NA-T conversion
03-10-07, 02:05 PM
#1
NA-T conversion
Hey gang,
I was looking for help on finding more information about converting the 2jzge
into a turbo'd engine. i found some information on oil lines to turbo, fuel management etc. but i wondered if some of you could direct me to some more information still.
thanks alot!
I was looking for help on finding more information about converting the 2jzge
into a turbo'd engine. i found some information on oil lines to turbo, fuel management etc. but i wondered if some of you could direct me to some more information still.
thanks alot!
Last edited by ARISTO 161; 08-29-11 at 02:41 PM.
03-12-07, 07:21 AM
#4
Lexus Fanatic
what "theories" are you referring to? I'm just curious to know. Its one of the only places where your going to find so many toyota/lexus NA-T owners. As with any site or forum you shouldn't take anything people say as the final word. That's a given on the internet.
03-13-07, 11:43 AM
#5
2jz is air "restrictive" compared to the 1jz.
1jz spools faster.
1jz head mated withe a 2jz bottom (1.5jzgte) is the ultimate setup.
1jz is better because it revs higher.
The 1jz head has a higher velocity, while the 2jz has higher volume of airflow. However, there are many ported 2jzs w/ custom manifold that can rev up to 9000 rpm and beyond, while the 1jz also requires porting to achieve the same results.
Many claim that their 1jz spools quicker than the 2jz, but most 1jz have major turbo threshold (won't boost until 4krpm). But then again, this claim has not been tested, and there are too many variables to make it a true statement.
I believe someone on supraforum tried that setup, and he got some interesting results. However, it is more cost efficient to port a 2jz head.
The 1jz has a peakier curve compared to the 2jz from the factory because Toyota wanted an ultimate street engine, not another rb26 (kinda like f20c vs. f22c).
03-13-07, 02:49 PM
#6
Forum Administrator
iTrader: (2)
03-13-07, 09:17 PM
#7
Lexus Fanatic
These are the claim made mainly by the 1jz crew:
2jz is air "restrictive" compared to the 1jz.
1jz spools faster.
1jz head mated withe a 2jz bottom (1.5jzgte) is the ultimate setup.
1jz is better because it revs higher.
The 1jz head has a higher velocity, while the 2jz has higher volume of airflow. However, there are many ported 2jzs w/ custom manifold that can rev up to 9000 rpm and beyond, while the 1jz also requires porting to achieve the same results.
Many claim that their 1jz spools quicker than the 2jz, but most 1jz have major turbo threshold (won't boost until 4krpm). But then again, this claim has not been tested, and there are too many variables to make it a true statement.
I believe someone on supraforum tried that setup, and he got some interesting results. However, it is more cost efficient to port a 2jz head.
The 1jz has a peakier curve compared to the 2jz from the factory because Toyota wanted an ultimate street engine, not another rb26 (kinda like f20c vs. f22c).
2jz is air "restrictive" compared to the 1jz.
1jz spools faster.
1jz head mated withe a 2jz bottom (1.5jzgte) is the ultimate setup.
1jz is better because it revs higher.
The 1jz head has a higher velocity, while the 2jz has higher volume of airflow. However, there are many ported 2jzs w/ custom manifold that can rev up to 9000 rpm and beyond, while the 1jz also requires porting to achieve the same results.
Many claim that their 1jz spools quicker than the 2jz, but most 1jz have major turbo threshold (won't boost until 4krpm). But then again, this claim has not been tested, and there are too many variables to make it a true statement.
I believe someone on supraforum tried that setup, and he got some interesting results. However, it is more cost efficient to port a 2jz head.
The 1jz has a peakier curve compared to the 2jz from the factory because Toyota wanted an ultimate street engine, not another rb26 (kinda like f20c vs. f22c).
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