The Toyota 2JZ-GTE is a 3.0-liter twin-turbocharged inline-six engine developed by Toyota Motor Corporation as part of the JZ engine family. It became a global icon thanks to its strength, tuning capability, and use in the Toyota Supra A80 and Toyota Aristo.
Introduced in 1991, the 2JZ-GTE was Toyota’s high-performance evolution of the 2JZ-GE. It featured a twin sequential turbocharging system, forged internals, and sophisticated fuel management. Designed for both reliability and power, the engine powered Toyota’s flagship sports cars and luxury sedans, most notably the fourth-generation Supra.
Renowned for its overbuilt construction, tunability, and smoothness, the 2JZ-GTE became a cult favorite among tuners, racers, and engineers worldwide. Publications like MotorTrend and Car and Driver have repeatedly cited it as one of the most durable performance engines ever produced.
| Manufacturer | Toyota Motor Corporation |
| Engine family | Toyota JZ |
| Configuration | Inline-6 DOHC 24-valve, twin-turbocharged |
| Displacement | 2,997 cc (3.0 L) |
| Bore × stroke | 86.0 mm × 86.0 mm |
| Compression ratio | 8.5:1 (Japan) / 8.5–9.0:1 (Export versions) |
| Block / head material | Cast-iron block / aluminum head |
| Turbochargers | Twin sequential CT12B (JDM) / CT20A (export) |
| Fuel system | Sequential multi-port EFI |
| Power output | 276–321 hp (206–239 kW) |
| Torque | 318–333 lb-ft (431–451 Nm) |
| Redline | ≈ 7,200 rpm |
| Cooling system | Water-cooled, oil-to-water cooler |
| ECU | Toyota Engine Management System (Denso ECU) |
| Production years | 1991–2002 |
The 2JZ-GTE was developed by Toyota’s Powertrain Division during Japan’s “performance golden age” to compete with engines like Nissan’s RB26DETT. Engineers sought to create a highly reliable, high-output inline-six capable of sustained boost pressure without compromising longevity. It replaced the 1JZ-GTE, increasing displacement from 2.5 L to 3.0 L for improved low-end torque.
In Japan, output was limited to 280 PS (276 hp) under the Gentlemen’s Agreement, while export versions for North America reached 320 hp. Both used twin sequential turbocharging but with differing specifications and boost control strategies.
The forged-steel crankshaft, robust connecting rods, and oil-squirter-equipped pistons allow for extreme durability — verified by numerous builds exceeding 800 hp on stock internals. The cast-iron block tolerates high cylinder pressures far beyond OEM design limits.
An aluminum DOHC head with shim-over-bucket lifters provides precise valve control at high rpm. The later VVT-i versions (1997 →) added variable intake cam timing for improved torque and fuel economy.
Twin sequential turbos operate in stages: the first provides immediate low-rpm boost, while the second activates around 4,000 rpm. This setup reduces turbo lag and delivers a smooth, continuous power curve. Export (USDM) models use larger CT20A turbos and different wastegate actuation compared to the Japanese CT12B units.
A high-capacity aluminum radiator, external oil cooler, and water-cooled turbos manage thermal loads effectively. The oil system features piston squirters and baffled sump, ensuring reliability under sustained high-G conditions.
| Model | Chassis | Market | Years |
|---|---|---|---|
| Toyota Supra | JZA80 | Japan / North America / EU | 1993–2002 |
| Toyota Aristo | JZS147 / JZS161 | Japan | 1991–2004 |
Stock 2JZ-GTE engines deliver near-instant torque from 2,000 rpm with a progressive surge to redline. VVT-i models further flatten the torque curve. Boost pressure is typically 0.9 bar (13 psi) in export trims. Acceleration in the Supra Turbo (6-speed) achieves 0–100 km/h in about 4.9 s.
Power output can easily exceed 450 hp with basic upgrades (fuel, ECU, intercooler, single turbo conversion), and over 1,000 hp is achievable with built internals — a figure proven in countless drag and track builds documented by Speedhunters.
When maintained properly, 2JZ-GTE longevity exceeds 400,000 km, making it one of the most robust turbocharged engines ever mass-produced.
The 2JZ-GTE is renowned for its tuning flexibility. Enthusiasts frequently upgrade to single-turbo setups using brands such as HKS, GReddy, and Blitz. With supporting fuel, cooling, and ECU management (AEM, Haltech, Link), outputs of 600–800 hp are common. Built engines using forged pistons and rods often exceed 1,000 hp.
Popular upgrades include:
According to tuners like Titan Motorsports and Paul Walker Racing Archives, the 2JZ-GTE bottom end routinely withstands 800–900 hp on stock internals.
Professional reviews and dyno documentation highlight unmatched durability. Top Gear referred to it as “the engine that refuses to die.” Mechanics appreciate the accessibility of the inline-six design, and tuners admire its strength-to-weight ratio. Even decades later, the 2JZ-GTE remains a foundation for drift, drag, and time-attack builds worldwide.
Disclaimer: Specifications and performance figures vary by market and year. Always consult OEM service data for precise values.