Spencer dougherty
11-17-2014, 08:08 PM
i dont want to do this but i have so many projects i need to finish & this baby is just sitting there.
I bought this motor last year in a aristo front clip so i could start it before i bought it... i paid alot more because of this but way worth it.. started & ran amazing. no noise what so ever. Compression is 185psi in all 6 witch is amazing also.
i pulled the motor & on the engine stand. All new gaskets where install. timing belt, front/rear & cams seals.All coolant lines where replace with steal braided line. It also has upgraded twin turbos with Deleted sequential. there off a my friends USDM mk4 2jzgte witch are qutie a bit more powerful steel-wheels. good for 450+hp at 18psi.
i also installed a rear sump oil pan witch is need for swapping in my 94 rx7 FD3s. but i have a few fronts sumps if need depending on with car it is going in.Has a greddy oil block relocator witch is also need for most swaps,new oem water pump & housing. Drift Motion pullys, cx ac delete bracket,new plugs,fixed all sensors & broke clips.
+ I also have a JDM MK4 supra ecu that has a much higher red line & a way more aggressive turn that ill though in
comes with all sensors harness & ecu
info on the 2j's
The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships,
For all road car applications, two gearboxes were available for the engine:
Toyota A341E 4-speed automatic
Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio) and oil spray nozzles to aid in cooling the pistons. However, other 2JZ-GE equipped models (Aristo, Altezza, Mark II) share a different part number for connecting rods. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.
The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially cited output from 230 PS (169 kW; 227 hp) to the contemporary industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) at 4000 rpm to be later recited as 46.0 kgm (451 Nm, 333 lbft) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to 325 PS (239 kW; 321 hp) at 5600 rpm.
The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (e.g.: CT20A).
$$ 3800 $$ no trades
Call or text 1714-330-0021 spencer
http://www.sidewaysperfomance.webs.com/
http://i167.photobucket.com/albums/u136/driftready1/IMG8036_zps320bacc9.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8036_zps320bacc9.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8711_zps36ee4376.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8711_zps36ee4376.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8713_zpsc5fbc499.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8713_zpsc5fbc499.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8714_zps7ed814bb.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8714_zps7ed814bb.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8715_zps772e0309.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8715_zps772e0309.jpg.html)
2.Allso have a JDM jzx110 Chaser R154 trans with tripod shifter extension and bell housing. So drops right in with no modification in most swapped cars. this trans is the last year they made the r154. it has dual synchros!!!!!!!! so it's just way smoother than all other r154 junk boxs. i have this trans in my daily for a while so i know its %100. only ran redline in her $2000
http://i167.photobucket.com/albums/u136/driftready1/IMG8717_zpsfc437403.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8717_zpsfc437403.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8716_zps68ea683e.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8716_zps68ea683e.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8718_zpsd3b96e50.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8718_zpsd3b96e50.jpg.html)
+ i can though in a stage 4 Extreme ACT clutch & flywheel for an extra $500 with the Purchase of both
http://i167.photobucket.com/albums/u136/driftready1/IMG8707_zps7618b85a.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8707_zps7618b85a.jpg.html)
I bought this motor last year in a aristo front clip so i could start it before i bought it... i paid alot more because of this but way worth it.. started & ran amazing. no noise what so ever. Compression is 185psi in all 6 witch is amazing also.
i pulled the motor & on the engine stand. All new gaskets where install. timing belt, front/rear & cams seals.All coolant lines where replace with steal braided line. It also has upgraded twin turbos with Deleted sequential. there off a my friends USDM mk4 2jzgte witch are qutie a bit more powerful steel-wheels. good for 450+hp at 18psi.
i also installed a rear sump oil pan witch is need for swapping in my 94 rx7 FD3s. but i have a few fronts sumps if need depending on with car it is going in.Has a greddy oil block relocator witch is also need for most swaps,new oem water pump & housing. Drift Motion pullys, cx ac delete bracket,new plugs,fixed all sensors & broke clips.
+ I also have a JDM MK4 supra ecu that has a much higher red line & a way more aggressive turn that ill though in
comes with all sensors harness & ecu
info on the 2j's
The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships,
For all road car applications, two gearboxes were available for the engine:
Toyota A341E 4-speed automatic
Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio) and oil spray nozzles to aid in cooling the pistons. However, other 2JZ-GE equipped models (Aristo, Altezza, Mark II) share a different part number for connecting rods. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.
The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially cited output from 230 PS (169 kW; 227 hp) to the contemporary industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) at 4000 rpm to be later recited as 46.0 kgm (451 Nm, 333 lbft) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to 325 PS (239 kW; 321 hp) at 5600 rpm.
The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (e.g.: CT20A).
$$ 3800 $$ no trades
Call or text 1714-330-0021 spencer
http://www.sidewaysperfomance.webs.com/
http://i167.photobucket.com/albums/u136/driftready1/IMG8036_zps320bacc9.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8036_zps320bacc9.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8711_zps36ee4376.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8711_zps36ee4376.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8713_zpsc5fbc499.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8713_zpsc5fbc499.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8714_zps7ed814bb.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8714_zps7ed814bb.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8715_zps772e0309.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8715_zps772e0309.jpg.html)
2.Allso have a JDM jzx110 Chaser R154 trans with tripod shifter extension and bell housing. So drops right in with no modification in most swapped cars. this trans is the last year they made the r154. it has dual synchros!!!!!!!! so it's just way smoother than all other r154 junk boxs. i have this trans in my daily for a while so i know its %100. only ran redline in her $2000
http://i167.photobucket.com/albums/u136/driftready1/IMG8717_zpsfc437403.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8717_zpsfc437403.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8716_zps68ea683e.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8716_zps68ea683e.jpg.html)
http://i167.photobucket.com/albums/u136/driftready1/IMG8718_zpsd3b96e50.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8718_zpsd3b96e50.jpg.html)
+ i can though in a stage 4 Extreme ACT clutch & flywheel for an extra $500 with the Purchase of both
http://i167.photobucket.com/albums/u136/driftready1/IMG8707_zps7618b85a.jpg (http://s167.photobucket.com/user/driftready1/media/IMG8707_zps7618b85a.jpg.html)