Used  & Imported Engines For Sale

About The Toyota 2JZ Engine

The Toyota 2JZ-GTE 3.0-liter twin-turbo engine was produced by the company from 1991 to 2002 and was installed only on the first two generations of the Aristo sedan and the A80 Supra sports coupe. Units for the Japanese market are different from export internal combustion engines, and there is also a version with VVT-i. The JZ family also includes internal combustion engines: 1JZ‑GE , 1JZ‑GTE , 1JZ‑FSE , 2JZ‑GE and 2JZ‑FSE .Both professional track-day teams and backyard fans love the 2JZ engine, which Toyota produced. From 1991, the 2JZ engine has established itself as the benchmark for tremendous power with minimum effort. Because of its cast-iron bottom end, symmetrical inline construction, square-shaped motor geometry, and tempered crank, the 2JZ can easily handle double its standard horsepower ratings straight out of the box. Few other engines are capable of it.

Toyota 2JZ Engine Crash Course: 2JZ-GTE vs. 2JZ-GE

Because of the reduced 8.5:1 compression ratio, most enthusiasts salivate at the thought of having a 2JZ-GTE-powered car. Additionally, the 2JZ-GTE features bigger intake ports and improved side feed injectors for supporting power. The 2JZ-GE engine is naturally aspirated, but the 2JZ-GTE has a pair of sequential turbos fitted from the factory. Pricing for 2JZ-GTE engines have risen since the 2JZ-GTE has only been offered in the Mark IV Supra inside the United States. Unfortunately, buying 2JZ-GTEs is no longer a viable option for the majority of the working class. Because of this, we’ll concentrate on the 2JZ-GE, the GTE’s underdog twin. Despite their reduced price, 2JZ-GE motors still have a ton of performance potential and are amazing. This is partly because they are readily available in Lexus IS300, GS300, and SC300 models with US specifications. The GE does not necessarily have to remain naturally aspirated after leaving the factory. The 2JZ-GE can consistently push significant horsepower figures as well since it is essentially similar to the GTE. Similar to how you would enhance power on a GTE, the main approach to gain performance from a 2JZ-GE is by adding a few additional turbos to the mix.

Realistic 2JZ-GE Turbo Power Upgrade Specifications

Even though 230 horsepower isn’t much, a 2JZ-GE with forced induction can still go up quite a bit. Even if the 2JZ-power GTE’s numbers are over the roof, you can count on the 2JZ-GXE to produce between 350 and 400 horsepower with its standard internals. The 2JZ-greater GE’s compression ratio is the main factor preventing it from producing extreme power, since increasing the pressure in already over-pressurized cylinders would cause serious problems. Most people say that 7-8 PSI of increase is the upper limit, but that doesn’t take into account GTE rods, a GTE head gasket, and other supporting mods. With a good turbo kit and some simple supporting upgrades, a stock 2JZ-GE can dependably produce 350–400 horsepower without requiring a lot of work or breaking the wallet. When numbers approach 450 and beyond, expensive actions must be taken to avoid engine or gearbox grenading.

Supporting Reasons to Upgrade a 2JZ Turbo 2JZ-GE Turbo Manifold

Supporting changes are necessary whether you go for a 2JZ-fair GE’s or ridiculous horsepower output. Obviously, the degree of supporting modifications will depend on your desired horsepower. Most likely, a 300–400 horsepower turbo 2JZ–GE would function well with simply a piggyback or solo tune. This need either a flashed ECU or some kind of access port; the choice is highly subjective. Having said that, it may be time to start thinking about upgrading your fuel system including injectors if you start seeing figures at the top of that range. A high-flow fuel pump is required after your engine’s horsepower reaches the 400–450 range to avoid fuel starvation. The majority of 2JZ-GE owners recommend a Walbro 255LPH fuel pump as a reliable modification for better horsepower figures. To complete the fuel system, more horsepower necessitates the use of bigger injectors, which are able to load more gasoline into the engine’s cylinders. Standard fuel-tuning devices, such as a SAFC-II, are limited to injector sizes of 500cc and below when working with additional hardware already in place. If the injectors need to be bigger, the engine management system needs to be stronger.