The Toyota 2JZ-GTE 3.0-liter twin-turbo engine was produced by the company from 1991 to 2002 and was installed only on the first two generations of the Aristo sedan and the A80 Supra sports coupe. The units for the Japanese market are different from the export ones, and there is also a version with VVT-i.
The turbo modification of the 2JZ engine appeared in the same 1991 as the atmospheric version, and its main difference was the presence of supercharging in the form of a pair of CT20 turbines with an intercooler. At first, this motor was installed only on the local Aristo sedan, but in 1993 the Supra A80 was released, which was exported. Her 2JZ was equipped with CT12B turbos and was much more powerful. The fact is that in the Japanese market there was an unspoken limitation for such units of 280 hp. However, it did not work in the USA and Europe, and there the same engine developed from 325 to 330 hp.
Otherwise, there were no differences from the usual 2JZ: the same in-line cast-iron 6-cylinder block and a 24-valve aluminum head without hydraulic lifters, as well as a timing belt drive. The only thing is that all turbo engines immediately had a DIS-3 type ignition system without a distributor. Like the atmospheric counterpart, this unit received an update in 1997 in the form of VVT-i at the intake.
The engine was installed on:
- Toyota Aristo 1 (S140) in 1991 – 1997; Aristo 2 (S160) in 1997 – 2000;
- Toyota Supra 4 (A80) in 1993 – 2002.
|Power output, hp||275 – 330 (non VVT-i, 1991)
280 – 330 (VVT-i, 1997)
|Torque output, Nm||425 – 440 (non VVT-i, 1991)
450 – 455 (VVT-i, 1997)
|Cylinder block||cast iron R6|
|Block head||aluminum 24v|
|Cylinder bore, mm||86|
|Piston stroke, mm||86|
|Recommended engine oil||5W-30, 5W-40|
|Engine oil capacity, liter||5.1|
|Euro standards||EURO 2 (non VVT-i, 1991)
EURO 3 (VVT-i, 1997)
|Fuel consumption, L/100 km (for Toyota Supra 1995)
|Engine lifespan, km||~500 000|
Disadvantages of the 2JZ-GTE engine
- A number of modifications of this engine were equipped with turbines with a ceramic impeller, which tends to fall apart, and its crumbs immediately enter the combustion chamber. This happens on any runs and it is better to preventively replace it with a metal one.
- Unlike the old inline 6-cylinder engines, here all attachments hang on one belt with one tensioner and it does not tolerate ragged driving, with acceleration and braking.
- After the update in 1997, the engine received a VVT-i phase control system at the intake. Its reliability is low and sometimes it starts to crack already on a run of up to 150 thousand km.
- Of the minor problems, one can note the low reliability of the pump and viscous coupling, a weak timing belt tensioner bracket, and frequent leaks of camshaft oil seals. Since hydraulic lifters are not provided here, the valve clearance must be adjusted.