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2JZ More Strength, Less Weight by MotoIQ

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  • 2JZ More Strength, Less Weight by MotoIQ

    by Pablo Mazlumian

    Released in 1993, the MKIV Toyota Supra Turbo was an in-your-face time machine with an obnoxious wing, massive rear bumper and futuristic taillights. But a twin turbocharged 3-liter inline-six mated to a six-speed Getrag transmission made it a real contender, taking on the likes of twin turbocharged 300ZX's, RX-7's and 3000 GT VR-4's, and even shaking Porsche 964, NSX and Ferrari Testarossa owners in their ostrich-skin boots. But, at nearly $50k MSRP—still a chunk of change by today's standards—the Supra was overpriced, and it later dropped by ten grand.

    Maybe we just didn't get it then. After all, who knew these stock drivetrains would hold 800-plus hp? Well, many get it today, and nearly two decades later you'd be lucky to find a low-mileage example for under $30k. One can argue that the Gran Turismo and Fast and Furious franchises helped its popularity, but nothing did more to earn this car's terrific reputation than its stout engine block. We just had to build one.

    It's nice to know if you ever need a factory short block, Champion Toyota sells them for around $2250. Our Supra previously had one, and with a Precision 71-GTS turbo kit from Sound Performance it made over 760 WHP and 630 lb-ft at 29 PSI on pump 93 and a single nozzle methanol injection.

    2JZ More Strength, Less Weight by MotoIQ

  • #2
    2JZ-GTE Rebuild

    2JZ Rebuild

    2JZ-GTE; Part 2 - More Lubrication, Good Vibrations

    by Pablo Mazlumian

    In the first part of our engine build we discussed the engine block internals, including JE asymmetrical pistons, K1 Technologies connecting rods and ARP main studs. Follow the link to catch up on our 2JZ build: Extreme Engine Tech: 2JZ-GTE; Part 1 - More Strength, Less Weight

    Modified by KC hasn't been able to put the cylinder head on yet because we're waiting on a couple of hand-built parts, one of them an intake manifold from Hypertune in Australia, and the other an exhaust manifold from Power House Racing. These parts take time to build but should be well worth the wait. We're expecting them any day now.

    Once we have the parts in hand, Jeff Gerner from FRP Engineering will finish port-matching the cylinder head to each component, and Brad Noland from Noland Cylinder heads will finish assembling the head with our Ferrea valvetrain and new factory shimless lifters we got from Champion Toyota. At this point, the rest of the process should start flowing a little more quickly.

    In the meantime, let me share the details on a couple of important components that we needed to order for the block. Sure, the motor is—in loose terms of the phrase—"bullet proof" with its new internals. But, to be fair, even with proper tuning no engine is bullet proof without the proper lubrication and vibration damping. And, while neither of these subjects had anything to do with our melted piston in Part 1, it doesn't mean we were going to be problem-free several miles down the road had this not happened. In fact, upon disassembly we came to find out that a full-locked engine doomsday was probably just around the corner!"