![]() Everything You Need to Know About the Toyota 2. JZ- GTE Engine. In '8. Supra dropped its first name, and with the introduction of the fourth- generation model in late- '9. Paseo. All of that was mostly because of the MKIV Supra's factory turbocharged 2. JZ- GTE powerplant—an inline- six- cylinder engine so ready to make sobering sorts of horsepower that, even 2. L just as they did decades prior. Exhaust systems have always been the base for aftermarket performance. From the beginner starting off to the high horsepower racer, who need to comply to track sound. ![]() And for good reason. Few production engines before or since are capable of the sort of outlandish horsepower the 2. JZ- GTE's good for with so few modifications. WHERE TO FIND ONEHere in the US, the 2. JZ- GTE, which was a clean- sheet design, wholly independent of the preceding Supra's 7. M- GTE, was available only in '9. Supra Turbo models. In Japan the 2. JZ- GTE was introduced in '9. Toyota Aristo's hood and survived within select Japanese Supras until it was curtains for the car altogether in '0. The 2. JZ- GTE's naturally aspirated and easier- to- find older sibling, the 2. JZ- GE, is based upon the same short- block and nearly identical but higher- compression rotating assembly, but as far as Toyota's concerned, is only good for about 2. You don't care about these. Stay away from them by not looking underneath the hoods of non- turbo, fourth- generation Supras as well as Lexus' IS3. GS3. 00, and SC3. THE JDM ALTERNATIVEOverseas derivatives of the 2. JZ- GTE include the 1. JZ- GTE—a destroked, 2. L version of the familiar cast- iron longblock of which later versions featured variable intake cam phasing and a single turbo.
Even the 2. JZ- GTE was updated for the Japanese market in '9. VVT- i treatment as the 1. JZ- GTE with updated turbos. But you don't live in Japan and, chances are, the engine you care about is the North American- bound 3. L that makes more power and made you want the Japanese- made supercar since before you were old enough to reach the pedals on a Huffy. But you should; JDM engines are easier to source, less expensive, and just as capable despite some of their shortcomings, like smaller fuel injectors and cams. IT'S ALL ABOUT THE BLOCKToyota took cues from Nissan's circuit- owning RB series of engines when developing its 3. L 2. JZ platform. Like the RB2. 6DETT, the 2. JZ's inline configuration lends itself to a design that's naturally balanced. Unlike V- type engines, half of the block's rotating assembly doesn't get tossed around in opposite directions from one another. Watch the 2. JZ's mess of pistons and rods spin about and you'll notice its front three cylinders do the opposite of its rear. The even distribution of weight means the typical polar rocking motion you'll find in a V- 6, for example, isn't there. All you care about, though, is that the design means you can rev it higher longer, safer, and smoother than just about anything else. Being able to double power levels may not seem like something a simple engine's capable of, but that's sort of what make all of this possible. Looking for an engine capable of 7. Build it out of heavier- duty cast- iron instead of aluminum, give it a solid deck to ward off cylinder movement, stuff in a forged crank, and tame the compression ratio with dish- shaped pistons just like Toyota did. A series of seven main caps keep the crank from shifting and under- piston oil squirters cool the rotating assembly and keep it lubricated at high RPMs. Toyota's people also carefully considered the engine's geometry, integrating the elusive square- shaped design where bore diameter and stroke length are one and the same."Aside from a temperamental bracket that secures the tensioner in place, an oil pump seal that's notorious for pushing itself out, and a crank pulley that likes to come apart, failures don't occur often," according to Southern California Supra expert Ian Sai- Ngarm of FSR Motorsport Creations. JZ- GTE The Good & Bad. Pros: Capable of 2,0. Tightly- packaged, inline configuration. Non- interference valvetrain. Bulletproof cast- iron block. Forged crankshaft. Massive main journals. Under- piston oil squirters. Square bore and stroke. Timing belt, oil pump, and cooling system capable of 1,0. Cons: Failure- prone timing belt tensioner bracket. Oil pump seal can blow out. Crank pulley can come apart. Poor- flowing cylinder head. Failure- prone sequential turbo system. HP THE EASY WAYMore than doubling the 2. JZ- GTE's power output isn't hard, according the guys at FSR, but ditching the sequential turbo system for a larger, single compressor has got to happen first. First, look for a turbo in the 6. Both GReddy and HKS offer upgrade kits that include everything you need to do just that. You'll also need a higher- flowing fuel pump, larger- diameter delivery lines, 1,0. ECU, like AEM's Infinity, for example. Aftermarket cams like those from Brian Crower will make getting to that 7. MORE POWER THAN YOU'LL KNOW WHAT TO DO WITHThe 2. JZ- GTE's already proven itself worthy of belting out more than 2,0. You'll need more than a 6. Start with something in the 7. Larger- diameter head studs will keep the head from lifting off of the block. Even bigger cams and head porting have also got to be addressed here, and if you don't want to run out of fuel, look to 2,0. Celica lineage you want to get. GENTLEMEN AND THEIR AGREEMENTSThe 2. JZ- GTE translates into a seemingly conservative 3. North American- bound models, and there's a reason things seem so timid. Since '8. 9, Japanese automakers have avoided expensive horsepower wars by capping production- car output in its homeland to 2. At least on paper. This Gentlemen's Agreement has since been broken, but the once settled- upon but often- not followed terms meant engine's like Toyota's 2. JZ- GTE left the production line with a whole lot of unsqueezed juice left in them. At the time, the agreement made a lot of sense for a country with a maximum speed limit of 6. American car- buyers who who expect mom's minivan to make more power than a mid- '9. All this means to you is that turning 4. JZ- GTE with a few bolt- ons any numbskull could handle is easier than you think. SEQUENTIAL BOOSTToyota's 2. JZ- GTE gets all 3. Hitachi turbos codeveloped by Toyota that aren't a whole lot different than the T3 turbo you once stuck on your Civic. Unlike parallel twin- turbo setups where two equally sized turbos huff the same amount of air at the same time, sequential layouts allow one turbo to do its job first and the other to join in at higher engine speeds. Often times a smaller turbo precedes a larger one, but with the 2. JZ- GTE, equal- sized turbos sit at both ends. The Supra was one of the first cars to prove that sequential turbocharging didn't have to be clunky and unreliable. Here, by 1,8. 00 rpm the first turbo's already online. Stab the throttle, let the ECU, wastegate, and a couple of bypass valves do their jobs, and by 4,0. JZ- GTE PARTS GUIDEBrian Crower Cams: Aftermarket cams like those from Brian Crower are one of the best ways to shift the 2. JZ- GTE's powerband into a more effective range, making the engine a whole lot more efficient. The company offers three stages of cams that are suitable for everything from daily drivers to full- blown drag cars. AEM Infinity Programmable ECU: The Supra's cast- iron block is strong, but without the right tuning, it'll blow to smithereens just like any other engine. AEM's plug- and- play Infinity ECU connects right up to the Supra's engine and chassis harnesses and allows for complete control over everything that's going on with the engine and a whole lot more. View Photo Gallery (2. Photos. GReddy Turbo Upgrade: The 2. JZ- GTE's factory turbos will only get you so far. As it turns out, a single- turbo overhaul, like something from GReddy, has got to happen if you want to get serious. GReddy's single- turbo conversion kits include all of the important bits, like an equal- length exhaust manifold, an external wastegate, and the turbo itself, with options serious enough to allow for nine- second time slips.
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