The 2JZ-GTE, is regarded as Toyota's most famous engine.Development of the 2JZ-GTE was outsourced to German engineering firm, Johann A. Krause Maschinenfabrik GmbH, for refinement to meet production car homogolation requirements set forth by the former All-Japan? Grand Touring Car Championship.
The engine's original intended use was to power the Toyota Aristo. Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The block, crank, and connecting rods of the 2JZ-GE and 2JZ-GTE are the same with the exception that the 2JZ-GTE has oil squirters installed in the block to aid in cooling the pistons.
The use of sequential twin CT20A turbochargers raised its power output from a mere 166 kW (225 hp DIN) to the industry maximum of 206 kW (280 hp DIN) at 5600 rpm, limited by Japan's (now defunct) "Gentlemen's Agreement" between Japanese automakers, although real output and torque figures were beyond the claimed values.
For the North American and European market, engine power was raised to 229 kW (310 hp DIN) at the same engine speed of 5600 rpm. The export version of the 2JZ-GTE achieved its higher power output due to different turbochargers (stainless steel for export models, ceramic for Japanese models), camshafts, and larger injectors (550 cc/min for export markets, 440 cc/min for Japanese models). Because the primary mechanical differences between the export (CT12B) and Japanese (CT20A) model turbines are the size and material of the exhaust-side shaft (stainless steel exhaust-side shaft for export models vs. ceramic shaft for Japanese models), one can replace the Japanese-specification turbine's ceramic shaft with the steel shaft from CT12B turbines of export models . In tuning groups, in spite of the lack of actuators for both turbines, the factory turbochargers are often retained after mild engine modification due to the highly durable housings and, for export vehicles, use of stainless steel for the impeller and turbo fins. In light of the above as well as the due to the use of forged crankshaft, connecting rods and cast pistons, the 2JZ-GTE is well-known for requiring no internal modification to major reciprocating engine components to cope with the stress associated with ever-higher boost pressure.
Some 2JZ-GTE powered MKIV Supras have achieved 1,000 RWHP.
The 2JZ-GTE engine is popularized as the adversary to Nissan's RB26DETT with regards to flexibility, reliability, and aftermarket recognition in the automobile tuning niche.
The engine's original intended use was to power the Toyota Aristo. Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The block, crank, and connecting rods of the 2JZ-GE and 2JZ-GTE are the same with the exception that the 2JZ-GTE has oil squirters installed in the block to aid in cooling the pistons.
The use of sequential twin CT20A turbochargers raised its power output from a mere 166 kW (225 hp DIN) to the industry maximum of 206 kW (280 hp DIN) at 5600 rpm, limited by Japan's (now defunct) "Gentlemen's Agreement" between Japanese automakers, although real output and torque figures were beyond the claimed values.
For the North American and European market, engine power was raised to 229 kW (310 hp DIN) at the same engine speed of 5600 rpm. The export version of the 2JZ-GTE achieved its higher power output due to different turbochargers (stainless steel for export models, ceramic for Japanese models), camshafts, and larger injectors (550 cc/min for export markets, 440 cc/min for Japanese models). Because the primary mechanical differences between the export (CT12B) and Japanese (CT20A) model turbines are the size and material of the exhaust-side shaft (stainless steel exhaust-side shaft for export models vs. ceramic shaft for Japanese models), one can replace the Japanese-specification turbine's ceramic shaft with the steel shaft from CT12B turbines of export models . In tuning groups, in spite of the lack of actuators for both turbines, the factory turbochargers are often retained after mild engine modification due to the highly durable housings and, for export vehicles, use of stainless steel for the impeller and turbo fins. In light of the above as well as the due to the use of forged crankshaft, connecting rods and cast pistons, the 2JZ-GTE is well-known for requiring no internal modification to major reciprocating engine components to cope with the stress associated with ever-higher boost pressure.
Some 2JZ-GTE powered MKIV Supras have achieved 1,000 RWHP.
The 2JZ-GTE engine is popularized as the adversary to Nissan's RB26DETT with regards to flexibility, reliability, and aftermarket recognition in the automobile tuning niche.