What models of Toyota/Lexus share the infamous 2JZGTE engine?
I was doing some research and was wondering if the following information is true.
2JZGTE
2-?
J-?
Z-?
G-Wide angle twin cam
T-Turbo
E-Electric fuel injjection
Therefore there is the non-turbo 2JZGE found in:
94-98 non-turbo Supra
92-00 Lex SC300
01-05 Lex IS300 (recent discovery)---------->true?---->if so--------->
98+Lex GS 300---------->
and the turbo version only found in the turbo Supra?
Also i read somewhere about a long and short block models of the 2JZGE....?
Whats the difference?
Any other models i should know about?
Including JDM models?
Also Special different color engine top cover models of 2JZGE?
Plus why is the compression ratio so low on the turbo model of the supra vs. non turbo?
Thanks
Oh yes and also does this mean all these different models have the same potential to withstand mucho boost like supras are known to withstand ?

 

i think the aristo and soarer came with the GTEs....later model 2jzge had vvti and no distributor(is300,gs300)

 

JZ is the engine series designated by toyota.
2 is the generation of engine in the aformentioned series.
therefore the 2JZ means its a second gen JZ series engine
(ie-the 1jz which was in the soarerTT)

2JZ-GTE models
-MKiV Supra Turbo (93-00)
-Aristo(not sure which gens but 100% that some cars had them)

2JZ-GE models
-MKiV Supra (93-00)
-Soarer/SC300 (93-00)
-Aristo/GS300 (94-05)
-Altezza/IS300 (01-05)

(pls note that the model years may be off by 1-2 years since im not overly famiiar with each ganeration in start/stop years. easier to use chassis codes )

basic motor terminology:
-short block= bare engine including the block, crankshaft, and pistons, but not including the (head), manifolds or any accessories like alternator or power steering pump.
-long block= complete motor basically ready to run incl. block, pistons, crank, head, cams, etc...assembled and ready to go. may or may not include oil pans, alternator, steering pump, manifolds, or compressor.

the compression ratio is lower on the turbo so that it doesnt explode. it has to do with the pressurized air from the turbos creating compression inside the combustion chamber. the NA motors are on atmospheric pressure, meaning theres no real pressure forcing air into the cylinders. the increased compression ratio allows an NA motor to create a similar combustion chamber pressure as a tubo (tho not nearly as high, but same effect.)

 

Toyota Chaser had it as well

 

In most cases, compression ratios HAVE to be lower on normally aspirated versions of turbo engines because when the turbo enriches the air-fuel mixture and rams it into the cylinders, you suddenly get a much larger, artificially-induced compression ratio. This occurs because instead of compressing a normally induced 14-1 ratio ( or whatever the engineers set it at ) of air and fuel at normal atmospheric pressure, the same piston and cylinder suddenly has to compress a much denser air-fuel mixture supplied by the turbo. This, of course, greatly increases the ratio and the tendency for the air-fuel mixture to light off prematurely with spark knock....which can be destructive to the engine if pronounced and sustained. This is why premium fuel ( 93 octane ) is recommended for virtually all turbo engines today and some non-turbo ones as well.
The lower compression ratio on a turbo engine compensates for this somewhat by lessening the effect of the turbo-induced higher ratio, and some engines ( and most turbo engines today ) have computer-controlled knock sensors as well and will retard the timing until the knock is gone. This is also needed for the times when you are south of the border and have to run your car on some of the garbage they sell for fuel in some parts of Mexico.

 

Chaser and Mark series have 1JZGTE I believe.

The first and second gen Aristo carried the 2JZGTE

The old Crown used a 3.0L inline-6 engine, so I assume it's using the 2JZGE.

 

Chaser is equipped with the 1JZ for sure.

 

It had the 1JZGTE and the 2JZGE

http://english.auto.vl.ru/catalog/to...r/1998_8/6591/

 

So how do you know the max compression one cylinder can hold before "knocking"
Can a boost controller regulate this kind of problem or is it programmed in when tunning?
thanks

 

Depends on several factors......quality and octane of the fuel, spark timing, amount of heat in the cylinder, richness of the fuel mixture, throttle position, etc.......

This is why auto engineers get paid big bucks.....to figure these kinds of problems out and program the engine computers correctly. It is not an easy science.