2JZGTE toyota twin turbocharged engine

The 2JZ-GTE engine is an inline, six-cylinder, dual overhead camshaft, twin-turbocharged, cast-iron block with an aluminium head, designed and manufactured by Toyota, produced from 1991 until 2002.

What is the 2JZ GTE engine?

Development of the 2JZ GTE engine was partially due to Nissan’s successful RB26DETT engine. Multi-successes in FIA Group A and Group N touring car championships put this engine in the spotlight. 2 gearboxes were available, including the Toyota A340E 4-speed automatic and the V160 and V161 6-speed manual Getrag.


Which cars featured the 2JZ GTE

The 2JZ-GTE originally powered the Toyota Aristo V in 1991 before migrating to the Supra RZ. Similar to the normally aspirated 2JZ-GE, but utilising sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods are the same, with notable differences being that the 2JZ-GTE has recessed piston tops, oil spray nozzles to aid in cooling the pistons and a different head, including redesigned inlet/exhaust ports, cams and valves. VVT-i variable valve timing technology was added to the engine in1997.


How much power does the 2JZGTE engine make?

The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially cited output from 230 PS to the industry maximum of 280 PS. Torque was rated at 333 lbft. Power in the North American and European markets, was allowed to be rated at 320 hp at 5600 rpm. (Local JDM gentleman’s agreement, giving a ceiling of 280 PS).

The export version of the 2JZ-GTE used newer steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors, at 550cc. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins.


Why are 2JZ engines so strong?

The perfect distribution in an inline-six gives balance, unlike in a V6 configuration. The smooth, natural configuration favours tuning. The engine is also created from a single block – cast iron. The iron engine block was to be the key to the longevity and made it a fan favourite, in regards to its huge tuning potential. A forged crankshaft to transfer the power and unique pistons were extremely durable. Oil ports located under the pistons were a critical design element and each cylinder was manufactured square, for extremely efficient combustion.

The Supra engine was therefore able to withstand far greater power and torque levels. Larger fuel injectors would complement the rest of the brilliantly over engineered block. A 2JZ-GTE is capable of producing more than 2,000bhp.


How much horsepower can a 2JZ engine make?

Beyond 500BHP, a strong clutch, higher rated fuel injectors (1000cc) and an uprated fuel pump are sensible core items to upgrade. Cooling systems, covering a more efficient, larger supporting intercooler, will help keep the core temperatures at a reliable level. To modify the power delivery at the higher end, racing cams would be a suggested upgrade. All of these optimisations lend to far higher outputs but will ensure you can reliably hold the 2JZ at and above 500BHP. A cooler, denser air intake system is crucial to support the extra feed of fuel. The fundamental design of the internals are superbly engineered, far beyond nominal road and sports applications.

At 800BHP and above, the standard twin turbo set-up will have to be altered further. Classically, most owners follow a large single turbocharger set-up with supporting components such as appropriate downpipes, waste-gates and efficient pipework to and from the turbo. Mapping the boost levels to follow the profile of the required nature of the engine is critical when considering these power outputs. Oil pumps and oil cooling systems will support the constant feed to the turbo system. Gearbox upgrades and support systems are generally considered sensible at this tuning point. The 2JZ and the RB26 were uniquely ahead of their time during the 1990’s and this level of output was achieved by many tuners. The combination of these uprated components can easily take the output beyond 800BHP.

The 2JZ has been tuned regularly to beyond 1000-2000BHP. The internals of the 2JZ are often polished, ported and modified to accept even larger single turbo set-ups. Highly bespoke intake cool charge air piping is a requirement and often delivers to a more efficient intercooler system. Proven racing components are also found on the exhaust side. The RB26 was a fierce competitor and both engines were open to high states of tune in the GTR and Supra IV. Drag applications have seen tuners modify the 2JZ via the use of nitrous and high octane fuel.


Which is better RB26 or 2JZ engine? (What does the RB26 offer)?

The RB26DETT engine is a 2,568 cc inline-six engine manufactured by Nissan, used in the Nissan Skyline GT-R. The block is made from cast iron, like the 2JZ. The cylinder head is made from aluminium alloy. The intake varies from other RB-series motors in that it has six individual (3 sets of 2 throttle assemblies) instead of one throttle body. The engine also uses a parallel twin-turbo system, using a pair of T25-type ceramic turbochargers.

Rated by Nissan at 280 PS at 6,800 rpm and 260 lb ft at 4,400 rpm. By the end of production, power levels had gone up to around 320 PS at 6,800 rpm and 289 lb ft at 4,400. While the published figures from Nissan were as quoted above, it has been known among enthusiasts that the car actually had a factory power output closer to the 320 PS figure. The RB26 is widely known and became quite popular for its strength and power potential thanks to its forged internals, making it a modification friendly.


Features of the RB26DETT

  • 6 throttle body intake
  • Solid lifter valve actuation, shim under bucket
  • Belt driven cams
  • CAS (crank angle sensor) driven off exhaust cam, tells ECU (engine control unit) crank/cam position
  • OEM cast pistons have cooling channels under the crowns (extra oil cooling to keep piston temperatures down)
  • Piston oil squirters
  • Sodium filled exhaust valves
  • 8 Counter weighted crankshaft
  • ‘I’ beam connecting rods

A problem with the pre-1992 motors, as the surface where the crankshaft meets the oil pump was machined too small, eventually leading to oil pump failure. Later versions of the RB26 had a wider oil pump drive. More recently a spline drive solution has been developed. the OEM flat drive system and uses splines to drive the oil pump gears in the same way as Toyota’s 1JZ-GTE engine.

Besides minor cosmetic updates and ECU fine tunings, changes were made in the R34 generation to ball bearing T28 turbochargers as opposed to journal bearing turbos. The R34 GT-R turbos retained the ceramic exhaust turbine wheel. Models that had steel exhaust turbine wheels included the R32 Nismo, R32-R33-R34 N1 models and R34 Nür spec skyline GT-R’s.



R34 GT-R model RB26DETT engine specific differences to the R32-R33 engines

  • Different coil cover emblem
  • Hitachi CAS (Crank angle sensor) has different drive fitting compared to earlier R32-R33 exhaust cams
  • Igniter built into coil packs (no igniter pack on the rear of coil cover)
  • Ball bearing turbo’s with ceramic exhaust turbine wheels
  • Stainless steel dump pipes
  • Sump has a different ratio front diff (3:55)
  • Different diameter coolant/heater pipes on intake side of block
  • Dual mass flywheel

Originally the R32 GT-R was planned to have a 2.4L RB24DETT, and compete in the 4000 cc class. Nismo made the decision to make the engine a 2.6L twin turbo, and compete in the higher 4500 cc class, resulting in the RB26DETT known today.

The RB26was used in the following:

  • GT-R BNR32
  • GT-R BCNR33
  • GT-R BNR34
  • Nissan Skyline Autech GTS-4 ENR33 GTS-4
  • Nissan Stagea 260RS WGNC34改 (RS4 Chassis used)
  • Tommykaira ZZII


The RB26DETT N1, developed by Nismo (Nissan Motorsports) for Group A and Group N. This was first used in Bathurst Australia. Nismo balanced the crankshaft to a higher specification than stock, as the standard RB26DETT engine experiences vibrations between 7000 and 8000 rpm. The engine also received improved water and oil channels within the engine block. The pistons and top piston rings were also upgraded to 1.2 mm (0.047 in). The N1 engine also has upgraded camshafts and upgraded turbochargers.

The biggest difference between the turbochargers used in the N1 engine is that the turbine wheels are made from steel, rather than ceramic. The ceramic turbine wheels are very unreliable when used at high rotational speeds inducing higher centrifugal forces, especially above their stock boost levels.

The Nismo RB26DETT N1 engine block uses an 86 mm (3.39 in) bore which can be bored up to either 87 or 88 mm (3.43 or 3.46 in). The N1 block is cast with an identification mark of 24U, whereas the standard RB26DETT block is marked with 05U.


RB28DETT variation

This engine was used in the Nissan Skyline GT-R Z-Tune built by Nismo. It uses the stronger RB26 GT500 block, producing 500 PS and 540 Nm of torque.


Is there a 3JZ engine?

The fifth generation of the Supra was unveiled in 2019. The was a collaboration between Toyota and BMW. The Toyota 2JZ was made redundant. The Supra is powered by two BMW-sourced engine options: a turbocharged 2.0-litre four or a turbocharged 3.0-litre inline-six engine. The later has a power output of 340–387 PS from 5,000 to 6,500 rpm and 365–369 lb ft from 1,800 to 5,000 rpm, through a ZF 8HP 8-speed transmission.  The 3.0 L model can accelerate from 0–60 mph in 3.9–4.1 seconds.


Which single turbo is best for 2JZ?

There are many proven set-ups, utilising a single turbo, however, 2 types keep cropping up for reliability, power and connectivity with the 2JZ;

1 Trust Greddy T88 34 series

2 HKS GTIII 4R series

Power levels vary depending on the components, support packages and set-ups. Forums and car enthusiasts Worldwide have extensively trialled all permutations of the 2 routes e.g. https://www.pistonheads.com/gassing/topic.asp?t=1288164 . Alternative set-ups like the SRD package, lists all of the extras typically required to access 600+BHP;

Please also see: https://www.srdtuning.com/product/srd-single-turbo-kit-2/. The kit is based around a T4 Twin scroll manifold with a single HKS GTII 60mm waste gate and precision turbo.

Additional options include:

4″ down pipe and mid pipe option is supplied with the PT6870 turbo

DEI T4 Titanium blanket

DEI Titanium Heat Wrap

Compressor housing polishing

Zircotec Heat coating

Turbo Inconel Gasket

Blitz 3″ Midpipe

An accessory kit that consists of:

Toyota Manifold studs and nuts

Toyota Manifold Gaskets

Toyota TRD3000GT

In 1994, Toyota Racing Development (TRD) displayed a replica of the 1994 JGTC BLITZ Racing Team Supra GT500 race car, known as the TRD3000GT. The key differences was the body kit. The car was 60 mm wider at the front and 50 mm wider at the rear. The engine and suspension were lightly modified. Only 35 examples of these were ever produced.



1JZ GTE Toyota origins

The 2.5-litre 1JZ in naturally aspirated guise, has a 10:1 compression ratio. The early 1JZ-GE is designed for longitudinal mounting and rear-wheel-drive. Output for the early non-turbo, non VVTI was 170 PS at 6000 rpm and 173 lb ft at 4800 rpm. In 1995, VVTI was added offering 200 PS at 6000 rpm and 185 lb ft at 4000 rpm. The first generation 1JZ-GTE employs twin CT12A turbochargers arranged in parallel.

The early generation 1JZ-GTEs combined the smoothness of an inline-6 with the revving capacity of its short stroke. The first generation 1JZs were prone to turbo failure due to there being a faulty one-way valve on the head.

The third generation of the 1JZ-GTE was introduced around 1996, with a new BEAMS system. This included a reworked head, newly developed continuously variable valve timing mechanism and modified water jackets for improved cylinder cooling. The turbo setup changed to a single turbo (CT15B), which was more efficient and spooled the turbo faster and at lower RPM. The compression ratio was increased to 9.0:1. The adoption of a much higher efficiency single turbocharger than the twins as well as different manifold and exhaust ports were responsible for most of the 50% torque increase at low engine speeds.



Recent category posts