everything is. The stock 2JZ block, crank and pistons are pretty well built. Donut Medium he measured them at 123 pounds for the engine block and 60 pounds for the forged crankshaft. The main bearing seats are thicker than most engines. Having forged connecting rods also increases overall durability. Even stock pistons can handle up to 700 horsepower. This is twice the factory rating.
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Post-1997 2JZ engines also featured variable valve timing (VVT-i). Additionally, GTE Gen 2 engines got new stainless steel turbochargers (ceramic for JDM), revised camshafts and larger injectors delivering 550cc/min. There’s no arguing how over-engineered everything is inside the 2JZ. Perhaps this is why these engines command a significant premium on the second-hand market.
In terms of tuning potential, a stock 2JZ can pack 600-700 horsepower with no problem. Even stretching it to 1,000 horsepower won’t do much damage to the stock engine block. Toyota’s over-the-top engineering and quality control has made the engine quite reliable even at these insane power levels.
However, if you’re a complete iobbo and for some reason find yourself missing 1,000 horsepower, there are multi-stage upgrades that push the 2JZ past 2,000 horsepower. But you are advised to upgrade the internals to these power levels for better reliability.
But is the 2JZ better than Nissan’s RB26?
If you didn’t know, the 2JZ was introduced as an answer to Nissan’s RB26. Coming in a bit late meant engineers could make the 2JZ more powerful than its resident counterpart. This resulted in the 2JZ having a longer stroke, more displacement and sequential turbos. Plus, it’s more durable thanks to its interference-free design.
While both engines are incredibly powerful, they aren’t perfect. At over 650 pounds (with all accessories), the 2JZ is relatively heavy compared to the 420-pound RB26. Also, the 2JZ’s valve-over-bucket design is quite different from the shimless setup of the RB26. So expect valve float in the 2JZ, especially at high engine speeds.
As for the RB26DETT, the engine is relatively underpowered. The 2.6-liter twin-turbo inline-six delivers 276 horsepower and 260 lb-ft of torque. By design, the 2JZ achieves maximum power and torque at low revs. Also, because the RB26 is oversquare, it doesn’t offer as much torque as the 2JZ.
As an overall package, the RB-powered R32-34 Skyline GT-Rs offer far superior driving dynamics to any JZ-powered car. But for swapping, we prefer the 2JZ-GTE, simply because it’s relatively newer, sturdier, and arguably better built.
Source: Donut Media
