toyota JZ engine

Toyota 1JZ-GTE Engine

1JZ-GTE was introduced in 1990 to be used in Toyota Supra GT, Toyota, Toyota Chaser, Toyota Cresta, and Toyota Mark II models. In 1991 Soarer GT also received 1JZ-GTE engine. The engine was longitudinally mounted in all models because of inline 6 piston configuration. 1JZ-GTE was displacing 2491cc with 86mm bore x 71.5mm stroke. Cast iron block was housing aluminum alloy pistons that had 8.5:1 compression ratio. Aluminium alloy head utilized pent roof combustion chambers and direct fire ignition for increased combustion efficiency. Belt driven dual head cams were running four valves per cylinder. 380cc/min high impedance injectors were used to feed the engine with necessary amount of fuel. 1JZ-GTE’s produced until 1996 were equipped with parallel mounted twin CT12A turbochargers and were breathing through a front-mount air-to-air intercooler. CT12A turbochargers employed ceramic turbine wheels which were prone to delamination, however this problem was solved in later models. Toyota declared that the 1JZ-GTE delivered was 280hp at 6200 RPM and 363Nm of torque at 4800 rpm.

In 1996 1JZ-GTE received major revisions. Both cam shafts were now featuring Toyota’s variable valve timing mechanism, VVT-i. Water jackets were modified for improved cylinder cooling and cam friction was reduced with titanium nitride coating. Twin CT12A turbochargers were replaced by a single CT15B unit. To suit the new turbocharger, exhaust manifold and head design were also revised. These improvements did not increase the power output of since 1jz-GTE was already putting out 280hp -which was the limit according to a gentleman’s agreement among Japanese automobile manufacturers- however the torque was increased to 379Nm at 2400rpm. Engine efficiency was also affected from these changes. Reworked 1JZ-GTE was consuming 10% less fuel compared to earlier version.

Toyota placed updated 1JZ-GTE engine in Chaser, Mark II, Cresta, Verossa Crown Athlete V, and Soarer models. The production of 1JZ-GTE ceased in 2007.

Toyota 1JZ engine specs

Manufacturer	Tahara Plant
Also called	Toyota 1JZ
Production	1990-2007
Cylinder block alloy	Cast-iron
Configuration	Straight-6
Valvetrain	DOHC 4 valves per cylinder
Piston stroke, mm (inch)	71.5 (2.81)
Cylinder bore, mm (inch)	86 (3.39)
Compression ratio	8.5 9 10 10.5 11
Displacement	2492 cc (152.1 cu in)
Power output	125 kW (170 HP) at 6,000 rpm 147 kW (200 HP) at 6,000 rpm 205 kW (280 HP) at 6,200 rpm 205 kW (280 HP) at 6,200 rpm
Torque output	235 Nm (173 lb·ft) at 4,800 rpm 251 Nm (185 lb·ft) at 4,000 rpm 363 Nm (268 lb·ft) at 4,800 rpm 379 Nm (280 lb·ft) at 2,400 rpm
Redline	7,000 (VVTi) 7,500
HP per liter	68.2 80.3 112.4 112.4
Fuel type	Gasoline
Weight, kg (lbs)	207 (455)
Fuel consumption, L/100 km (mpg) -City -Highway -Combined	for Supra Mk 3 15.0 (15) 9.8 (24) 12.5 (18)
Turbocharger	Naturally aspirated 2x Toyota CT12A 1x Toyota CT15B
Oil consumption , L/1000 km (qt. per miles)	up to 1.0 (1 qt. per 750 miles)
Recommended engine oil	0W-30 5W-20 5W-30 10W-30
Engine oil capacity, L (qt.)	4.8 (5.1)
Oil change interval, km (miles)	5,000-10,000 (3,000-6,000)
Normal engine operating temperature, °C (F)	~90 (195)
Engine lifespan, km (miles) -Official information -Real	– 400,000+ (250,000)
Tuning, HP -Max HP -No life span loss	1000+ ~400
The engine is installed in	Toyota Crown Toyota Mark II Toyota Supra Toyota Brevis Toyota Chaser Toyota Cresta Toyota Mark II Blit Toyota Progres Toyota Soarer Toyota  Tourer V Toyota Verossa

Toyota 2JZ-GTE Engine

The most powerfull version of all JZ series, 2JZ GTE is best known for powering MK IV Toyota Supra. However originally it was built to homologate Toyota Aristo for the Japanese Grand Touring Car Championship (JGTC). 2JZ-GTE was based on the non-turbo inline-6 engine, 2JZ-GE. Same cast iron block and connecting rods were used, but 2JZ-GTE was updated with forged pistons that have 8.5:1 compression, a forged crankshaft , oil spray bars to increase cooling abilities of the pistons and most importantly sequential twin turbos. DOHC Aluminum alloy head was completely redesigned with bigger inlet and outlet ports, bigger valves, wilder cams. For better combustion efficiency at higher engine speeds, distributor was replaced with coil over plugs.

The sequential structure of the 2JZ-GTE’s twin turbos had great effect on the engine response. Traditional parallel structured twin turbos do nothing to compensate the lag created by adding not one but two turbos onto a naturally aspirated power plant. By running sequential turbos, 2JZ-GTE could produce power earlier and with more linearity than a similar parallel structure. As power increases from idle all the exhaust gases flow through the turbine of the first turbo. This creates enhanced power by as early as 1800 RPM and greatly reduces turbo lag. As engine speed increases towards 4000 RPM some exhaust begins to split from the first turbo towards the turbine of the second turbo. At this stage the second turbo enters a ‘pre-spool’ stage as it the blades begin to spin but do not add any additional power. When engine speed hits 4500 RPM exhaust begins to fully divide into an even flow between the two turbos as they both approach full spool.

With sequential twin turbos and an intercooler JDM spec 2JZ-GTE was easily reaching 280hp. North American and European spec engines were equipped with bigger injectors and different turbos. These changes enabled the engine to deliver an output of 320hp. The differences between two versions are as follows.

JDM

CT12B turbos with ceramic blades

440 cc/min fuel injectors

Camshaft construction

North American & European

CT20A turbos with stainless steel blades

550 cc/min fuel injectors

Camshaft construction

Toyota's variable valve timing, VVT-i was introduced in 1997. Introduction of VVT-i did not have any effect on power output, but the engine efficiency was improved. Production of 2JZ-GTE ended in 2001 along with MK IV Toyota Supra.

2JZ-GTE is famous for its power potential. Both the crankshaft and connecting rods come forged from the factory. With forged internals and a robust cast iron block 2JZ-GTE engine is capable of outputs over 400hp with stock internals.

Toyota 2JZ engine specs

Manufacturer	Tahara Plant
Also called	Toyota 2JZ
Production	1991-2007
Cylinder block alloy	Cast-iron
Configuration	Straight-6
Valvetrain	DOHC 4 valves per cylinder
Piston stroke, mm (inch)	86 (3.39)
Cylinder bore, mm (inch)	86 (3.39)
Compression ratio	8.5 10.5 11.3
Displacement	2997 cc (182.9 cu in)
Power output	162 kW (220 HP) at 5,600 rpm 162 kW (220 HP) at 5,800 rpm 164 kW (223 HP) at 5,800 rpm 169 kW (230 HP) at 6,000 rpm 206 kW (280 HP) at 5,600 rpm 239 kW (325 HP) at 5,600 rpm
Torque output	,294 Nm (216 lb·ft) at 3,600 rpm 280 Nm (206 lb·ft) at 4,800 rpm 280 Nm (206 lb·ft) at 4,800 rpm 304 Nm (224 lb·ft) at 4,000 rpm 435 Nm (321 lb·ft) at 4,000 rpm 440 Nm (324 lb·ft) at 4,800 rpm
Redline	6,800 7,200 VVTi
HP per liter	73.4 73.4 74.4 76.7 93.4 108.4
Fuel type	Gasoline
Weight, kg (lbs)	230 (507)
Fuel consumption, L/100 km (mpg) -City -Highway -Combined	for Supra Mk 4 18.0 (13) 10.0 (23) 12.5 (18)
Turbocharger	Naturally aspirated 2x Toyota CT20A 2x Toyota CT12B
Oil consumption , L/1000 km (qt. per miles)	up to 1.0 (1 qt. per 750 miles)
Recommended engine oil	0W-30 5W-20 5W-30 10W-30
Engine oil capacity, L (qt.)	5.5 (5.8)
Oil change interval, km (miles)	5,000-10,000 (3,000-6,000)
Normal engine operating temperature, °C (F)	~90 (195)
Engine lifespan, km (miles) -Official information -Real	– 400,000+ (250,000)
Tuning, HP -Max HP -No life span loss	1500+ 400-500
The engine is installed in	Toyota Crown Toyota Mark II Toyota Supra Toyota Altezza RS300 Toyota Aristo Toyota Brevis Toyota Chaser Toyota Cresta Toyota Progres Toyota Soarer Lexus IS300 Lexus GS300 Lexus SC 300

Toyota Supra

The Toyota Supra is a sports car/grand tourer that was produced by Toyota Motor Corporation from 1978 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider. Starting in mid-1986, the A70 Supra became a separate model from the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra. Owing to the similarity and past of the Celica's name, it is frequently mistaken for the Supra, and vice versa. First, second, and third generation Supras were assembled at Tahara plant in Tahara, Aichi while the fourth generation Supra was assembled at the Motomachi plant in Toyota City.

The Supra also traces much of its roots back to the Toyota 2000GT with the main instance being its engine[citation needed]. The first three generations were offered with a direct descendant to the Toyota Crown's and 2000GT's M engine. All four generations of Supra produced have an inline 6-cylinder engine. Interior aspects were also similar, as was the chassis code "A"

Along with this name and car Toyota also included its own logo for the Supra. It is derived from the original Celica logo, being blue instead of orange. This logo was used until January 1986, when the A70 Supra was introduced. The new logo was similar in size, with orange writing on a red background, but without the dragon design. That logo, in turn, was on Supras until 1991 when Toyota switched to its current oval company logo. (the dragon logo was a Celica logo regardless of what color it was. It appeared on the first two generations of the Supra because they were officially Toyota Celicas. The dragon logo was used for the Celica line until it too was discontinued.)

In 1998, Toyota ceased sales of the Supra in the United States and in 2002 Toyota officially stopped production of the Supra in Japan

Generation names are A40, A60, A70, A80. A Popular trend Started by American owners was to name the cars using Volkswagen Mark terms but this was never adopted by Toyota nor has ever been used in any of It's publications the "Official" names refer to the chassis codes only. Toyota uses, the name Mark II to refer to its X chassis platform cars that Include the Mark II, Cressida, Chaser and Cresta models.

The Supra has appeared in numerous video games, movies, music videos and TV shows. Some of the most notable appearances include the Gran Turismo, Forza Motorsport, Need for Speed, Midnight Club,and Forza Horizon 2 video games and The Fast and the Furious film series.

With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326 hp / 325lbft for Europe)

The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4-mile (402 m) in 13.1 seconds at 109 mph (175 km/h).The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.

The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. All vehicles were equipped with 5-spoke aluminium alloy wheels, the naturally aspirated model had 16" rims and the turbo models were 17". The difference in wheel size was to accommodate the larger brakes equipped as standard onto the turbo model, but in Japan were optional extras. Both models had a space saver spare tire on a steel rim to save both space and weight.

Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodiedAcura/Honda NSX, but it was lighter than the Mitsubishi 3000GT VR-4.

For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.

The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .

The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.

By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.

Motor Trend has reported a possible Supra successor could be based on the Toyota FT-HS (Future Toyota-Hybrid Sport), which debuted at the 2007 North American International Auto Show. A Supra successor could be powered by a 3.5-liter V-6 hybrid system generating over 400 hp. Toyota says it is not rushing the Supra successor but instead is waiting to see how the sales and interests of its GT86/FR-S goes.

In 2010, Toyota applied for a trademark to the Supra name. The trademark must be used within three years for it to be valid. In December 2011, Autoguide reported a possible Supra replacement that would sit above the Toyota 86. Tetsuya Tada, the chief engineer of the Toyota 86/Scion FR-S told reporters in Germany "the president (Akio Toyoda) has asked me to make a successor to the Supra as soon as possible."

In late 2013, AutoBlog reported a Supra successor concept was coming to the January 2014 North American International Auto Show. On January 13, Toyota unveiled its new FT-1 concept car. Little is known about this new concept car; other than that it has a front engine and rear wheel drive layout. Toyota did also state their new concept car draws inspiration from Toyota's past sports cars like the 2000GT, Supra, MR-2, and 2007 FT-HSconcept car. Toyota did not state whether the FT-1 would use the Supra name, or if it was even bound for production. However, Toyota did say if the FT-1 is approved from production to expect a price tag of around US$60,000.

On February 10, 2014, Toyota submitted an application to the United States Patent and Trademark Office to renew the Supra trademark.