Toyota/Lexus 2JZGE
The Lexus IS300 is a rear-wheel drive, compact luxury sports sedan manufactured by the Toyota Motor Corp. under the Lexus brand and originally sold as the Toyota Altezza in Japan. The model was introduced to slot below the ES in the Lexus lineup and to compete against the BMW 3 Series and the Nissan Skyline/Infiniti G. The first-generation Altezza (codename XE10) was launched in Japan in October 1998, while the Lexus IS200 made its debut in Europe in 1999 and the IS300 in North America in 2001. The 'IS' stands for 'Intelligent Sport. The 2JZ-GE powered IS series engine, although not as popular as it's turbocharged (2JZ-GTE) brother, is a 3.0 liter inline six cylinder, mounted longitudinally and, unlike the 2JZ-GTE, features Variable Valve Timing with intelligence (VVT-i) on the intake camshaft which provides both improved low-end torque and high rpm horsepower.
VVT-i, or Variable Valve Timing with intelligence, is an automobile variable valve timing technology developed by Toyota.VVT-i, introduced in 1996. It varies the timing of the intake valves by adjusting the relationship between the camshaft drive (belt, scissor-gear or chain) and intake camshaft. Align the matchmarks of the timing belt and camshaft timing pulleys Remove any oil or water on the camshaft timing pulley, and keep it clean. Install the timing belt, checking the tension between the crankshaft timing pulley and exhaust camshaft timing pulley. Set timing belt tensioner. The manual seems a little confusing to me as it starts by setting the crank at 60 degrees and not TDC like on a normal 2JZ-non VVTI. I also have an ATI damper and the exhaust cam gear is an aftermarket one, so I basically only have the TDC marks to use. Here's the repair manual of a 2JZ VVTi timing belt installation. For the 2JZ-GE VVT-i engine, the intake camshaft was controlled over a range of 60– from 12 degrees ATDC to 48 degrees BTDC - to provide inlet valve timing according to engine speed, intake air volume, throttle position and coolant temperature, the ECU determined optimal valve timing. For the 2JZ-GE VVT-i engine, intake duration was 233.
| Stage | Description | Cam # | Adv. Dur. | Dur @ .050 | Lift (in) | Lift (mm) | Kit # |
|---|---|---|---|---|---|---|---|
| Street/Strip Specification Plug and play application. Short duration for nice street manners, slight lope at idle. Excellent all purpose spec. OEM spring OK. | BC0311 114° | 264°/264° | 218°/218° | .344'/.344' | 8.74/8.74 | BC0300 | |
| Race Specification Longer duration profile, added rpm potential. Intended for fully built engine. Tuning and ECU mods recommended. Requires kit BC0300. | BC0312 114° | 272°/272° | 229°/231° | .375'/.380' | 9.52/9.65 | BC0300 | |
| 2JZGE (Lexus IS300) | Stock | 248°/248° | 200°/194° | .337'/.327' | 8.56/8.31 |
Bucket Diameter: 1.200'
No valve timing events due to variable intake cam.
VALVE SPRING/RETAINER KIT
Designed for high rpm, BC valve springs are wound from only the highest grade, super clean, chrome silicone alloy and feature proprietary processing procedures for consistent pressures. BC titanium retainers are CNC machined from 6AL4V round bar titanium to exacting tolerances.
| Kit # | Spring # | Retainer # | Description |
|---|---|---|---|
| BC0300 | BC1300 | BC2300-24 | Single spring, titanium retainer |
STAINLESS STEEL VALVES
BC valves are made from premium stainless steel, fully machined and swirl polished for ultimate air flow. Dished head for added weight savings and increased valve control at high rpm. Standard and oversize head.
| Part # | Description # |
|---|---|
| BC3300 | 33.6mm Intake (standard head diameter) |
| BC3301 | 29.0mm Exhaust (standard head diameter) |
| BC3302 | 34.6mm Intake (+1mm head diameter) |
| BC3303 | 30.0mm Exhaust (+1mm head diameter) |
| BC3304 | 34.1mm Intake (+.5mm head diameter) |
| BC3305 | 29.5mm Exhaust (+.5mm head diameter) |
TOYOTA 2JZGE 3.4L STROKER KIT
- BC 4340 billet steel crankshaft (94mm stroke).
- BC 4340 Pro Series steel billet connecting rods w/ARP 220,000 psi fasteners.
- CP aluminum forged pistons (any bore size, any compression ratio).
- 9310 nickel carbon steel alloy wrist pins come standard for high HP.
- Ductile iron plasma top rings, tapered second ring, low tension oil rings.
- ACL Race Series bearings & oil pump drive gear sold seperately.
- Fully system balanced and ready to install.
| Kit # | Crank # | Rod # | Piston # | Desc. |
|---|---|---|---|---|
| BC0309 | BC5309 | BC6309 | BC7309 | 94mm stroke w/Pro Series |
| BC0308 | BC5309 | BC6309 | BC7309 | 94mm stroke w/Carrillo |
The BC stroker kit for the Toyota 2JZGE engine platform delivers incredible torque and horsepower. Incorporates a 94mm stroke, steel billet crank, BC 4340 Pro Series connecting rods rated 1200+ horsepower. Depending on bore size that you decide, the BC kit will take you up to a 3.4L with 87mm bore. As usual, each BC kit features custom CP aluminum forged pistons, 9310 alloy wrist pins, ring pack and buttons. Built for high horsepower and torque.
Stroker kits also available with the Carrillo rod option for an added charge. Call or email for details.
2jz Ge Vvti Turbo Build
Stock Specifications:
2JZGE 86mm Bore x 86mm Stroke - 8.620' Block Height
2jzge Vvti Timing Belt Replacement
Contrary to what some say, you can get a 272 degree cam to idle near perfectly at 1000 rpm. My Supra equipped with the T78 Single Turbo Kit gained almost 50 peak RWHP with just a change to HKS 272 cams. These cams are a MUST for large single and twin turbo cars. Drivability if installed properly is excellent, with only a slight idle change.
If you take a look at the incredible R&D work that HKS Japan did on a HKS T04R single turbo equipped Supra (see below accessory), you will notice a comparison of various HKS camshafts. This is the type of data that has been missing for a long time to Supra enthusiasts. As you can see if you are looking for maximum HP at higher rpm's, then the 272 degree cams are the units for you with almost 20rwhp more power than either HKS 256 or 264 degree cams. The trade off with 272's is you lose power on the low-end, in some cases up to 80rwhp, until you get to the higher rpms.
For smaller single turbo Supras and those that want to build power sooner in the power band the we suggest going with a combination of 264 degree intake and 264 degree exhaust camshafts.
There has always been internet conversation on the benefits or not of using higher lift camshafts on Supras with the factory twin turbos. The old rule of thumb was there was very little to be gained in using camshafts unless you had more airflow from larger turbo(s). We have just recently had a customer who installed 264 degree camshafts on his 1994 Supra Twin Turbo (running 20psi of boost). Without any other changes he gained 22rwhp and a significantly better pull on the top-end.
It is this real-life data that has caused us to recommend the possibility of adding camshafts to those who are still running the factory twin turbos. HKS offers 256, 264 and 272 degree camshafts. Some thought that 256 cams would offer some help at the BPU level, but not much if the same owner upgraded his turbos at a later date. We agree that 256 degree HKS camshafts do not offer enough bang for the buck and recommend 264 degree intake and exhaust camshafts for Supras with factory twin turbos running 18+ psi
One question we receive often at SupraStore.com is in regards to the usage of the stock valvetrain when upgrading to a performance camshaft. The answer is simple. There are NO valvetrain enhancements or modifications of any kind required to run HKS or JUN camshafts on either a factory twin turbo or large turbo 2JZGTE Supra.
Installation time for two camshafts with a good mechanic is approximately 4 hours. It is a good time to do the timing belt and install cam gears as well.
Price is for one camshaft. You need two.