Editing Toyota JZ engine (section)

== 2JZ ==
The {{convert|2997|cc|L CID|1|abbr=on}} '''2JZ''' was produced from 1991 (first released in the 1991 Toyota Aristo) to 2007. Cylinder bore and stroke is {{convert|86x86|mm|abbr=on|3}}. [[VVT-i]] [[variable valve timing]] was first introduced in 1995 starting with the 2JZ-GE, but did not come to the 2JZ-GTE and the US-market 2JZ-GE engines until mid-1997 for the 1998 model year onwards. This engine is not merely a stroked version of the 1JZ (although they share a common bore size, bore pitch, and general architecture), but has a taller block deck and longer connecting rods to accommodate the {{convert|14.5|mm|abbr=on}} stroke increase.

=== 2JZ-GE ===
The '''2JZ-GE''' is a common version. Output is {{convert|215|-|230|PS|kW bhp|abbr=on|0}} at 5800&nbsp;to&nbsp;6000&nbsp;rpm and {{convert|209|-|220|lbft|abbr=on|0}} of torque at 4800&nbsp;to&nbsp;5800&nbsp;rpm.

It uses Sequential Electronic Fuel Injection, has an aluminium head and 4 valves per cylinder, along with a cast-iron cylinder block. VVT-i was first introduced to the engines in 1995. The VVT-i version also featured [[Distributorless Ignition System|DIS]] as opposed to the traditional distributor set-up previously seen on the 1JZ-GE. Despite the common misconception, it was not a true COP ([[Coil-on-plug|Coil-On-Plug]], also known as [[Distributor#Direct ignition|Plug-top coil]]) ignition system, instead relying on one coil to fire two cylinders, one of which was by spark plug wire.

Applications:
* [[Lexus IS (XE10)|Toyota Altezza AS 300/Lexus IS 300]]
* [[Lexus GS|Toyota Aristo/Lexus GS 300]]
* [[Toyota Crown]]/[[Toyota Crown Majesta|Crown Majesta]]
* [[Toyota Mark II]]/[[Toyota Chaser|Chaser]]/[[Toyota Cresta|Cresta]]
*[[Toyota Origin]]
* [[Toyota Progres]]
* [[Toyota Soarer]]/[[Lexus SC 300]]
* [[Toyota Supra (A80)|Toyota Supra]]

=== 2JZ-GTE ===
[[File:MK4 supra engine bay.JPG|thumb|Engine bay of the Toyota Supra JZA80, showing the 2JZ-GTE engine]]

The '''2JZ-GTE''' is an [[Straight engine|inline-layout]], [[Straight-6|six-cylinder]], belt-driven [[dual overhead camshaft]], air-intercooled, [[Twin-turbo|twin-turbocharged]], [[cast-iron]] block, [[aluminium]] cylinder head engine designed and manufactured by [[Toyota]] that was produced from 1991 to 2002 in Japan. It originally powered the [[Toyota Aristo (S140)|Toyota Aristo V]] (JZS147) in 1991 before becoming Toyota's flagship performance engine in the [[Toyota Supra (A80)|Toyota Supra RZ]] (JZA80) in 1993.

Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful [[RB26DETT]] engine,{{citation needed|date=April 2013}} which had achieved much success in [[FIA]] [[Group A]] and [[Group N]] touring car championships.

Its mechanical basis was of the existing 2JZ-GE, but differed in its use of sequential twin [[turbocharger]]s and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio), oil spray nozzles to aid in cooling the pistons and a different head (redesigned inlet/exhaust ports, cams and valves). Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, and hence it phased out production of the original engine in Japan. Consequently, maximum torque and horsepower was raised for engines selling in all markets. The later 2JZ-GE VVT-i equipped models (Aristo, Altezza and Mark II) shared a different part number for weaker connecting rods.

The addition of twin turbochargers, jointly developed by Toyota with [[Hitachi, Ltd.|Hitachi]], in sequential configuration had raised its commercially cited output from {{convert|230|PS|kW hp|0|abbr=on}} to the contemporary industry maximum of {{convert|318|PS|kW hp|0|abbr=on}} at&nbsp;6000&nbsp;rpm. In its first appearance, torque was advertised as {{Convert|44.3|kgm|lbft Nm|0|abbr=on}} at&nbsp;3800&nbsp;rpm to be later recited as {{Convert|46|kgm|lbft Nm|0|abbr=on}} with the introduction of VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct [[Gentlemen's agreement#Industry|Gentlemen's Agreement]] exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to {{convert|320|hp|kW PS|0|abbr=on}} at&nbsp;5600&nbsp;rpm.<ref>{{cite web |url=http://www.jdmspecengines.com/toyota-engines/jz-series/2jz-gte.html | archive-url = https://web.archive.org/web/20131005103034/http://www.jdmspecengines.com:80/toyota-engines/jz-series/2jz-gte.html | archive-date = 2013-10-05 | title = Toyota 2JZ-GTE Engine |url-status=usurped |publisher = JDM Spec Engines }}</ref>

The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/[[minute|min]] for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification '''CT20''' turbine and export-specification '''CT12B''' turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive '''CT12B''' turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese '''CT20''' turbine exist discretely, which are identified with the '''B''', '''R''', and '''A''' part number suffixes (e.g.: '''CT20A''').

For all road car applications, two gearboxes were available for the engine:
*[[Toyota A transmission#A340E|Toyota A340E]] 4-speed automatic
*[[Getrag 233 transmission|Toyota V160 and V161]] 6-speed manual (jointly developed with [[Getrag]] as the '''Type 233''')

Applications:
* [[Lexus GS (S140)|Toyota Aristo 3.0V]] JZS147 (Japan-only)
* [[Lexus GS (S160)|Toyota Aristo V300]] JZS161 (Japan-only)
* [[Toyota Supra (A80)|Toyota Supra RZ/Turbo]] JZA80

=== 2JZ-FSE ===
Around 2000, Toyota introduced what are quite probably the least-recognized members of the JZ engine family: the '''FSE''' [[Direct fuel injection|direct injection]] variants. These FSE 1JZ and 2JZ engines are aimed at achieving minimal emissions and fuel consumption together with no loss of performance.

The 3.0-litre '''2JZ-FSE''' uses the same direct injection principle as the smaller 1JZ-FSE but runs an even higher 11.3:1 compression ratio. This engine features narrow angle cylinder heads with swirl control valves improving combustion efficiency (similar to the 1JZ-FSE) and weighs about {{cvt|440|lb|kg|0|order=flip}}. The 2JZ-FSE matches the conventional VVT-i 2JZ-GE with {{cvt|162|kW|hp PS|0}} and {{cvt|294|Nm|lbft|0}} of torque. The 2JZ-FSE is always used with an automatic transmission.

Applications:
*[[Toyota Brevis]]
*[[Toyota Progres]]
*[[Toyota Crown (S170)]]
*[[Toyota Crown Majesta (S170)]]