We’re just a couple of dickheads making observations while pulling apart engines. If you have something to add then let us know below but please don’t be butthurt if your an RB lover.. Thanks to Golemby and nackers for having us. They sell JZ and many other parts here www.golebysparts.com.au
Woody's a top bloke. He took the time to make sure the audience has enough to understand, asking questions to get things straight and getting them to actually grab and show examples.
Never ceases to amaze me how people will ask about something because you are the expert, and then argue with you when your answer doesn't line up with their opinion. I'm glad I have a term for those people now. Thanks fellas. "Askholes" is perfect.
I tend to call them 14 years olds who parrot stuff they've heard on UA-cam. That's why the MR2 build video was full of comments saying "K swap it" & "Needs a 1jz" etc etc.
@ChrisHallett83 I'm not questioning the use of these engines. It's the comments section where *nobody* suggests or even mentions an engine they haven't heard about on UA-cam. Even the more serious (less entertaining, more factual) channels have been invaded by clueless 14yr old boys.
Experts hahah there a bunch of no named wankers that half the car scene talks shit about on here like the jz is top shit lol theres 4 cylinders Isuzu engines pumping out 1000hp plus lol not to mention the 4ltr intec from a au dusted all the jz that it was put up against ever herd of Rb killer well it don't just kill shity rb's 🤦♂️
@@theskidfactory , careful, you don't want to upset Karen, Kyle's mum. If she hears about this you're toasted, for sure she will look forward to meet your General Manager...
Anyone noticed that Christian looks like long lost cousin of Nik Blackhurst from Bad Obsession Motorsport? I was expecting him to start talking about brackets! xD
When I was younger I stacked tequila bottles around the kitchen in top of the cabinets.... Until the cabinets started sagging. Haven’t drunk in years now. Gotta be young once.
Compression ratios plus cam opening and closing timing can change the needed valve sizes, at higher compressions energy is extracted more efficiently before bdc so the exhaust can be opened earlier. This allows a smaller valve to flow the same volume because it has longer to do it. The big benefit is then more room for larger intake valves. Dunno if that's what is happening here but I'm sure Toyota weren't silly about it :-)
I think it's got more to do with the fact, that a cylinder works as a discrete volume pump, the backpressure by the smaller valve might be slightly higher than the larger one, but the gains by the larger intake valve, which is way more time and flow sensitive in NA application, might just be bigger. Engineering often isn't getting the best for every single part, but optimizing the whole product.
But in reality, all that is only partially true. Rod length Vs stroke has a big affect on high rpm breathing, bore side loading (frictional losses, wear and bore failure) and acceleration forces close to TDC. For the same capacity, a large bore and short stroke allows more valve area for the capacity - THAT is the reason short stroke engines traditionally are preferred for high rpm - remember, torque is force x distance - force is produced from the piston area and distance is half the stroke, therefor the theoretical torque and power is only dependent on capacity - it is other factors, such as cylinder filling, rod/stroke ratio, etc, that biases torque characteristics. Heavier crankshafts, con'rods, pistons, etc. have no theoretical affect on torque or power. CBF going further.
@@jzxtrd337 Re-reading what I wrote, there may be some confusion - there are numerous factors in the qability of an engine to produce power/torque through it's rpm range, and it isn't a simple case of over, or under, square design. Capacity is the area of the bore times stroke. Torque is a result of the mean effective pressure on the area of the piston times 1/2 the stoke. Things like rod/stoke ratios will affect net torque, as will the pressure gradient, but that can be applied equally to both engine designs. As I said, large bore, short stroke engines have much greater power potential as they have a potentially greater valve area for the displacement, so they would be expected to breath better. They can also be made with a reduced deck height.
Or emissions requirements??? I'm guessing the exhaust valve was changed due to the stroke change, outlet equals flow. But a production engine was never made in mind of the 1000hp party, just pass Japans emissions.
@@noel8313 could of been a combination of emissions and then having added 500cc of displacement they didn't need the bigger valves to make power/torque
The reason for differing sized diameters of exhaust valve across the 'Jizza' series of engines is because of pioneering work in four stroke cylinder head fluid dynamics by Robert W. Faid of Greenville, South Carolina. His work using some of the first computer simulations of air flow in an engine, and his subsequent discovery of 'Brownian motion', giving him his second Noble peace prize, showed that.....that.....man, i've forgotten where I was going with this.
I have a friend in France who has been importing 2jz engines for 3 years now. I think he has about 14 or 16 of them, and a ton of parts. He's developing a new hill climb race car (unsure if they are really race cars) and the amount of broken parts and things, is astounding. Some people take racing for granted, but the reality is that once you pass the newb stage, things get really, really pricey. All that jamble said, 2jz engines are really nice. I've gotten a new appreciation of the product once i got to wrench around one whilst helping. Initially i was kinda meh, mildly impressed, but once you go in its guts, you really see the various things done to make it a structure stable engine AND why it's such a loved platform. Kinda reminds me of old German engines in a way, obviously with age and tech differences.
I have a 1JZ GE! Bought it super cheap after digging through all things JZ for sale. It's under the hood of my 1982 Celica Supra. There are many variants year to year and car to car, they all have different harnesses (harni) and ECUs.
Ouch, It broke my heart when they briefly trash talked the 7M. I drove an A70 Supra with the 7M-GTE engine when I lived in New Zealand for a bit, one of only a handfull of cars I've driven there before going back to Brazil. To this day It was the best experience I've ever had behind a wheel.
@@zerohourdrift alot of people now use the modern multi layer gasket similar to whats in the jz and modern engine, what i personally recommend. the oem one seems to deteriorate.
ChrisHallett83 well they achieved a bad rep because the head bolt torque specs were too loose from factory causing many to blow headgaskets. After the factory recalled that and fixed them, they were great engines for the time
You did draw a crowd, dint ya"! Great comparo- I'm not strongly knowledgeable about modern Japanese engines, so there was lots to see and learn something. Al, you and Woody are getting pretty good at this- Christian stated out a bit quiet at first ,but as the details started flowing his brain kicked in and provided a great counterpoint. Bravo!
Great stuff, learned a lot. Would love to hear you gents discuss the various intake manifolds for these cars and why GE or GTE are so different and how that plays into the performance on the different heads.
Awesome video guys! I'm a 1jz-gte non vvti owner in the states, parts sourcing is interesting... I'm using a 2jz gte power steering pump, and when my timing belt is due for service I'll likely be switching to a 2j water pump and pulley with e fans because the 1j water pump on my a70 is NLA and its a dual purpose hydraulic pump for the hydraulic cooling fans
Interesting. I’m a 1JZ Non-VVTI owner in the States, as well. Mine is swapped into an SC300. I’m already on electric fans. What I can tell you from my experience is, whatever fan setup you think is sufficient, isn’t. Go big, dual, high quality fans with a proper shroud or end up doing it twice. Don’t make the same mistake I did.
is it terrible that i like that you guys get the same carry on in the coments as we do ...it drives me mental ...great video heaps of good info ..nice work guys
Damn. I really enjoyed this vid, i feel like im alot more informed on one of the greatest engines ever made. Liked the fornat, kinda like kickin it in the shop on a saturday afternoon with the fellas kinda vibe. Cant get enuf SKID FACTORY!!!! Turbo Yoda is my mancrush!
LS stuff isn't that mysterious, it's all engineered for purpose. 241 heads have a more open chamber, 243 more closed. Higher comp of 243 makes more power but Joe Dirt can't run it on 91. Then there is another 500 heads and bottom ends in the US that we didn't get.
You have definitely answered a bunch of questions that I wanted to know... so thank you. I have a 240Z here the states... it's got a turbo L series with stand alone and I've always wanted to just throw a GE engine in it with all of my shit attached to it and just change the manifolds. And now I think I might. Only things I'll have to change on the GE is put a ATI damper on it... to put my trigger setup on it and literally everything I have will just plug it. I just didn't know if it was worth it or not with a stock GE engine.
I can just imagine it now; "Yeah mate, the barra has 32mm exhaust values, they're bigger than both 1J and 2J, therefore the heads flow better" "Yeah mate, the barra has real straight ports compared to the bent ports on the 2J" Yeah but the Barra doesn't fit in anything and weighs as much as Woodys girlfriend
Douglas m That’s why proper factory backed full Race Supras ran 3S-GTE engines. Same Yamaha/Toyota design with two less heavy cylinders, one less of the exact same turbo (Except twin-entry this time) and all that weight sits behind the front wheels making the Supra midengine (FME). Check out JGTC Supras
True, but Barra's are cheap, easy to find ones with known history and low K's, and relatively modern technology. Don't get me wrong the 2JZ is amazing, but it's really old now, even clapped out NA's are getting hard to find & ridiculously expensive, and then you have to put more money into them for aftermarket solutions to the old tech (eg the dizzy they talk about here) if you want to get the most out of them reliably.
Neg Ative 3S had its merit in motorsport but the actual reason they ran those instead of 2Js in the GT Supras is because the JZ didn’t comply with regulations. Nothing to do with engine weight.
Zonda1996 That’s not what Toyota says about it. Why would the GTR’s RB be acceptable but not a 2JZ-GTE? If it’s about that extra .4 liters of displacement then Toyota would have just used the 2.5l 1JZ-GTE. It’s not, it’s about balanced handling in the corners to make the Supra competitive. They used 2JZs in the first outings the A80 competed in.
**Theoretically** the longer the stroke of an engine, the further the piston rings have to travel in contact with the bore, which increases both the speed of the piston and the potential wear of the piston rings. If the engine is oiled correctly this makes no real difference, but it is something academically interesting. Again, **theoretically**, a short stroke engine means you can rev higher (F1 engines have a very short stroke) because you have X amount much less distance to travel per engine revolution per piston, so less speed for the rods and pistons (because travelling 70 something mm verses 80 something mm in the same amount of engine revs) and less friction for the piston rings. Of course this means the rest of the engine needs to be able to support faster revolutions before the potential gains could be utilised. The extra speed of long(er) stroke engines like the 2jz means that, again **theoretically**, the piston and rod bearings have more inertia to overcome per stroke, due to higher speed, meaning **theoretically** more wear on said bearings. Again with correct oiling this is no issue. The extra inertia created due to the faster speed means that torque figures for a longer stroke engine should **theoretically** be higher, all things being equal. This is often why very high revving engines produce incredible peak power, but lower torque than many people expect. This is also why stroker engines don't produce the power people expect, but incredible amounts of torque. You will often find that in two equivalent engines with similar technology and the same displacement, the one with the shorter stroke will be the more fuel efficient. This is because it has less inherent need of fuel/combustion power to overcome the inherent inertia, so also less torque but better efficiency. That being said, a larger bore also means that there is **Theoretically** more friction overall, because the piston rings have to wrap further around the piston due to the larger bore. This is all extremely academic, because every engineering decision is a balance between competing forces. Engines are just fun ways to explore how energy is transferred, used, wasted etc. Interestingly all of this was and is known by Toyota engineers who know a little about designing an engine, so it makes naff all difference because both 1 & 2J engines are excellent and excellently designed. But from the standpoint of "Oh, that actually makes sense" that is the difference stroke makes.
Thanks for your comment. Do you think this is why we have high reving engines in motorbikes? Because they are light they don't really need that much torque, but rather have more horsepower? Always wondered why high reving engines aren't really a thing in cars. Or is it just a reliability thing?
@@hondacota4rt That is absolutely a reason why motorbike engines rev higher, and also motorbike pistons and other componentry are generally smaller and therefore lighter, so the engine needs less fuel to make the same power. Power is more of a measure of how fast an engine increases it's revs, not how hard it can twist (that's torque), so being made of lightweight components will allow it to accelerate it's RPMs faster resulting in more power. The more fuel you have to burn to move the piston (and therefore the rest of the rotating mass and moving components) the more torque you will generally have. This means that engines that need to haul more weight will need heavier components, thereby needing more fuel, creating more torque. Unless you have a very light chassis, motorbike style engines don't suit car applications because they aren't tough enough (and torquey too) to survive for as long as an engine with stouter components. A common place for cars with motorbike engines is hill climb events, as the cars used are extremely lightweight. With all this in mind car engines need to be more torquey so their components are heavier, and so it is harder to balance components and stop the engine from shaking itself apart at higher revs. All that spinning and sliding metal is just too heavy to reliably be designed to spin fast.
Mate, you should reread this absolute nonsense you've spewed into 6 paragraphs. I think you think you sound like a brilliant engineer or something but I can assure you sound like a complete spastic.
Lol, I did the same thing with 1.75L handles of Crown Royal on the top of the kitchen cabinets in my last house. Think I had around 70 when I sold the place.
Bicycle bottom brackets went exactly the same way as the Toyota oil pumps and ironically like Chris said: from a square sided spline to multi tooth. Proprietary for different brands.
@@fastinradfordable I'm not referring to Al, I'm referring to the guest. And I'm saying he just looks like James, jeez I'm not trying to compare they just look similar
1J head topic: smaller ports make more pressure and velocity, making quicker extraction, higher egts, quicker spool and also more emissions. 2j head evolution: bigger port/smaller ex. valve, better turbo and manifold, less emmissions, more power Overall 1j head is better performance wise P.S. The angle of valve profile is also different
Benchracing Kyle here, would be sweet to chuck a 1J crank in a 2JZGE block/head combo for science. GE pistons, custom long rods and the apparently good port work on the 2JZGE. Will still be 2.5L but will have amazing shallow rod angle and slow piston speed to rev to 10k+.
@@Jani.Ranta-Knuuttila That's fascinating! Did you find the long rods significantly changed the engine power delivery characteristics/dynamics/efficiency? I have a 2jzge with a gte head and a gt47, but was considering building a 1.2jz when the bottom end fails.
Im thinking of getting an is 300. But they are rare here and expensive or rusted as hell. Also they oly have auto trans here. So an is 20 would be good. It is manual avalible. And way cheaper and more comon, but has the 1jz. But the crs are nearly the same. It bery hard. I could get an gs? 300 with i assume an 2jz. But there also auto nad nod really good looking.
in fluid mechanics the longer the bend radius of a pipe the lower the loss coefficient so it would makes sense that the ge head would have more desirable flow characteristics assuming the cross sectional area is not smaller. Goleby also pointed out the valve to port length might actually be smaller in the ge vs gte head which would make it even more superior.
Intake valves can be bigger because air enters while pressurised. Exhaust valves are smaller to give exiting air more speed and spool the turbo faster.
![2JZ Powered Toyota 86 - THE SKID FACTORY - WE ARE LIKEWISE - [Build Review]](/img/n.gif)
We’re just a couple of dickheads making observations while pulling apart engines. If you have something to add then let us know below but please don’t be butthurt if your an RB lover..
Thanks to Golemby and nackers for having us. They sell JZ and many other parts here www.golebysparts.com.au
Can send you an RB to work on to make it up to them 😉
Great video guys!
Cool. i need a couple of dickhead with experience to fit a turbo to my NA FGX ))
But skyline eerp
*you're ;) luv the vids
Woody's a top bloke. He took the time to make sure the audience has enough to understand, asking questions to get things straight and getting them to actually grab and show examples.
Thanks guy!
I’ve noticed that too , cheers Woody
Never ceases to amaze me how people will ask about something because you are the expert, and then argue with you when your answer doesn't line up with their opinion. I'm glad I have a term for those people now. Thanks fellas. "Askholes" is perfect.
I tend to call them 14 years olds who parrot stuff they've heard on UA-cam. That's why the MR2 build video was full of comments saying "K swap it" & "Needs a 1jz" etc etc.
@@BobMonkeypimp Na, it needs a Chrysler 440
@ChrisHallett83 I'm not questioning the use of these engines. It's the comments section where *nobody* suggests or even mentions an engine they haven't heard about on UA-cam. Even the more serious (less entertaining, more factual) channels have been invaded by clueless 14yr old boys.
@@pashakdescilly7517 actually would be sick
Experts hahah there a bunch of no named wankers that half the car scene talks shit about on here like the jz is top shit lol theres 4 cylinders Isuzu engines pumping out 1000hp plus lol not to mention the 4ltr intec from a au dusted all the jz that it was put up against ever herd of Rb killer well it don't just kill shity rb's 🤦♂️
id like to thank The Skid Factory for the shout out. cheers mates!
#KyleOpinionsMatter
Lol
@@theskidfactory , careful, you don't want to upset Karen, Kyle's mum. If she hears about this you're toasted, for sure she will look forward to meet your General Manager...
Need more Goleby, every time he pops up he's good value.
you fkn druggo
Whatareyatalkinabeet
The Skid Factory sassy mate what are you doing here ?! Lez has been looking for you for ages mate
Need me a trippa snippa
I just had rum balls at me nans
Anyone noticed that Christian looks like long lost cousin of Nik Blackhurst from Bad Obsession Motorsport? I was expecting him to start talking about brackets! xD
Thank you! The whole time I kept thinking he looked vaguely familiar, and you're 100% right about there being a striking similarity with Nik!
Nuno Ribeiro bet he loves a brew.
I see it for sure
OH!
Yes and even certain body language/ mannerisms make you think; Nik Doppelganger.
A 2JZ-GE-Turbo build by you guys would be awesome!
Blasi o nut no peanut no peanut Blasi o nut no peanut no peanut
Yes! Finally some 1J/2J content!
-JZS171 Crown owner
I’d give all the money to follow Al around so I could watch him call out bullshit in the span of a single day.
You can do the same things in your garage.
Al has spent years trying to teach us.
Nathan Brame I don’t think you get the grasp of what I’m saying....... like a normal day in his life...... not just the garage.....
This man has like 100 grey goose bottles ontop of his garage cabinets! This man's literally the legend haha!
Almost looks like they all have samples of some sort of fluid in them 🤔.
Grey Goose is shit.
Even GG fanboi's when double-blind tested agree!
When I was younger I stacked tequila bottles around the kitchen in top of the cabinets....
Until the cabinets started sagging.
Haven’t drunk in years now.
Gotta be young once.
Thankyou for getting the pronunciation "Jay ZED" correct!!!!
He is a good rapper.
@@FixingWithFriends you are incorrect, they are both right. The root of the words is the Greek zeta. They are both derivatives of that. :)
@@FixingWithFriends yeah if you're the biggest BTS Stan you say that
Compression ratios plus cam opening and closing timing can change the needed valve sizes, at higher compressions energy is extracted more efficiently before bdc so the exhaust can be opened earlier. This allows a smaller valve to flow the same volume because it has longer to do it. The big benefit is then more room for larger intake valves. Dunno if that's what is happening here but I'm sure Toyota weren't silly about it :-)
I think it's got more to do with the fact, that a cylinder works as a discrete volume pump, the backpressure by the smaller valve might be slightly higher than the larger one, but the gains by the larger intake valve, which is way more time and flow sensitive in NA application, might just be bigger.
Engineering often isn't getting the best for every single part, but optimizing the whole product.
But in reality, all that is only partially true.
Rod length Vs stroke has a big affect on high rpm breathing, bore side loading (frictional losses, wear and bore failure) and acceleration forces close to TDC.
For the same capacity, a large bore and short stroke allows more valve area for the capacity - THAT is the reason short stroke engines traditionally are preferred for high rpm - remember, torque is force x distance - force is produced from the piston area and distance is half the stroke, therefor the theoretical torque and power is only dependent on capacity - it is other factors, such as cylinder filling, rod/stroke ratio, etc, that biases torque characteristics.
Heavier crankshafts, con'rods, pistons, etc. have no theoretical affect on torque or power.
CBF going further.
@@jzxtrd337
Re-reading what I wrote, there may be some confusion - there are numerous factors in the qability of an engine to produce power/torque through it's rpm range, and it isn't a simple case of over, or under, square design.
Capacity is the area of the bore times stroke.
Torque is a result of the mean effective pressure on the area of the piston times 1/2 the stoke.
Things like rod/stoke ratios will affect net torque, as will the pressure gradient, but that can be applied equally to both engine designs.
As I said, large bore, short stroke engines have much greater power potential as they have a potentially greater valve area for the displacement, so they would be expected to breath better. They can also be made with a reduced deck height.
The 2 best blokes to make these “observations” 😂 love it
Obviously, Toyota realized that the 1J's larger exhaust valve was getting in the way, they fixed this in the 2J
Or emissions requirements??? I'm guessing the exhaust valve was changed due to the stroke change, outlet equals flow. But a production engine was never made in mind of the 1000hp party, just pass Japans emissions.
@@noel8313 could of been a combination of emissions and then having added 500cc of displacement they didn't need the bigger valves to make power/torque
@@timboers437 a larger engine needs more air. So most likely not because of that
Yamaha Cylinder head...
Dammit Woody, I would love to hear Al and Christian talk for hours about JZ's!
Yeah but my mate Kyle, his dad’s cousin reckons he has a prototype 3JZ and it’s good.
Yeah, them 3J's are bad ass, my uncles brothers best mates friend has one.
@ChrisHallett83 no. A 3jz.
The reason for differing sized diameters of exhaust valve across the 'Jizza' series of engines is because of pioneering work in four stroke cylinder head fluid dynamics by Robert W. Faid of Greenville, South Carolina. His work using some of the first computer simulations of air flow in an engine, and his subsequent discovery of 'Brownian motion', giving him his second Noble peace prize, showed that.....that.....man, i've forgotten where I was going with this.
I like you.
Thanks for sharing.
Perhaps you were going to take another hit of starter fluid?
@@techobsessed1 That's a cheap shot, man. And highly unimaginative, how's that working out for you?
@@techobsessed1 Mate don't rag on him for his addiction, it's not his fault he can't stop.
I have a friend in France who has been importing 2jz engines for 3 years now. I think he has about 14 or 16 of them, and a ton of parts. He's developing a new hill climb race car (unsure if they are really race cars) and the amount of broken parts and things, is astounding. Some people take racing for granted, but the reality is that once you pass the newb stage, things get really, really pricey.
All that jamble said, 2jz engines are really nice. I've gotten a new appreciation of the product once i got to wrench around one whilst helping. Initially i was kinda meh, mildly impressed, but once you go in its guts, you really see the various things done to make it a structure stable engine AND why it's such a loved platform. Kinda reminds me of old German engines in a way, obviously with age and tech differences.
2JZ is based on old german engines from the 70s and 80s in terms of over engineering.
_The 2J is clearly better, because it goes to 2._ ~Nigel Tufnel
"Why not just make a 1JZ louder?"
Yowie 08 ... this one goes to ttttwwwwooooo
To hell with the engines I'm in full lust mode of the shed!
I have a 1JZ GE!
Bought it super cheap after digging through all things JZ for sale. It's under the hood of my 1982 Celica Supra.
There are many variants year to year and car to car, they all have different harnesses (harni) and ECUs.
Got pics? Message us at our TSF facebook page
@@theskidfactory Threw a couple pics from the night we installed it into the FB thread related to this vid.
Could listen to Al talk to people in depth car stuff all day, need more like this
Said it before and I’ll say it again Al would make a great trade school teacher. Well done mate
Fantastic Video. Stay tuned for my 1jz swapped 240z.
The best informational comedic content on the tube... BOM is another source of awesome humour and knoweledge.
At the end of the day people can argue all they want about which one is better, but realistically they're both awesome engines.
Ouch, It broke my heart when they briefly trash talked the 7M. I drove an A70 Supra with the 7M-GTE engine when I lived in New Zealand for a bit, one of only a handfull of cars I've driven there before going back to Brazil. To this day It was the best experience I've ever had behind a wheel.
Honestly the 7m’s are great. Just retorque the head gasket to the corrected specs and you’ll never blow a head gasket again
@@zerohourdrift alot of people now use the modern multi layer gasket similar to whats in the jz and modern engine, what i personally recommend. the oem one seems to deteriorate.
ChrisHallett83 well they achieved a bad rep because the head bolt torque specs were too loose from factory causing many to blow headgaskets. After the factory recalled that and fixed them, they were great engines for the time
ChrisHallett83 we basically only got them in mk3 supras over here but some people use them in the old 80’s cressidas as an alternative to the 5m
You did draw a crowd, dint ya"! Great comparo- I'm not strongly knowledgeable about modern Japanese engines, so there was lots to see and learn something. Al, you and Woody are getting pretty good at this- Christian stated out a bit quiet at first ,but as the details started flowing his brain kicked in and provided a great counterpoint. Bravo!
What a great coincidence. Just bought a very tidy 1jz converted Cressida.
Impressed with the master chef level garage.
Great stuff, learned a lot. Would love to hear you gents discuss the various intake manifolds for these cars and why GE or GTE are so different and how that plays into the performance on the different heads.
This guy remind anyone else of Nik Blackhurst? (BAD OBSESSION)
Actually yeah. A little bit.
Only when he needs to make another bracket.
Got a slight resemblance.
Pretty sure thats his son
His brackets are pretty good.
Started my 1jz build 3months ago, coming from a barra, I can tell you, JZ is king.
Are you an Aussie? If not your comparison means nothing. Lol. Because Australians love their BARRA.
"Askhole", new one on me, very good.
Awesome video guys! I'm a 1jz-gte non vvti owner in the states, parts sourcing is interesting... I'm using a 2jz gte power steering pump, and when my timing belt is due for service I'll likely be switching to a 2j water pump and pulley with e fans because the 1j water pump on my a70 is NLA and its a dual purpose hydraulic pump for the hydraulic cooling fans
Interesting. I’m a 1JZ Non-VVTI owner in the States, as well. Mine is swapped into an SC300. I’m already on electric fans. What I can tell you from my experience is, whatever fan setup you think is sufficient, isn’t. Go big, dual, high quality fans with a proper shroud or end up doing it twice. Don’t make the same mistake I did.
More than I ever needed to know about JZ engines
Wouldn't mind seeing a Turbo Yoda TB48 build
is it terrible that i like that you guys get the same carry on in the coments as we do ...it drives me mental ...great video heaps of good info ..nice work guys
Damn. I really enjoyed this vid, i feel like im alot more informed on one of the greatest engines ever made. Liked the fornat, kinda like kickin it in the shop on a saturday afternoon with the fellas kinda vibe. Cant get enuf SKID FACTORY!!!! Turbo Yoda is my mancrush!
always love 2jz but now you changed my mined. thank you i need too watch it again. so much info in 45min.
Ahhhhhhh a 45 minute technical dive down engine alley with Al. Can't think of better ways to spend 45 minutes tbh
Yeah... the only problem with these particular 45 minutes is that they weren't 90 minutes instead :P
I've watched this a few times now and it's interesting every time.
Nice workshop. Got style.
What a video! I love how you can tell both you two love these engines. Goleby's Capri looks sick!
SUPER useful info! THANK YOU!
I've watched 100% of all your videos. This one challenged me a bit but I made it.
Thanks for that gents, appreciate the straight talk :)
Someone needs to do a video like this about the different LS v8s. Might quiten all the Shanes and Kyles that have their "LS2" ve ss's
LS stuff isn't that mysterious, it's all engineered for purpose. 241 heads have a more open chamber, 243 more closed. Higher comp of 243 makes more power but Joe Dirt can't run it on 91. Then there is another 500 heads and bottom ends in the US that we didn't get.
please do other motors eg RBs, Barras etc in the future!
we need more of this on the internet!
"He doesn't like 2JZ's that's cheating!" Instant like!!! lol
Woody, on track for an academy award for directing.
You have definitely answered a bunch of questions that I wanted to know... so thank you. I have a 240Z here the states... it's got a turbo L series with stand alone and I've always wanted to just throw a GE engine in it with all of my shit attached to it and just change the manifolds. And now I think I might. Only things I'll have to change on the GE is put a ATI damper on it... to put my trigger setup on it and literally everything I have will just plug it. I just didn't know if it was worth it or not with a stock GE engine.
I have a 240Z that I am literally putting a 2JZGTE tomorrow! In Oz though.
Brilliant episode gents. I really enjoyed that. Would love a walk around Golby's next time you are up as s bit of an extra 😉
I can just imagine it now;
"Yeah mate, the barra has 32mm exhaust values, they're bigger than both 1J and 2J, therefore the heads flow better"
"Yeah mate, the barra has real straight ports compared to the bent ports on the 2J"
Yeah but the Barra doesn't fit in anything and weighs as much as Woodys girlfriend
2js are a bit of an anchor as well.
Douglas m
That’s why proper factory backed full Race Supras ran 3S-GTE engines. Same Yamaha/Toyota design with two less heavy cylinders, one less of the exact same turbo (Except twin-entry this time) and all that weight sits behind the front wheels making the Supra midengine (FME). Check out JGTC Supras
True, but Barra's are cheap, easy to find ones with known history and low K's, and relatively modern technology. Don't get me wrong the 2JZ is amazing, but it's really old now, even clapped out NA's are getting hard to find & ridiculously expensive, and then you have to put more money into them for aftermarket solutions to the old tech (eg the dizzy they talk about here) if you want to get the most out of them reliably.
Neg Ative 3S had its merit in motorsport but the actual reason they ran those instead of 2Js in the GT Supras is because the JZ didn’t comply with regulations. Nothing to do with engine weight.
Zonda1996
That’s not what Toyota says about it. Why would the GTR’s RB be acceptable but not a 2JZ-GTE? If it’s about that extra .4 liters of displacement then Toyota would have just used the 2.5l 1JZ-GTE. It’s not, it’s about balanced handling in the corners to make the Supra competitive. They used 2JZs in the first outings the A80 competed in.
This video needs a Colab with engineering explained!
I don't have a whiteboard.
The Skid Factory I’m sure Jason can bring a travel sized one.
Just imported a JZX90 Chaser into the UK so this was really interesting and informative. Thanks! :)
Thanks mates for the knowledge from Seattle!
0:56 I hear banjos, paddle faster!
Man I LOVE THIS SHOP 😮
Great vid. Informative and entertaining at the same time. Should sell those cams. They can be reground by someone ?
Thanks SKID FACTORY Awsome
Now that a speed shop i can support, look at all the grey goose bottle on top of the cabinet.
**Theoretically** the longer the stroke of an engine, the further the piston rings have to travel in contact with the bore, which increases both the speed of the piston and the potential wear of the piston rings. If the engine is oiled correctly this makes no real difference, but it is something academically interesting.
Again, **theoretically**, a short stroke engine means you can rev higher (F1 engines have a very short stroke) because you have X amount much less distance to travel per engine revolution per piston, so less speed for the rods and pistons (because travelling 70 something mm verses 80 something mm in the same amount of engine revs) and less friction for the piston rings. Of course this means the rest of the engine needs to be able to support faster revolutions before the potential gains could be utilised.
The extra speed of long(er) stroke engines like the 2jz means that, again **theoretically**, the piston and rod bearings have more inertia to overcome per stroke, due to higher speed, meaning **theoretically** more wear on said bearings. Again with correct oiling this is no issue. The extra inertia created due to the faster speed means that torque figures for a longer stroke engine should **theoretically** be higher, all things being equal. This is often why very high revving engines produce incredible peak power, but lower torque than many people expect. This is also why stroker engines don't produce the power people expect, but incredible amounts of torque.
You will often find that in two equivalent engines with similar technology and the same displacement, the one with the shorter stroke will be the more fuel efficient. This is because it has less inherent need of fuel/combustion power to overcome the inherent inertia, so also less torque but better efficiency. That being said, a larger bore also means that there is **Theoretically** more friction overall, because the piston rings have to wrap further around the piston due to the larger bore.
This is all extremely academic, because every engineering decision is a balance between competing forces. Engines are just fun ways to explore how energy is transferred, used, wasted etc.
Interestingly all of this was and is known by Toyota engineers who know a little about designing an engine, so it makes naff all difference because both 1 & 2J engines are excellent and excellently designed. But from the standpoint of "Oh, that actually makes sense" that is the difference stroke makes.
Thanks for your comment. Do you think this is why we have high reving engines in motorbikes? Because they are light they don't really need that much torque, but rather have more horsepower? Always wondered why high reving engines aren't really a thing in cars. Or is it just a reliability thing?
@@hondacota4rt That is absolutely a reason why motorbike engines rev higher, and also motorbike pistons and other componentry are generally smaller and therefore lighter, so the engine needs less fuel to make the same power.
Power is more of a measure of how fast an engine increases it's revs, not how hard it can twist (that's torque), so being made of lightweight components will allow it to accelerate it's RPMs faster resulting in more power.
The more fuel you have to burn to move the piston (and therefore the rest of the rotating mass and moving components) the more torque you will generally have. This means that engines that need to haul more weight will need heavier components, thereby needing more fuel, creating more torque.
Unless you have a very light chassis, motorbike style engines don't suit car applications because they aren't tough enough (and torquey too) to survive for as long as an engine with stouter components. A common place for cars with motorbike engines is hill climb events, as the cars used are extremely lightweight.
With all this in mind car engines need to be more torquey so their components are heavier, and so it is harder to balance components and stop the engine from shaking itself apart at higher revs. All that spinning and sliding metal is just too heavy to reliably be designed to spin fast.
@@joannaatkins822 It is also just cost, Machining everything to balance and tight tolerances to get to that high rpm just makes expensive production.
Mate, you should reread this absolute nonsense you've spewed into 6 paragraphs. I think you think you sound like a brilliant engineer or something but I can assure you sound like a complete spastic.
TheJazsa80 how did you manage to get offended by his comment, everything he is saying makes sense
Lol, I did the same thing with 1.75L handles of Crown Royal on the top of the kitchen cabinets in my last house. Think I had around 70 when I sold the place.
I've just acquired a 95 royal saloon with the 1JZ-GE. I'm pumped lol. I'm torn on whether I want to mod it or not...
You guys should do a pilgrimage to the Toyota head office in Japan.
ask Golbey how many hours it took to get the workshop that clean?? if my shed was that clean id make it my dining room. lol
Wow - great video! This is proving the GEs were underrated. 😲
Al’s 2JZ Crown is going to be sick
Yes please!!!
It was already 2JZ powered but we removed the engine years ago to swap out for something bigger..
@@Woodrigos thanks Woody. We get gee'd up when you are working on your own cars!
The difference is obviously 1.
Amazing video well informed on the JZ series similarities and differences
The difference is Beyonce
Also "askholes" is added to vocabulary. Love your work guys.
I absolutely LOVE these tech videos! Thank you!
Love the Vid guys!
I would love to see more of these kind of tear downs and discussions on other similar engines e.g. Subaru engine differences?
They say there is 2 types of 7m’s... Ones that have blown a head and ones that are about too...
Ours is like a stick of dynamite, unblown and explosive!
well, three positions for the temp gauge to be at, each indicate what stage of BLG you are at.
I almost fell sleep 😴 with this video
Bicycle bottom brackets went exactly the same way as the Toyota oil pumps and ironically like Chris said: from a square sided spline to multi tooth. Proprietary for different brands.
Dang. Halfway through and I just noticed all the bottles
This guy is the aussie version of James from Cleetus' Channel
Nah bro. Al is a fabricator and mechanic. I like James, but Al has more skills
Al along could build circles around whoever cleetus pays
@@fastinradfordable I'm not referring to Al, I'm referring to the guest. And I'm saying he just looks like James, jeez I'm not trying to compare they just look similar
Straight into jokes about the Woom, perfect.
Enjoyed this clip. I was hoping for a little more beginner info on the motors for us arm chair mechanics. Keep the info coming.
4:08 This part right is perfect. Round of applause for Toyota/Lexus Japanese Engineering 👌👏👏👏
Great video, so much JZ knowledge! :)
1J head topic:
smaller ports make more pressure and velocity, making quicker extraction, higher egts, quicker spool and also more emissions.
2j head evolution:
bigger port/smaller ex. valve, better turbo and manifold, less emmissions, more power
Overall 1j head is better performance wise
P.S. The angle of valve profile is also different
Benchracing Kyle here, would be sweet to chuck a 1J crank in a 2JZGE block/head combo for science. GE pistons, custom long rods and the apparently good port work on the 2JZGE. Will still be 2.5L but will have amazing shallow rod angle and slow piston speed to rev to 10k+.
i have 1JZ crank in 2JZ-gte long custom rods. 280 intake cam and 290 exhaust cam gtx4202 turbo.
@@Jani.Ranta-Knuuttila That's fascinating! Did you find the long rods significantly changed the engine power delivery characteristics/dynamics/efficiency? I have a 2jzge with a gte head and a gt47, but was considering building a 1.2jz when the bottom end fails.
And once again I find myself watching this video. 3rd or 4th time.
Thanks for the content ❤! Do you have any reliable data on the weight difference between the two?
Al would notice the temperature difference up here especially if the winds blowing
The only thing I saw under That Capri's hood was that turbo geez
What is are the birds in the background making a ruckus while you are filming?
Love my 2JZ-GE. It takes premium fuel and gets terrible fuel economy but it makes me smile near every time I drive my IS300.
😎
Im thinking of getting an is 300. But they are rare here and expensive or rusted as hell. Also they oly have auto trans here. So an is 20 would be good. It is manual avalible. And way cheaper and more comon, but has the 1jz. But the crs are nearly the same. It bery hard.
I could get an gs? 300 with i assume an 2jz. But there also auto nad nod really good looking.
I always enjoy the skid shed but this felt a little bit all over the place
I feel a bit of a script would of made it 100x better
Love the show
THANK YOU FOR DETAIL VIDEO
This is brilliant! Thanks lads.
1jz sound the best that's all we need to know 🤘
Liking the special guest on the Woody Allen show.
in fluid mechanics the longer the bend radius of a pipe the lower the loss coefficient so it would makes sense that the ge head would have more desirable flow characteristics assuming the cross sectional area is not smaller. Goleby also pointed out the valve to port length might actually be smaller in the ge vs gte head which would make it even more superior.
Either you have the exhaust ports in the head or you have a steeper bigger manifold
Intake valves can be bigger because air enters while pressurised. Exhaust valves are smaller to give exiting air more speed and spool the turbo faster.