The
2JZ was produced from 1991 (first released in the 1991 Toyota Aristo) to 2007. Cylinder bore and stroke is .
VVT-i variable valve timing was first introduced in 1995 starting with the 2JZ-GE, but did not come to the 2JZ-GTE and the US-market 2JZ-GE engines until mid-1997 for the 1998 model year onwards. This engine is not merely a stroked version of the 1JZ (although they share a common bore size, bore pitch, and general architecture), but has a taller block deck and longer connecting rods to accommodate the stroke increase.
2JZ-GE The
2JZ-GE produced at 5800 to 6000 rpm and of torque at 4800 to 5800 rpm. The exterior design of the 1JZ-GE is retained in the 2JZ-GE, and reuses some parts from it. It uses Sequential Electronic Fuel Injection, has an aluminium head and 4 valves per cylinder, along with a cast-iron cylinder block. VVT-i was first introduced to the engines in 1995. The VVT-i version also featured
DIS as opposed to the traditional distributor set-up previously seen on the 1JZ-GE. It was not a true COP (
Coil-On-Plug, also known as
Plug-top coil) ignition system, instead relying on one coil to fire two cylinders, one of which was by spark plug wire. Applications: •
Toyota Altezza AS 300/Lexus IS 300 •
Toyota Aristo/Lexus GS 300 •
Toyota Crown/
Crown Majesta •
Toyota Mark II/
Chaser/
Cresta •
Toyota Origin •
Toyota Progres •
Toyota Soarer/
Lexus SC 300 •
Toyota Supra 2JZ-GTE The
2JZ-GTE is an
inline-layout,
six-cylinder, belt-driven
dual overhead camshaft, air-intercooled,
twin-turbocharged,
cast-iron block,
aluminium cylinder head engine designed and manufactured by
Toyota that was produced from 1991 to 2005 in Japan. Originally powering the
Toyota Aristo V (JZS147) in 1991, it became Toyota's flagship performance engine in 1993 with the introduction of the
Toyota Supra RZ (JZA80). Its mechanical basis was of the existing 2JZ-GE, but differed in its use of sequential twin
turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, some differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio), oil spray nozzles to aid in cooling the pistons and a different head (redesigned inlet/exhaust ports, cams and valves). Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, and hence it phased out production of the original engine in Japan. Consequently, maximum torque and horsepower was raised for engines selling in all markets. The later 2JZ-GE VVT-i equipped models (Aristo, Altezza and Mark II) shared a different part number for weaker connecting rods. The addition of twin turbochargers, jointly developed by Toyota with
Hitachi, in sequential configuration had raised its commercially cited output from to the contemporary industry maximum of at 6000 rpm. In its first appearance, torque was advertised as at 3800 rpm to be later recited as with the introduction of VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct
Gentlemen's Agreement exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to at 5600 rpm. The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/
min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification
CT20 turbine and export-specification
CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive
CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese
CT20 turbine exist discretely, which are identified with the
B,
R, and
A part number suffixes (e.g.:
CT20A). For all road car applications, two gearboxes were available for the engine: •
Toyota A340E 4-speed automatic •
Toyota V160 and V161 6-speed manual (jointly developed with
Getrag as the
Type 233) Applications: •
Toyota Aristo 3.0V JZS147 (Japan-only) •
Toyota Aristo V300 JZS161 (Japan-only) •
Toyota Supra RZ/Turbo JZA80
2JZ-FSE Around 2000, Toyota introduced the
FSE direct injection variants. These FSE 1JZ and 2JZ engines are aimed at achieving minimal emissions and fuel consumption together with no loss of performance. The 3.0-litre
2JZ-FSE uses the same direct injection principle as the smaller 1JZ-FSE but runs an even higher 11.3:1 compression ratio. This engine features narrow angle cylinder heads with swirl control valves improving combustion efficiency (similar to the 1JZ-FSE) and weighs about . The 2JZ-FSE matches the conventional VVT-i 2JZ-GE with and of torque. The 2JZ-FSE is always used with an automatic transmission. Applications: •
Toyota Brevis •
Toyota Progrès •
Toyota Crown (S170) •
Toyota Crown Majesta (S170) == See also ==