Toyota 2JZ GE/GTE/FSE Engine Specs, Problems & Reliability

Toyota 2JZ GE/GTE/FSE Engine

Here in this post, I have gathered information about the Toyota 2JZ GE/GTE/FSE Engine from its official website, including its specifications, Problems, and Reliability.

We believe in providing reliable information to our readers, therefore we prefer to obtain information on the Toyota 2JZ GE/GTE/FSE Engine from authentic sources.

This article, which has been updated, has all the information you require about the Toyota 2JZ GE/GTE/FSE Engine.

Toyota 2JZ GE/GTE/FSE Engine

From 1991–2007, the 2JZ engine was widely available.

The 3L inline-6 gasoline engine is a legend among Toyota motors, made even more so by the 2JZ-GTE twin-turbo variant used in the legendary Toyota Supra.

One popular variant is the 2GZ-GE, a naturally aspirated power unit found in several Toyotas and Lexuses (including the Toyota Altezza, Aristo, Soarer, and Lexus IS300, GS300, and SC300).

Engine Specifications

Engine code 2JZ-GE
Layout Four-stroke, Inline-6 (Straight-6)
Fuel type Gasoline
Production 1991-2007
Displacement 3.0 L, 2,997 cm3 (182.89 cu in)
Fuel system The multi-point fuel injection system
Power adder None
Max. horsepower 2JZ-GE:
220 PS (162 kW; 217 HP) at 5,800 rpm
225 PS (166 KW; 223 HP) at 6,000 rpm
230 PS (169 kW; 227 HP) at 6,000 rpm
2JZ-GE VVTi:
215 PS (158 kW; 212 HP) at 5,800 rpm
220 PS (162 kW; 217 HP) at 5,600 rpm
220 PS (162 kW; 217 HP) at 5,800 rpm
230 PS (169 kW; 227 HP) at 6,000 rpm
Max. torque 2JZ-GE:
279 Nm (28.5 kg·m; 205.9 ft·lb) at 4,800 rpm
284 Nm (29 kg·m; 209.6 ft·lb) at 4,800 rpm
2JZ-GE VVTi:
294 Nm (30.0 kg·m; 217.0 ft·lb) at 3,800 rpm
304 Nm (31.0 kg·m; 224.3 ft·lb) at 4,000 rpm
Firing order 1-5-3-6-2-4
Dimensions (L x H x W):
Weight 230 kg (507 lbs)

Cylinder block

Cylinder block alloy Cast-iron
Compression ratio: 1990-1997 (Without VVTi): 10.0:1
After 1995 (With VVTi): 10.5:1
Cylinder bore: 86.0 mm (3.39 in)
Piston stroke: 86.0 mm (3.39 in)
Number of piston rings (compression / oil): 2 / 1
Number of main bearings: 7
Cylinder inner diameter (standard): 86.000-86.013 mm (3.3858-3.3863 in)
Piston skirt diameter (standard): 85.935-85.945 mm (3.3832-3.3836 in)
Piston pin outer diameter: 21.997-22.006 mm (0.8660-0.8664 in)
Piston ring side clearance: Top 0.011-0.070 mm (0.0004-0.0027 in)
Second 0.030-0.070 mm (0.0012-0.0028 in)
Piston ring end gap: Top 0.30-0.40 mm (0.0118-0.0157 in)
With VVTi: 0.30-0.47 mm (0.0118-0.0185 in)
Second 0.35-0.45 mm (0.0137-0.0177 in)
With VVTi: 0.35-0.52 mm (0.0137-0.0204 in)
Oil 0.13-0.38 mm (0.0051-0.0150 in)
With VVTi: 0.13-0.45 mm (0.0051-0.0177 in)
Crankshaft main journal diameter: 62.000 mm (2.4410 in)
Crankpin diameter: 52.000 mm (2.0472 in)
Crankshaft center distance: 35.75 mm (1.4074 in)

Cylinder head

Cylinder head alloy: Aluminum
Valve Arrangement: DOHC, belt drive
Valves: 24 (4 valves per cylinder)
Valve lift: INTAKE 8.26 mm (0.3252 in)
EXHAUST 8.41 mm (0.3311 in)
Valve head diameter: INTAKE 33.5 mm (1.3188 in)
EXHAUST 29.0 mm (1.1417 in)
Valve length: INTAKE 98.29-98.79 (3.8697-3.8894 in)
EXHAUST 98.84-99.34 mm (3.8913-3.9110 in)
Valve stem diameter: INTAKE 5.970-5.985 mm (0.2350-0.2356 in)
EXHAUST 5.965-5.980 mm (0.2348-0.2354 in)
Valve spring free length: 41.74 mm (1.6433 in) or 41.70 mm (1.6417 in)
With VVTi: 43.71 mm (1.7208 in) or 44.10 mm (1.7362 in)
Camshaft lobe height: INTAKE 44.570-44.670 mm (1.7547-1.7586 in)
With VVTi: 44.310-44.360 mm (1.7445-1.7464 in)
EXHAUST 44.770-44.870 mm (1.7626-1.7665 in)
With VVTi: 44.250-44.350 mm (1.7420-1.7460 in)

Valve clearance

Intake valve 0.15-0.25 mm (0.006-0.010 in)
Exhaust valve 0.25-0.35 mm (0.010-0.014 in)

Compression pressure

Standard 12.5-13.5 kg/cm2 / 350 rpm
Minimun 10.0-11.0 kg/cm2 / 250 rpm
Compression differential limit between cylinders 1.0 kg/cm2 / 250 rpm

Oil system

Oil consumption , L/1000 km (qt. per miles) up to 0.5 (1 qt. per 1200 miles)
Recommended engine oil 5W-30
5W-40
10W-30
Oil type API SG or SJ
Engine oil capacity (Refill capacity) Without oil filter: 5.1 l
With oil filter: 5.4 l
Oil change interval, km (miles) 10,000 (6,000)

Ignition system

Spark plug For Japan domestic market:
1991-1997
DENSO: PK16R11; NGK: BKR5EP11

 

1996-2000 (VVTi)
DENSO: PK16TR11; NGK: BKR5EKPB11

After 2000 (VVTi)
DENSO: SK16R-P11;

For other markets:
1991-1997
DENSO: PK16R11, K20R-U; NGK: BKR6E8

1996-2000 (VVTi)
DENSO: PK16TR11; NGK: BKR5EKPB11

After 2000 (VVTi)
DENSO: SK20R-P11;

Spark plug gap For K20R-U, BKR6E8: 0.7-0.8 mm (0.027-0.031 in)
1.0-1.1 mm (0.039-0.043 in)

Toyota 2JZ GE/GTE/FSE Engine Problems & Reliability 

Most people who own JZ cars want to make their engines bigger, but there aren’t enough parts in stock to do that. Boosting up doesn’t last long and doesn’t give you a big advantage.

Many of us would like to find a happy medium between the “great powers” and the “city car.” Experience has shown that with 2.5- to 3-litre engines, you should be able to get 500-550 hp at best and 480-500 at worst. So, the figure in the title came about by accident. 500 hp

Turbo

The best way is to go buy a new kit that costs at least $5,000. It’s not very cheap, but you get everything you need. I think the best kit for a JZ road car with 500 hp is the HKS GT-SS.

Two HKS GT-SS turbines together make about 560–580 hp, and their engineering is so well thought out that the promotion is really great.

Fuel System

Now that the turbo kits are done, it’s time to pay attention to the injectors. Stock jets for the 1JZ (380ss) can fit 380 to 390 hp, and stock jets for the 2JZ (430ss) can fit 430 to 440 hp.

Take jets that have a small margin. If you want 500 hp, it’s best to have between 500 and 550 SS, but I’d recommend 620 SS.

The 720S is the right choice if you want to use high-octane gas at races and occasionally boost the power. You can say it as HKS, Sard, or Dolphin.

American tuners often leave the stock rail because it works well for them. There are times when tuners leave the stock fuel regulator in place.

But the HKS has perfect answers. When it comes to regulators, we can recommend Aeromotive.

Transmission

The R154 Mechanic retains 500-550 hp, but for how long is unknown. Getrag is pricier, but it retains at least 1,000 horsepower. It’s the safest option, but it’s also the most expensive.

R154 is worth about $1,000, and Getrag costs between $2,500 and $3,000. With Getrag, the Cardan shaft also needs to be changed.

As for the automatic transmission, the 1JZ-transmission GTE barely keeps in gear, let alone revs up. Adding clutch Raybestos blue plates solves the problem of up to 500 hp.

Brakes

This is, without a doubt, the most crucial consideration. You should put in a Supra TT braking system. Two at the back, four up front.

These stoppers perform admirably. Together, WinMax Brave and Pagid brake pads will ensure that your “pony” stays in one piece. Many JZ vehicles can use the Supra brand of brakes.

Toyota 2JZ GE/GTE/FSE Engine Review

From 1991 until 2007, the Toyota 2JZ engine, a straight-six engine, was manufactured. There are three types of it: the naturally aspirated 2JZ-GE, the twin-turbocharged 2JZ-GTE, and the direct-injected 2JZ-FSE. For a full review, please check this YouTube video Here.

Toyota 2JZ GE/GTE/FSE Engine FAQ 

Is the 2JZ-GE a reliable engine?

Both the 2JZ-GE and the 2JZ-GTE are among the most powerful factory engines ever made.

Because of this, there is a thriving secondary market for both, as well as a wealth of available data, there is a thriving secondary market in both, as well as a wealth of available data.

Toyota’s 2JZ family of inline-6 engines is the company’s last hurrah. Some say there’ll never be an improvement.

What is the difference between a 2JZ-GE and a 2JZ-GTE engine?

The 2JZ-GTE and 2JZ-GE in the Supra share the same engine block, crankshaft, and connecting rods, but the 2JZ-pistons GTEs have recessed tops (resulting in a lower compression ratio) and oil spray nozzles to help cool the pistons.

The 2JZ-GTE also has a different head (redesigned inlet and exhaust ports, different valve timing, and different intake and exhaust manifolds).

How long does the 2JZ-GTE last?

Properly caring for a 2JZ makes 100,000 miles seem like a rounding error.

You might as well change everything from seals and gaskets to pistons and rods to head studs and water and oil pumps and hone the block if you’re going to be modifying the automobile.

Why is the 2JZ-GE so good?

The 2JZ’s three-layer GTE head gasket is likewise well-designed, so it won’t burst under the engine’s high boost pressure. Moreover, the crankshaft is made of forged steel, making it exceptionally durable.

Finally, Papadakis brings up the girdle at the engine’s base, pointing out how it reinforces the block.

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