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Toyota 2JZ Engine (Specs, Reliability & Issues)

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  • 6 min read

Last Updated on: 16th November 2023, 02:13 am

The 2,997 cc (3L) Toyota 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). The cylinder is 86 mm in diameter and has a stroke of 86 mm.

Later in 1997, VVT-i variable valve timing was introduced for the 1998 model year.

This engine has a taller block deck and longer connecting rods to accommodate the 14.5 mm (0.57 in) stroke increase, although having the same bore size, bore pitch, and overall layout.

In this article, we’ll discuss the design and specs of the Toyota 2JZ engine, as well as its reliability and issues.


  • Manufacturer: Tahara Plant
  • Production years: 1991-2007
  • Cylinder block material: Cast iron
  • Cylinder head material: Aluminum
  • Fuel type: Gasoline
  • Fuel system: Multiport sequential fuel injection (SFI); Direct injection
  • Configuration: Inline
  • Number of cylinders: 6
  • Valves per cylinder: 4
  • Valvetrain layout: DOHC
  • Bore: 86.0 mm (3.39 in)
  • Stroke: 86.0 mm (3.39 in)
  • Displacement: 2,997 cc (183 cu in)
  • Type of internal combustion engine: Four-stroke, naturally aspirated/turbocharged
  • Compression Ratio: 11.3:1 (2JZ-FSE), 10.5:1 (2JZ-GE), 8.5:1 (2JZ-GTE)
  • Power: 215-325 hp (158-239 kW) at 5,600-5,800 rpm
  • Torque: 209-333 lb-ft (283-451 Nm) at 3,800-4,800 rpm
  • Engine weight: 595 lbs / 270 kg (2JZ-GTE), 507 lbs / 230 kg (2JZ-GE)
  • Firing order: 1-5-3-6-2-4
  • Engine oil weight: SAE 5W-30 – non turbo, SAE 10W-30 Synthetic Motor Oil – turbo engines
  • Engine oil capacity: 5.0 l (5.3 qt) – 2JZ-GTE Supra, 5.2 l (5.5 qt) – 2JZ-GE Supra
  • Oil change interval: 10,000 miles (15,000 km) / 12 months

2JZ-GE Version

The 2JZ-GE is a popular variant. The engine generates 215-230 PS (158-169 kW / 212-227 bhp) at 5800-6000 rpm and torque of 209-220 lb-ft (283-298 Nm) at 4800–5800 rpm.

Sequential Electronic Fuel Injection is employed, with an aluminium head with four valves per cylinder and, in certain versions, a cast-iron cylinder block with VVT-i.

The VVT-i model also incorporated DIS, which replaced the 1JZ-traditional GE’s distributor system.

toyota 2jz engine

It wasn’t a true COP (Coil-On-Plug, also known as Plug-top coil) ignition system, instead relying on a single coil to fire two cylinders, one of which was fired by spark plug wire.

Vehicle Applications

  • Toyota Altezza AS300/Lexus IS300
  • Toyota Supra
  • Toyota Aristo/Lexus GS300
  • Toyota Origin
  • Toyota Progres
  • Toyota Crown/Crown Majesta
  • Toyota Mark II/Chaser/Cresta
  • Toyota Soarer/Lexus SC300

2JZ-GTE Version

The 2JZ-GTE was a six-cylinder, belt-driven dual overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder heads engine made by Toyota Motor Corporation in Japan from 1991 to 2002.

Nissan’s then-successful RB26DETT engine, which had achieved considerable success in the FIA Group A and Group N touring car championships, influenced the engine’s development and evolution.

For all road vehicle uses, the engine was available with two transmissions:

  1. Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
  2. Toyota A340E 4-speed automatic

The 2JZ-GTE first appeared in the Toyota Aristo V (JZS147) in 1991, before becoming Toyota’s flagship performance engine in the Toyota Supra RZ (JZA80).

It was designed on the same mechanical architecture as the modern 2JZ-GE, but with sequential twin turbochargers and an air-to-air intercooler positioned on the side.

The 2JZ-GE and 2JZ-GTE engines use the same engine block, crankshaft, and connecting rods, but the 2JZ-GTE has recessed piston tops (for a lower compression ratio), oil spray nozzles to aid piston cooling, and a new head (with modified inlet/exhaust ports, cams, and valves).

The engine received VVT-i variable valve timing technology in September 1997, and the prior engine was phased out.

As a consequence, maximum torque and horsepower were raised for engines marketed in all markets.

These later 2JZ-GE VVT-i equipped vehicles (Aristo, Altezza, and Mark II) have a different component number on the weaker connecting rods.

Toyota and Hitachi created two sequential turbochargers, which raised the car’s commercially advertised power from 230 PS (169 kW; 227 hp) to the current industry high of 280 PS (206 kW; 276 horsepower) at 5600 rpm.

At 4000 rpm, torque was initially stated to be 44.3 kgm (320 lbft; 434 Nm), but with the introduction of VVT-i in 1997, it was estimated to be 46 kgm (333 lbft; 451 Nm).

The now-defunct Gentlemen’s Agreement between Japanese automakers selling to the domestic market in Japan imposed a mutually agreed-upon industry-wide output cap.

In the North American and European markets, the engine output was increased to 320 horsepower (239 kW; 324 PS) at 5600 rpm, according to Toyota.

To create its higher power output, the export version of the 2JZ-GTE uses:

  • newer stainless steel turbochargers (ceramic for Japanese models)
  • upgraded camshafts
  • larger injectors (550 cc/min for export, 440 cc/min for Japanese)

Due to mechanical similarities, the exhaust-side propeller shaft of the Japanese-specified CT20 turbine and the export-specified CT12B turbine may be interchanged.

The CT12B turbine also received more durable turbine housings, as well as stainless steel turbine and impeller fins, allowing it to be used only for export.

The prefixes B, R, and A are used to differentiate between numerous types of the Japanese CT20 turbine (e.g. CT20A).

Vehicle Applications

  • JZS147 Toyota Aristo 3.0V (Japan-only)
  • JZS161 Toyota Aristo V300 (Japan-only)
  • 2JZ-FSE Toyota Supra RZ/Turbo JZA80

2JZ-FSE Version

The 3-litre 2JZ-FSE uses the same direct injection method as the smaller 1JZ-FSE, but with an 11.3:1 compression ratio.

This engine has the same output as the normal VVT-i 2JZ-GE, with 162 kW (217 horsepower / 220 PS) and torque of 294 Nm (217 lb-ft).

With the 2JZ-FSE, the automatic gearbox is always used. The engine weighs 200 kg (440 lb).

Vehicle Applications

  • Toyota Brevis
  • Toyota Progres
  • Toyota Crown (S170)
  • Toyota Crown Majesta (S170)

Reliability & Issues

The extraordinary durability of 2JZs is well-known. They do, however, have several flaws in common that have been uncovered after thousands of kilometres of travel.

VVT-i engines are more complicated and unreliable than non-VVT-i engines.

They are, however, both moisture-sensitive and perform poorly in frigid temperatures. The weak spots include a water pump and the VVT-i system’s actuator.

Another common problem is when one of the ignition coils fails, causing two cylinders to misfire.

Ceramic wheel turbochargers are used in turbocharged engines for the Japanese market, and they are prone to failing prematurely under high loads.

The 2JZ engine may easily exceed 300,000 miles with proper maintenance and good engine oil and filters.

It also offers a lot of tinkering possibilities, as seen by the incredible power outputs achieved with only a few modifications and changes.

  • Andy Lewin

    Andy Lewin is a senior mechanic, ASE qualified master technician, and an experienced automotive engineer. He's passionate about serving the automotive community with the highest-quality and trustworthy information on all things automotive. He loves to write about car repairs, maintenance, car modifications and tuning, faults, and much more.

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