How to build up your own custom Toyota Supra with 2JZ Engine


Toyota Supra dates back to the 1970s when Toyota decided to launch a more powerful variant of Toyota’s 2nd-gen Celica coupe. Celica Supras featured larger wheelbases that were broader than the previous one and came with 6-cylinder internal combustion engines that were extremely efficient, during that time.

The Supra decided to abandon the Celica nameplate around 1986, and by the time its 4th generation variant arrived in late 1992, it held almost as many similarities with Toyota’s introductory sports compact as it had with the manufacturer’s goofy subcompact Paseo. Most of this was primarily due to MkIV Supra’s factory 2JZ twin-turbo engine, an expandable 6-cylinder engine capable of producing such staggering amounts of power and torque that, perhaps after 28 years, pro sports car racing clubs of all stripes continue to focus on finding out the initial ’90s 3.0 liter in the very same way they did nearly a decade before. It’s understandable. A handful of factory engines have been successful in producing the kind of insane output that the 2JZ engine can with such few tweaks.

Well, in this article you’ll get to know everything about Toyota’s 2JZ engine such as 2JZ GTE spec, where to find it, its pros and cons, and much more.

Where Can I Get One?

  • In the United States, the 2JZ-GTE, which had a completely different design from the previous Supra’s 7M-GTE, was initially just featured in Supra Turbocharged versions from 1993 to 1998.
  • In Japan, the 2JZ-GTE initially debuted in 1991 beneath the bonnet of the Toyota Aristo but stayed in selective Japanese Supras till 2002, when the vehicle was discontinued.
  • Toyota 2JZ-GE, the purely turbocharged elder sister of the 2JZ-GTE, is built on a very similar short-block as well as virtually similar yet higher-compression rotational unit as that of the 2JZ-GTE, however, is barely suitable for around 230 horsepower according to Toyota. We know this doesn’t concern you but we had to put it out there for those who need to know. Avoid them by avoiding peeking inside the hoods of non-turbo 4th gen Supras, along with Lexus’ IS300, GS300, as well as SC300.

JDM alternative

The 1JZ-GTE, a de-stroked, 2.5L variant of the famous cast-iron big block with dynamic intake camshaft phasing as well as a standard turbo, is an offshore variant of the 2JZ-GTE. In 1997, this 2JZ-GTE underwent the identical VVT-I modification like the 1JZ-GTE, along with upgraded turbochargers, targeting the Japanese region. However, if you do not reside in Japan, this 3.0L engine which generates more horsepower and has driven you to crave for a Japanese-built automobile before you were old enough to hit the brakes on your Huffy is probably what you are interested in. Despite certain disadvantages, such as shorter fuel injection as well as camshaft, JDM machines are simpler to find, less costly, as well as just as competent.

The block is everything!

When designing the 3.0L 2JZ architecture, Toyota drew inspiration from Nissan’s circuit-winning RB line of an internal combustion engine. The 2JZ’s linear architecture, such as the RB26DETT, offers itself a perfectly proportioned structure. Unlike V-type motors, the rotational component of 1⁄2 of this block doesn’t quite get blown across in opposing directions. When you observe the 2JZ’s jumble of cams with rods spinning around, you’ll note that the front 3 cylinders rotate in the opposite direction as the rear 3. Because of the equal distribution of mass, the usual polar swaying motion found in a V-6, for instance, is absent. The only element that matters seems to be that its construction allows you to crank it louder for more time, safe, as well as faster than almost anything else.

2JZ everything to know about!

It might not appear that a basic engine is competent in doubling its peak power, yet this is exactly what allows all this to transpire. Hunting for a powertrain that can produce 700 HP or higher without breaking the bank? Assemble it utilizing heavier-duty cast-iron rather than aluminum, a robust base to prevent cylinder displacement, a crafted crankshaft, plus dish-shaped pistons for regulating the high compression, like Toyota accomplished. 7 primary caps prevent the crank from moving, while under-piston fluid squirters chill and grease up the rotational unit at extreme RPMs. The engine’s architecture was additionally extensively inspected by Toyota’s engineers, who managed to include the rare square-shaped layout, in which the cylinder size plus stroke lengths are all the same.

2JZ-GTE Pros and Cons

  • 2,000 horsepower
  • Tightly packed, inline layout
  • Non-interference valve train
  • Robust cast-iron block
  • Welded crankshaft
  • Huge main bearings
  • Under-piston oil squirters
  • 1,000+ horsepower timing belt
  • hydraulic pump, plus a cooling unit
  • Timing belt tensioner mount is prone to problems
  • Oil pump seals can leak out
  • Crank pulleys may break apart
  • The cylinder head has a weak flow
  • A sequential turbocharger system is likely to break down

The quickest way to 750HP

Increasing the 2JZ-power GTE’s performance isn’t difficult, but abandoning the sequenced turbocharged system in favor of a bigger, solitary compressor must come immediately. For starters, search for a turbocharger with a diameter of 64 to 80mm, and a greater flowing outer waste-gate, along with a front fixed intercooler featuring a larger surface area. Revamp packs from GReddy and some others feature everything. A better flowing fuel system, bigger diameter distribution lines, 1,000cc petrol injectors, as well as a customizable ECU, such as AEM’s Infinity, are also required.

Replacement cams, such as the ones by Brian Crower, should help in heading to 750hp much simpler, and it’ll be the first element you’ll have to do inside the valve cap aside from stronger valve springs to prevent valve drift.

More power than you’ll know what to do with

 The 2JZ-GTE has already proved that it’s capable of producing over 2,000 horsepower. You’ll want greater than a 64mm turbocharger to get near, but it isn’t as difficult as you may imagine. Begin with somewhere around 72mm line then add crafted pistons plus rods, and also billet primary caps, to beef out the underside. Head screws with a bigger size should prevent its head from coming off the block.

Slightly bigger camshafts with head ports are required too, so if you wish not to run short of gasoline, check out 2,000cc injectors—12 of these if your horsepower objectives are crazy enough plus 3 fuel injectors as per your power needs.

The agreements of gentlemen

For North American-bound vehicles, the 2JZ-GTE produces 320 horsepower and 315 pound-feet of power, although there surely is a purpose behind it. Since 1989, Japanese manufacturers have dodged costly horsepower battles by limiting production vehicle output below 276 HP in their native country. In theory, at least. Since then, the Gentlemen’s Agreement has been breached.

However, because of the previously agreed-upon agreement but frequently ignored terms, motors including Toyota’s 2JZ-GTE exited the assembly process. The arrangement sounded like a good idea for a nation boasting a max speed restriction of 60 miles per hour, and it has now proven impractical for American automobile purchasers who demand their mother’s minivan to have more horsepower than a mid-’90s performance car. This whole implies that extracting 400 horsepower from a 2JZ-GTE using a couple of bolt-ons that just about any knucklehead could manage is actually pretty simple.

Sequential enhancement

Toyota’s 2JZ-GTE derives all of its 320 horsepower from a simultaneously linked set of Hitachi turbochargers which aren’t really that distant from the T3 turbo in the Civic. Apart from simultaneous twin-turbo installations, in which both turbos blow the identical volume of airflow at the exact instant, sequential designs enable one turbo to finish early then the 2nd one joins in during high rpm. Normally, a shorter turbo comes before a bigger one, however, the 2JZ-GTE has exactly equivalent turbos at either side. The Supra was among the initial vehicles to demonstrate how sequential turbochargers did not need to be inconvenient or problematic. The very first turbo is fully online at 1,800 RPM. Around 4,000 RPM, both turbos are churning full-song, thanks to the ECU, wastegate, as well as a handful of bypassing valves doing their duties.

Power upgrade parts for The 2JZ-GTE

Cams by Brian Crower

Upgraded cams by Brian Crower are among the most powerful ways to move the 2JZ-powerband GTE’s towards a more useful level, rendering the engine much more productive. The firm provides three levels of cams, ranging from everyday automobiles to full-fledged performance cars.

AEM Infinity Programmable ECU

The Supra’s cast-iron core is sturdy, except without the appropriate tweaking, it will explode into tiny little pieces just like every other powertrain. This plug-and-play Infinity ECU from AEM attaches directly to the Supra’s powertrain and structural circuits, giving you total authority throughout the engine as well as a whole lot of additional benefits.

GReddy Turbo Enhancement

The stock turbochargers on your 2JZ-GTE will just get you far. Since it stands out, only one turbo upgrade, a GReddy, is necessary if you wish to go deadly competitive. GReddy’s solitary turbo modification kits come with everything you need, including an exact equivalent exhaust pipe, an exterior wastegate, as well as the turbo component, along with upgrades that enable 9-second timing slips. A 3.0L inline-six cast-iron short-block featuring an aluminum head powers the 2JZ-GTE. U.S models come with 320 horsepower out of the box, but there’s plenty of potential for more.

Toyota’s 2JZ-GTE engine is available in a variety of configurations and may be found in a variety of frames, the most prominent of which being the Supra Turbocharger from 1993 to 1998.

Other facts

  • The factory-made oil cooling system is sandwiched between its oil filtration system, while the block helps save engine life when generating boost, also, Toyota’s cast-iron block is very basic.
  • V-type motors with revolving components that transfer their load backward and forward through two banks generally function better as well as providing significantly lower vibration compared to linear motors like the 2JZ-GTE.
  • Substantial power improvements are achievable because of the 2JZ-cast-iron GTE block, which requires very little maintenance. Sure, aluminum is lightweight, but few elements can match the power of cast iron.
  • Another factor for the large power improvements is that Toyota used a thick deck, which prevents the piston movement that is typical with open-deck engines.
  • The welded crank is held in position by seven primary caps. Elevated HP applications necessitate replacement billet primary caps like these, however, the original crank will suffice provided the engine’s design has been altered.
  • Toyota’s inline-six has been using a sequential turbocharger arrangement at first, with two turbos working together to deliver excellent maximum output with minimal low-end delay. The Supra’s legacy is preserved with twin-turbo systems such as this, however, the sequential design is replaced with a parallel structure, which is more dependable.
  • The aluminum cylinder block has a pent-roof layout with 4 valves in each cylinder. If there’s a flaw with the 2JZ engine, it is inside the head. The flow of air may be increased by porting, and higher-horsepower engines virtually generally demand more vicious cams.
  • Toyota’s innovative sequential turbo architecture is designed on a couple of Hitachi C12B turbochargers, which are normally skipped in relatively high HP vehicles. Initially, a solitary turbo handles all of the workloads until the second, of similar size, kicks in around 4,000 RPM.

Wrapping things up

So, folks, this was all there is to know about the good old Toyota 2JZ engine twin-turbo. We hope this will give you additional information and more ideas about how to build up your own custom Toyota Supra. Let us know if you have more amazing ideas regarding the 2JZ Engine.

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