Maybe somebody can answer this for me. I always think about this.... why are there 1500hp 2jzgte's and the highest i've seen a 7mgte is 1000hp or so, in that dragster? What could make up for that 500hp diference? Is it the head? If so why can't we port it to match the flow of the head? Is it the rotational assembly? If so why can't we make that much power with eagle rods/crank/pistons etc? Is it the variable valve timing? Again we could just buy different cam shafts. What about ffic? We can do that. ECU...we can get AEM EMS... CAN SOMEONE TELL ME! I can't figure it out!!
Why is the 2jzgte so much better?
- Thread starter suprahabsfan
- Start date
People that build the MKIV's just spend alot more money on their car's. That is one of the main reasons. Here is an example: alot of these said 1000hp 2jz have head work done similar to this http://titanmotorsports.com/tmss5furacyh.html and that cost $10K. That is alot more than most of us MKIII owners have in our cars total.
noah89t
get naked & boost a supra
But we COULD make that much horsepower in theory correct? I know that one of the reassons is we are limited on how big we can port due to some issue with the valvetrain, but i can't see where it would account for 500hp.
suprahabsfan;1000866 said:
At that point, power levels become fuzzy. Theres no reason it cant be done; what stops it is the average MkIII owner's income
OK, income is a variable, but the guy running 817rwhp or whatever has to have sunk a considerable amount into his 7m. I am just sick of people saying "oh no way! You have a supra turbo! oh wait....its a mkiii." If i can, however, take them for a ride they change their mind, and with only a 3" full exhaust, intake, MBC @ 11-12psi, SAFC, BOV...and then they love it
Because the 2J is more of a square engine (stroke/bore) while the 7M is a longer stroke than bore. They can get stroker kits that increase their displacement quite a bit while we don't have that much room for one.
All the 1000HP+ 2J's I've seen are running the strokers these days. Also keep in mind they spin these handbuilt engines up to over 8K RPM, if you know anything about the relationship between horsepower and torque you'd know why that's important.
Also keep in mind you have a more modern engine design in the 2J...
All the 1000HP+ 2J's I've seen are running the strokers these days. Also keep in mind they spin these handbuilt engines up to over 8K RPM, if you know anything about the relationship between horsepower and torque you'd know why that's important.
Also keep in mind you have a more modern engine design in the 2J...
Someone looking to make 1000+hp probably isn't going to start with a 7M.
disclaimer before the 7M Jehovah's witnessess jump down my throat: I said probably, as in more often than not. Yes, I know there are 4 digit 7Ms in existence and it could be done by others if they wanted.
disclaimer before the 7M Jehovah's witnessess jump down my throat: I said probably, as in more often than not. Yes, I know there are 4 digit 7Ms in existence and it could be done by others if they wanted.
Larger bore diameter removes the Valve size restriction of the 7M.
You can only fit xx valves in our motors and this becomes the hard limit for power potential.
The JZ series is an evolution of the M's with all of the design compromises addressed and built as a Turbo motor not a Carb motor that slowly evolved over many years. (ever wonder why 7M's have a fuel pump boss on the block and a cam on the AUX shaft? Look at the drain from the head to the block it's the old Distributor mount from way back and the hold clamp hole is still drilled and tapped.... )
The Jz would have been updated/improved if Toyota hadn't dropped the I-6 platform it's not "buller proof" by any stretch of the imagination, the difference being most of the guys that hurt JZ's can afford to repair them and move on without it becoming an exercise in online wrist slashing.
Also being $$$ up means a lot of power through a known proven upgrade path with a LOT of gear being off the shelf parts.
I have a love/hate relationship with my 7M it's been the most difficult motor to get reliable power out of that I've ever built and a LOT of the conventional wisdom for building them was just plain wrong and didn't work so it's been a trail and expensive error process.
If I had to do it again no hesitation I'd go JZ if staying I-6.
You can only fit xx valves in our motors and this becomes the hard limit for power potential.
The JZ series is an evolution of the M's with all of the design compromises addressed and built as a Turbo motor not a Carb motor that slowly evolved over many years. (ever wonder why 7M's have a fuel pump boss on the block and a cam on the AUX shaft? Look at the drain from the head to the block it's the old Distributor mount from way back and the hold clamp hole is still drilled and tapped.... )
The Jz would have been updated/improved if Toyota hadn't dropped the I-6 platform it's not "buller proof" by any stretch of the imagination, the difference being most of the guys that hurt JZ's can afford to repair them and move on without it becoming an exercise in online wrist slashing.
Also being $$$ up means a lot of power through a known proven upgrade path with a LOT of gear being off the shelf parts.
I have a love/hate relationship with my 7M it's been the most difficult motor to get reliable power out of that I've ever built and a LOT of the conventional wisdom for building them was just plain wrong and didn't work so it's been a trail and expensive error process.
If I had to do it again no hesitation I'd go JZ if staying I-6.
Ok so the 2J is a much more advanced engine.. will it run all day every day at 800hp ? for 100k miles ? as a DD that you beat to death everyday ? or is 800hp to much.. i know you cant drive a 1000-1500 hp car around as a DD and excpect to hop in and drive 1000miles on spur of moment and not worry your ass off...
whats the limet of a DD hp ... Opinuns ?
whats the limet of a DD hp ... Opinuns ?