The MKIV Supra comes with one of the strongest blocks ever assembled. Still, we're going to take it and build an 800 whp, street-driven reliable daily driver! We'll start by talking about our piston and rod selection

Extreme Engine Tech: 2JZ-GTE Part 1 - More Strength, Less Weight

 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.


melted 2JZ-GTE Supra turbo piston
At high speed, our factory internals melted a bit in cylinder #1.  We think not enough methanol was making it  through that cylinder's intake runner, given the sharp 90-degree turns of the factory runners themselves.  We'll be addressing that in the future.

Our goal is, along with addressing any lubricating, airflow and fueling deficiencies, to put together a reliable and streetable 800 WHP Supra.   By "streetable" we mean it has to have AC, not be overly noisy, be able to refuel at the pump and put the put the power down (within reason--we're not going to run drag radials on the street).

With a power goal set, the first order of business is turbo selection, and ours i Precision's new-school 6766.  We're very excited about it, but more details on that later.  In the meantime, we'll focus on the bottom end. 

For pistons, we turned to JE Pistons, a household name in the piston industry.  Operating under ISO 9000 quality standards, they're among the manufacturing elite.  JE's new, asymmetrical 2618 T6 high tensile forged aluminum pistons are 8% lighter than their own traditional round pistons, and are an impressive 25% lighter than the factory cast Supra pistons (304 vs. 407 grams).  We stayed with the stock 8.5:1 compression ratio but chose an 86.5mm piston diameter (0.5mm overbore) since our first cylinder wall was a little scuffed. 


JE Pistons 2JZ-GTE Supra turbo asymmetrical pistons
JE's asymmetrical pistons.  Check out the skirt difference.  The major thrust side (exhaust, right) is left thick to cope with the cylinder pressure.  The minor thrust side (intake, left) is narrow to not only save weight but also reduce friction.  Weighing 304 grams each, total weight loss is 26 grams over JE's traditional pistons and 104 grams lighter than stock.  They're also perfectly balanced with an offset wristpin location for quiet operation.  Note the absence gas ports on the top two ring lands, these gas ports can prematurely wear the rings, making them not as desirable for long-term street engines.


JE asymmetrical pistons for Supra Turbo 2JZ-GTE valve reliefs smooth crowns
No confusion about which side goes where.  Also, JE's asymmetrical pistons come standard with smooth finish crowns to eliminate hot spots and negate the need to deburr rough edges. 


In this video we have Sean Crawford of JE Pistons giving us a bit more info on JE Pistons' asymmetrical pistons.


Page 1 of 5 Next Page
Bookmark and Share
Monday, November 05, 2012 5:16 AM
At first I was going to say "WPC ALL the things!!!"

But then you didn't. Is there a particular reason why?
Monday, November 05, 2012 6:29 AM
If you're going for a streetable setup, why not an EFR turbo? Should be able to get 800whp easy with a 9180(same inducer size as the 6766), but the response will be much better for driving around at low revs. At least test both in the name of science...
Monday, November 05, 2012 8:17 AM
I know the inline-6 is a naturally balanced engine, but do the crank counterweights not need to be adjusted when you remove 300+ grams of reciprocating mass from each cylinder?
Monday, November 05, 2012 8:47 AM
Did you guys touch the crank? Magna flux it, knife edge, V shape? Anything of that nature? I'm assuming you're gonna install a ATI (or Fluidyne) harmonic damper pulley down the road.
Pablo Mazlumian
Pablo Mazlumianlink
Monday, November 05, 2012 1:29 PM
Hi all, and thanks for reading!
@BigBcraig: being 1st article in MIQ, I just didn't have easy access to it at the time. Would have liked to have had it, sure.
@matt: No problem with the EFR turbos, but PT DBB turbos also spool up very fast, and have been proven to make incredible power as well. I will show this soon.
@Sobe & JDMized, I'll be using a harmonic damper, yes (it's actually Fluidampr, but I like Fluidyne stuff too, ;). We decided not to touch the crank. The cost-to-benefit ratio is too high for our application, which is "street", as opposed to regulated racing engine (like Nascar, etc). Also, not shaving material off ensures the crank--which takes crazy abuse--is as strong as possible.
ma67 lover
ma67 loverlink
Monday, November 05, 2012 2:42 PM
I'm really excited to see the next part of this build! Its awesome that the FSR skirting is becoming so popular, first big build I have seen using them since they have came out. Gotta love the Fluidampr damper too! Really interested in the new oil pump setup too. Keep up the awesome articles man!
Monday, November 05, 2012 3:53 PM
Glad to see the 2jz get some love. A lot of places wrote it off after it hit peak popularity but that doesn't change the fact that a straight 6 can hit 800 hp with a stock crank and block while spinning to 8k rpm. Eat your heart out BMW (don't flame, its my next purchase...).

The build seems to showcase the engine, who is the lucky one to get the heart transplant? Any special tricks up the sleeve to set it apart from the rest (like 800hp doesn't...)
Monday, November 05, 2012 11:00 PM
Thanks for the reply. I can see your point.
Der Bruce
Der Brucelink
Tuesday, November 06, 2012 12:25 PM
Pablo - Great first article. I'm looking forward to a heavy duty HP build like this! "Pop the hood"
A buddy of mine was into the car scene out in KC but I hear he's OBSESSED with Ruckuses right now.
Chuck Johnson
Chuck Johnsonlink
Tuesday, November 06, 2012 5:36 PM
Great article Pablo. Glad to see your project coming together. Still have vader M3?
Pablo Mazlumian
Pablo Mazlumianlink
Wednesday, November 07, 2012 5:48 AM
Thanks, ya'll. @Protodad: no flamin', I'm actually the recent owner of my fifth M3 (this time E46--had four E36's prior, love them!).
@Chuck: Oh man, I miss that car. We stopped at around 550whp before I sold it, and it was scary with 255s in the back. Sadly, it went to the previous owner of my current Supra and, due to unfortunate events, had to be parted out. Breaks my heart to think about it. I just sold my other (and last) E36 M3, another multi-year project, to acquire an E46 M3. Wish I could simply collect these cars somewhere. Fortunately, it went to someone I know locally.
Wednesday, November 07, 2012 2:32 PM

M Kojima must not have read the article yet. ;-)
Pablo Mazlumian
Pablo Mazlumianlink
Wednesday, November 07, 2012 4:17 PM
See? I knew I was pushing the limit with those last 3 words in the article, but it served to see if people are reading through the last line, ;-). Lol, OK--problem fixed (and you're right, Kojima would have had my head in a rod vice, so thank you).
Sunday, June 02, 2013 5:42 AM
I have some prob with my build even at 500ish whp mark.. d recent bearing seizure when not over reving makes ne scratch my head...other than tat i refer alot to ur write up
dave 01
dave 01link
Friday, January 31, 2014 2:43 AM
Pablo Mazlumian
Pablo Mazlumianlink
Friday, January 31, 2014 6:43 AM
@jesperKneis, Sorry to hear about this. Did you check for any big scratch marks on the inside of the bearing (although if it seized it's probably really scratched up--maybe in some of the others?)? If there were, this could be sign of detonation, when the rod gets hit hard enough and, thus, bangs the bearing onto the crank journal. When this kind of contact happens, it can spin the ring inside, which changes the oil passage to where it doesn't squirt inside anymore, and then it seizes (hope that makes sense).

@Dave, they should already be balanced when you receive them.

thanks for reading!
Tuesday, September 20, 2016 8:40 AM
awesome build, but isn't that a repost? (comments are from 2014)
Pablo Mazlumian
Pablo Mazlumianlink
Tuesday, September 20, 2016 8:55 AM
It is! I didn't expect to see this up today. Cool. And just for the record, same engine block is just cranking along to this very day with out issue after 2.5 years--no oil or coolant consumption, and recent (over summer, 2016) compression check showed all cylinders within 5 PSI of each other. Been running 700-850whp boost levels all day.
Tuesday, September 20, 2016 9:00 AM
Thats good to know! Im in the middle of building my 3S for my gt4, these tricks will come in handy. I also have a 2jz-ge with itb`s under a tarp somewhere that needs some love too. The 2JZ deserves the (insane) hype it gets, its just a tank with a turbo strapped to it
Pablo Mazlumian
Pablo Mazlumianlink
Tuesday, September 20, 2016 9:05 AM
Your set up sounds like it will be very interesting, good luck with that. And yes you are right--I get in the car and never worry about anything happening. My only issue (since I run a lightweight Braille or Optima battery in it) is to just remember to keep it charged if I don't drive it for a few days. That's really it!

And just for anyone who may be seeing this build for the first time, we've got 15 parts up already!
Post Comment Login or register to post a comment.

MotoIQ Proudly Presents Our Partners:

© 2018