The Toyota 2JZ-GE vs 2JZ-GTE Engine Comparison. Nothing is left unsaid about Toyota’s 2JZ engine. It has become one of the most famous engines in the world over the last 30 years. For good reason, enthusiasts can’t get enough of Toyota’s flagship inline-6 powerhouse.
The 2JZ is nearly identical in construction to the 1JZ, which was known for its high power potential and smooth power delivery. The 2JZ, on the other hand, is even more appealing due to its 3-liter displacement. With the introduction of the 2JZ platform came a slew of variants for use in various vehicles.
Beginning in 1991, Toyota created three 2JZ variants. The 2JZ-GE, 2JZ-GTE, and 2JZ-FSE were among the variants. While the 2JZ-FSE has some intriguing characteristics, we’ll only be comparing the 2JZ-GE and 2JZ-GTE variants.
Fundamentals of the 2JZ-GE and 2JZ-GTE Engines
Before we get into the differences between 2JZ variants, let’s look at what they have in common. Both variants have very similar design philosophies, demonstrating that they are truly blood relatives.
Both the 2JZ-GE and 2JZ-GTE are fundamentally based on the Toyota inline-6s that came before them. Toyota refined their inline-6 formula through trial and error after learning from the 7M-GTE and 1JZ. Toyota learned that overengineering and solid build construction were important for reliability and customer satisfaction through the success of the 1JZ engine, which was praised in almost every aspect. And they applied that thinking to the development of the 2JZ platform.
The cast-iron block and aluminium cylinder head of the 2JZ-GE and 2JZ-GTE ensure maximum strength. These are the same materials that were used to build the 1JZ, making it one of the most powerful engines ever built. The 2JZ is also extremely powerful.
Both the 2JZ-GE and 2JZ-GTE variants have the same stroke, bore, and displacement. All 2JZ engines have an overall displacement of 3.0 Liters (2,997cc), with a stroke and bore of 86 mm 86 mm (3.39 in 3.39 in). Because the stroke and bore lengths are the same, all 2JZ engines are over-square. The 2JZ, like the 1JZ, has a taller block deck and longer connecting rods.
Toyota’s use of an over-square design for the 2JZ is advantageous for a number of reasons. Over-square engines, in general, have lower peak piston acceleration speeds, putting less strain on the crank. Less extreme forces on internal components result in a more reliable engine when combined with the 2JZ engine’s relatively low compression. The over-square design also aids engine balance by cancelling out internal rotational forces.
Differences Between the 2JZ-GE and 2JZ-GTE Engines
Forced Induction in the 2JZ-GE and 2JZ-GTE
The 2JZ-GE does not have forced induction, whereas the 2JZ-GTE does. This is perhaps the most noticeable and significant performance difference between the 2JZ-GE and 2JZ-GTE. The 2JZ-GTE is equipped with a pair of Hitachi sequential twin-turbochargers, which were unusual in the early 1990s. The 2JZ-GTE was ahead of its time as one of the first engines to use sequential twin-turbos.
The turbo construction of 2JZ-GTEs built for Japan differed from that of the rest of the world. CT20 ceramic turbos are used in Japanese models, while CT12B stainless steel turbos are used in export models. The addition of turbos on the 2JZ-GTE increased horsepower to 278hp and torque to 320lb-ft over the 2JZ-GE.
As previously stated, the 2JZ-GTE has a few key design choices that lend themselves to forced induction. The 2JZ’s over-square, long-stroke design prioritises high-RPM power delivery. This configuration is ideal for high boost loads. The low compression ratio, which we’ll go over in greater detail, also makes high-boost less taxing on internal components.
The 2JZ-GTE was only used in Toyota’s performance-oriented lineup because it was designed for motorsport applications. That meant that 2JZ-GTEs were only used in a few Toyota production vehicles at the time. The sequentially twin-turbocharged 2JZ-GTE will only be available in the following vehicles:
- JZS147 Toyota Aristo 3.0V (Japan-only)
- JZS161 Aristo V300 (Japan-only)
- Toyota Supra RZ/Turbo JZA80
The addition of turbochargers made the 2JZ-GTE the most popular engine in Toyota’s lineup among enthusiasts, and it still is today. The 2JZ-GTE also has some upgrades over the 2JZ-GE that make it more appealing.
Various Cylinder Head Designs
The cylinder head designs of the 2JZ-GE and 2JZ-GTE are notable differences. Because the 2JZ-GTE was designed with forced induction in mind, some important changes were made to the cylinder head to make it more boost-friendly.
As previously stated, both variants of the 2JZ have an aluminium head and electronic fuel injection. In terms of flow, however, each head is designed with a different purpose in mind.
The 2JZ community generally agrees that the 2JZ-GTE head has better intake flow, while the 2JZ-GE head has better exhaust flow. The larger intake ports in the 2JZ-GTE allow for higher flow at higher RPMs, resulting in increased intake flow. This contributes to high-RPM turbo performance. While the intake ports on the 2JZ-GTE are larger than those on the GE, the exhaust ports are smaller.
The 2JZ-GE, on the other hand, has smaller intake ports designed to increase velocity into the cylinder at lower RPMs. The smaller ports are also positioned higher on the head to allow for a more direct shot into the cylinder. This improves the effectiveness of atmospheric pressure.
On the exhaust side of the head, the exhaust ports on both engines are arranged differently. The 2JZ-GTE has a different design than the 2JZ-GE, which has all six exhaust ports arranged directly in sequence. The exhaust ports on the 2JZ-GTE are organised in banks of three, with a gap between the first and last three.
Overall, the debate over which head flows better is contentious, as each serves its purpose for the engine for which it was designed. However, when it comes to intake and exhaust manifolds, the 2JZ-GTE has far more aftermarket support.
Piston Top Differences
Now we’ll look at pistons. In terms of build quality and construction, Toyota 2JZ-GE and 2JZ-GTE pistons are extremely similar. Both use hypereutectic cast pistons with identical rod construction and design.
The piston rings on the 2JZ-GE are much thinner than those on the GTE, which is a subtle but significant difference. The difference in piston ring thickness on the 2JZ-GTE is due to the additional stress introduced by forced induction.
While the pistons on both 2JZ variants are generally the same, the 2JZ-GTE has recessed piston tops. The purpose of this design difference is to reduce overall compression in the 2JZ-GTE engine. Because forced induction creates an excessive amount of pressure within an engine, lower compression is ideal for turbocharged engines. Reduced compression reduces overall internal pressure, putting less strain on internal components. This offsets the increased strain caused by forced induction.
Oil-Cooled Pistons 2JZ-GTE
The presence of cooling oil squirters on the 2JZ-GTE rounds out the primary differences between the 2JZ-GE and 2JZ-GTE. The primary function of block-mounted oil coolers is to keep piston temperatures low at high RPMs. Because nearly 80% of an engine’s excess heat is transferred to the pistons, it is critical that their heat be managed. Toyota tackled the problem by employing oil squirters, a technology typically reserved for motorsport applications.
The 2JZ-GTE block includes a port near each cylinder that is angled towards the underside of the pistons. The squirter nozzles spray the underside of each piston, opposite the piston head that faces the combustion. Internal channels in the stock 2JZ-GTE pistons allow oil to flow through them. While this process does not improve piston strength, it does improve reliability.
Toyota chose to include oil squirters on the 2JZ-GTE rather than the 2JZ-GE due to the excess heat produced by forced induction. While a 2JZ-GTE running stock boost would probably be fine without squirters, Toyota prioritised reliability.
While oil squirters are undeniably useful on a stock 2JZ-GTE, their effectiveness on a heavily modified engine is debatable. Although Formula One and NASCAR use oil squirters in their high-performance engines, the construction of those engines is vastly different from that of a 2JZ-GTE. At high boost levels, some argue that the dramatic temperature changes caused by oil squirters can damage the cast-iron block.
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Engine Comparison: 2JZ-GE vs 2JZ-GTE
All 2JZ variants are legendary, according to the vast world of 2JZ engine discussions. Because the 2JZ-GE and 2JZ-GTE share nearly identical DNA, their similarities outnumber their differences. Having said that, the 2JZ-GE vs 2JZ-GTE debate continues to this day. In the end, neither variant is likely to disappoint you.
Despite their sibling relationship, the 2JZ-GE and 2JZ-GTE have some significant differences. The sequential twin-turbos on the GTE, in particular, significantly increase horsepower and torque.
The presence of forced induction on the GTE accounts for nearly all of the other differences between the two 2JZ variants. Toyota designed the GTE’s cylinder head to allow for more intake flow. The 2JZ-recessed GTE’s piston tops reduce compression, making boost safer for internal components. When it comes to the GTE’s inclusion of piston oil squirters, the same ideology is at work.
In any case, the 2JZ-GE and 2JZ-GTE are among the most powerful production engines to date. As a result, both have a lot of aftermarket potential and a lot of information about them. Toyota’s inline-6 swan song is the 2JZ family. Many people believe that there will never be anything better
