Toyota 2JZ Engine (Specs, Reliability & Issues)
Updated: May 3
The 2,997 cc (3L) 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). The cylinder is 86 mm in diameter and has a stroke of 86 mm. Later in 1997, VVT-i variable valve timing was introduced for the 1998 model year.
This engine has a taller block deck and longer connecting rods to accommodate the 14.5 mm (0.57 in) stroke increase, although having the same bore size, bore pitch, and overall layout.
Specs
Manufacturer: Tahara Plant
Production years: 1991-2007
Cylinder block material: Cast iron
Cylinder head material: Aluminum
Fuel type: Gasoline
Fuel system: Multiport sequential fuel injection (SFI); Direct injection
Configuration: Inline
Number of cylinders: 6
Valves per cylinder: 4
Valvetrain layout: DOHC
Bore: 86.0 mm (3.39 in)
Stroke: 86.0 mm (3.39 in)
Displacement: 2,997 cc (183 cu in)
Type of internal combustion engine: Four-stroke, naturally aspirated/turbocharged
Compression Ratio: 11.3:1 (2JZ-FSE), 10.5:1 (2JZ-GE), 8.5:1 (2JZ-GTE)
Power: 215-325 hp (158-239 kW) at 5,600-5,800 rpm
Torque: 209-333 lb-ft (283-451 Nm) at 3,800-4,800 rpm
Engine weight: 595 lbs / 270 kg (2JZ-GTE), 507 lbs / 230 kg (2JZ-GE)
Firing order: 1-5-3-6-2-4
Engine oil weight: SAE 5W-30 - non turbo, SAE 10W-30 Synthetic Motor Oil - turbo engines
Engine oil capacity: 5.0 l (5.3 qt) - 2JZ-GTE Supra, 5.2 l (5.5 qt) - 2JZ-GE Supra
Oil change interval: 10,000 miles (15,000 km) / 12 months
2JZ-GE
The 2JZ-GE is a popular variant. The engine generates 215-230 PS (158-169 kW / 212-227 bhp) at 5800-6000 rpm and torque of 209-220 lb-ft (283-298 Nm) at 4800–5800 rpm.
Sequential Electronic Fuel Injection is employed, with an aluminium head with four valves per cylinder and, in certain versions, a cast-iron cylinder block with VVT-i. The VVT-i model also incorporated DIS, which replaced the 1JZ-traditional GE's distributor system.
It wasn't a true COP (Coil-On-Plug, also known as Plug-top coil) ignition system, instead relying on a single coil to fire two cylinders, one of which was fired by spark plug wire.
Applications:
Toyota Altezza AS300/Lexus IS300
Toyota Supra
Toyota Aristo/Lexus GS300
Toyota Origin
Toyota Progres
Toyota Crown/Crown Majesta
Toyota Mark II/Chaser/Cresta
Toyota Soarer/Lexus SC300
2JZ-GTE
The 2JZ-GTE was a six-cylinder, belt-driven dual overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder heads engine made by Toyota Motor Corporation in Japan from 1991 to 2002.
Nissan's then-successful RB26DETT engine, which had achieved considerable success in the FIA Group A and Group N touring car championships, influenced the engine's development and evolution.
For all road vehicle uses, the engine was available with two transmissions:
Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
Toyota A340E 4-speed automatic
The 2JZ-GTE first appeared in the Toyota Aristo V (JZS147) in 1991, before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80).
It was designed on the same mechanical architecture as the modern 2JZ-GE, but with sequential twin turbochargers and an air-to-air intercooler positioned on the side.
The 2JZ-GE and 2JZ-GTE engines use the same engine block, crankshaft, and connecting rods, but the 2JZ-GTE has recessed piston tops (for a lower compression ratio), oil spray nozzles to aid piston cooling, and a new head (with modified inlet/exhaust ports, cams, and valves).
The engine received VVT-i variable valve timing technology in September 1997, and the prior engine was phased out. As a consequence, maximum torque and horsepower were raised for engines marketed in all markets.
These later 2JZ-GE VVT-i equipped vehicles (Aristo, Altezza, and Mark II) have a different component number on the weaker connecting rods.
Toyota and Hitachi created two sequential turbochargers, which raised the car's commercially advertised power from 230 PS (169 kW; 227 hp) to the current industry high of 280 PS (206 kW; 276 horsepower) at 5600 rpm.
At 4000 rpm, torque was initially stated to be 44.3 kgm (320 lbft; 434 Nm), but with the introduction of VVT-i in 1997, it was estimated to be 46 kgm (333 lbft; 451 Nm).
The now-defunct Gentlemen's Agreement between Japanese automakers selling to the domestic market in Japan imposed a mutually agreed-upon industry-wide output cap.
In the North American and European markets, the engine output was increased to 320 horsepower (239 kW; 324 PS) at 5600 rpm, according to Toyota.
To create its higher power output, the export version of the 2JZ-GTE uses newer stainless steel turbochargers (ceramic for Japanese models), upgraded camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese).
Due to mechanical similarities, the exhaust-side propeller shaft of the Japanese-specified CT20 turbine and the export-specified CT12B turbine may be interchanged. The CT12B turbine also received more durable turbine housings, as well as stainless steel turbine and impeller fins, allowing it to be used only for export.
The prefixes B, R, and A are used to differentiate between numerous types of the Japanese CT20 turbine (e.g. CT20A).
Applications:
JZS147 Toyota Aristo 3.0V (Japan-only)
JZS161 Toyota Aristo V300 (Japan-only)
2JZ-FSE Toyota Supra RZ/Turbo JZA80
2JZ-FSE
The 3-litre 2JZ-FSE uses the same direct injection method as the smaller 1JZ-FSE, but with an 11.3:1 compression ratio. This engine has the same output as the normal VVT-i 2JZ-GE, with 162 kW (217 horsepower / 220 PS) and torque of 294 Nm (217 lb-ft).
With the 2JZ-FSE, the automatic gearbox is always used. The engine weighs 200 kg (440 lb).
Applications:
Toyota Brevis
Toyota Progres
Toyota Crown (S170)
Toyota Crown Majesta (S170)
Reliability & Issues
The extraordinary durability of 2JZs is well-known. They do, however, have several flaws in common that have been uncovered after thousands of kilometres of travel. VVT-i engines are more complicated and unreliable than non-VVT-i engines.
They are, however, both moisture-sensitive and perform poorly in frigid temperatures. The weak spots include a water pump and the VVT-i system's actuator. Another common problem is when one of the ignition coils fails, causing two cylinders to misfire.
Ceramic wheel turbochargers are used in turbocharged engines for the Japanese market, and they are prone to failing prematurely under high loads.
The 2JZ engine may easily exceed 300,000 miles with proper maintenance and good engine oil and filters. It also offers a lot of tinkering possibilities, as seen by the incredible power outputs achieved with only a few modifications and changes.
