Toyota 2JZ-GTE
The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron 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, worldwide. Final development of the 2JZ-GTE was outsourced to German engineering firm Johann A. Krause Maschinenfabrik GmbH for refinement to meet production car homogolation requirements set forth by the former All-Japan Grand Touring Car Championship.
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, crank, and connecting rods of the 2JZ-GE and 2JZ-GTE are the same with the exception that the 2JZ-GTE has a forged crankshaft and oil spray bars installed in the block to aid in cooling the pistons. 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 (166 kW, 225 hp DIN) to the, then, Japanese auto industry maximum of 280 PS (206 kW, 280 hp DIN) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) to be later recited as 46.4 kgm (455 Nm, 335 lbft) with the introduction VVT-i in 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. For North American and European markets, power was raised to 320 hp DIN (229 kW) at 5600 rpm.
Toyota 4A-GE
The next major modification was the high-performance 4A-G, with the fuel injected version, the 4A-GE, being the most powerful. The 4A-GE was one of the earliest inline-4 engines to have both a DOHC 16 valve configuration (four valves per cylinder, two intake, two exhaust) and electronic fuel injection (EFI). The cylinder head was developed by Yamaha Motor Corporation. The reliability and performance of these engines has earned them a fair number of enthusiasts and a fan base as they are a popular choice for an engine swap into other Toyota cars such as the KE70 and KP61. New performance parts are still available for sale even today because of its strong fan base. Production of the various models of this version lasted for five generations, from 1983 through 1991 for 16-valve versions and the 5-valve 4A-GE lasted through 1998.
The first-generation 4A-GE which was introduced in 1983 replaced the 2T-G in most applications. This engine was identifiable via silver cam covers with the lettering on the upper cover painted black and blue, as well as the presence of three reinforcement ribs on the back side of the block. It was extremely light and strong for a production engine using an all-iron block, and produced 112 hp (84 kW) at 6600 rpm and 131 N·m (97 lb·ft) of torque at 4800 rpm in the American market. The use of an air flow meter (MAF) sensor, which restricted air flow slightly but produced cleaner emissions that conformed to the U.S. regulations, limited the power to 112 hp (84 kW) whereas the Japanese model—which used a manifold absolute pressure (MAP) sensor—produced 130 hp (97 kW).
The second-generation 4A-GE produced from 1987 to 1989 featured larger diameter bearings for the connecting-rod big ends (42 mm) and added four additional reinforcement ribs on the back of the engine block, for a total of seven. The T-VIS feature is maintained. It is visually similar to the first-generation engine and the power output is unchanged, but the upper cam cover now featured red and black lettering. The first- and second-generation engines are very popular with racers and tuners because of the ease of modification, simple design, and lightness. The T-VIS equipped model is an ideal candidate for the addition of a turbocharger because it contains the so-called "big-port head", meaning the head had the large cross-sectional area intake ports.
The third-generation appeared in 1989 and was in production until 1991. This engine has the silver cam covers with the words only written in red, hence the nickname "red top". Toyota increased the compression ratio from 9.4:1 to 10.3:1. To correct the air-speed problems of the earlier generations, the intake ports in this cylinder head were re-designed to have a smaller cross-section, and hence it has been nick-named the "smallport head". This change in the intake ports negated the need for the earlier twin runner intake manifold and it was replaced with a single runner manifold. Additional engine modifications to extend life and reliability included under-piston cooling oil squirters, thicker connecting rods and other components. Also of note, the pistons were changed to accept a 20 mm fully floating gudgen pin unlike the 18 mm pressed-in pins of the earlier versions. All non-U.S. market 4A-GEs continued to use a MAP sensor, while all of the U.S.-market 4A-GE engines came with a MAF sensor. The only exception was the U.S.-market 1990-91 Geo Prizm GSi, which was equipped with the MAP. This change increased the power to 140 PS (138 hp/103 kW) at 7200 rpm with a torque of 149 N·m (110 lb·ft) at 4800 rpm.
The 4A-GE engine was first introduced in the 1983 Sprinter Trueno AE86 and the Corolla Levin AE86 sports version. The AE86 marked the end of the 4A-GE as a rear wheel drive (RWD or FR) mounted engine, alongside the RWD AE86/AE85 coupes a front wheel drive (FWD or FF) corolla (the AE82) was produced and all future Corollas/Sprinters were based around the FF layout. The engine was retired from North American Corollas in 1991, although it continued to be available in the Geo Prizm GSi (sold through Chevrolet dealerships) from 1990 to 1992.
Clarification: In the U.S. market, the 4A-GE engine was first used in the 1985 model year Corolla GT-S only, which is identified as an "AE88" in the VIN but uses the AE86 chassis code on the firewall as the AE88 is a "sub" version of the AE86. The 4A-GE engines for the 1985 model year are referred to as "blue top" as opposed to the later "red top" engines, because the paint color on the valve covers is different, to show the different engine revision, using different port sizes, different airflow metering, and other minor differences on the engine.
The American Spec AE86 (VIN AE88, or GT-S) carried the 4A-GE engine. In other markets, other designations were used. Much confusion exists, even among dealers, as to which models contained what equipment, especially since Toyota split the Corolla line into both RWD and FWD versions, and the GT-S designation was only well known as a Celica version at that time.
Mistsubishi 4G63
The 4G63 was a 1997 cc version. (85 mm Bore x 88 mm Stroke) SOHC and DOHC were produced. The DOHC version was introduced in 1987 in the Japanese market Galant VR-4 and came turbocharged or naturally aspirated. It is found in various models including the 1988-92 Galant VR-4 and the U.S. market 1990-1994 Eclipse, as well as the Mitsubishi Lancer Evolution I-IX.
The SOHC version was used in Mitsubishi Galant models until 1993. It has 76 kW of output and 157 NM of torque at 4750 rpm.
Also the SOHC version is produced until the late 90s and early 2000 and it is used in Mitsubishi cars like the Montero and the 2.0L 2-door Pajero with an output of 101kW at 4700 rpm. Also the N33 and N83 Spacewagon(UK market) in single cam 16 valve format.
The Mitsubishi Eclipse, Eagle Talon and Plymouth Laser introduced the DOHC turbocharged intercooled version to the U.S. in 1989 through Diamond Star Motors, a joint venture between Mitsubishi Motors and the Chrysler Corporation. From 1990 to late April 1992 came beefier rods and the use of 6 bolts to secure the flywheel to the crankshaft; May 1992 to 2006 Evolution versions have lighter rods and use 7 bolts to secure the flywheel to the crankshaft. They are referred to as the "six bolt" and "seven bolt" engines, respectively.
Output for the 2003 Japanese/US Mitsubishi Lancer Evolution is 271 hp (202 kW) at 6500 rpm with 273 ft·lbf (370 N·m) of torque at 3500 rpm. It has a cast iron engine block and aluminum DOHC cylinder head. It uses multi-point fuel injection, has 4 valves per cylinder, is turbocharged and intercooled and features forged steel connecting rods.
In the United Kingdom, a special Lancer Evolution, the FQ-400, produces 302.13 kW (405.2 hp), from a 4G63 engine. At 202.6 hp (151.3 kW) per liter, it has the highest specific output per liter of any production engine.
Honda B16
The Honda B-series engine can be likened to the venerable small block Chevy. It has powered two generations of hot rodders and is still going strong for the domestic camp as the engine of choice for an amazing third generation. Conceived in the mid '50s, the small block Chevy is stronger than ever, pumping out more than 400 hp in the latest Corvette Z06. In racing, the mouse engine, as it's affectionately called, serves yeoman duty propelling the fastest Winston Cup cars and many classes of domestic drag racing to victory. Even though the engine's design is older than most of us and has a crude (by today's standards) pushrod OHV, two-valve head architecture, the latest variants of this engine have an impressive power density. It has always been popular to the performance crowd and has tremendous aftermarket support, the best for any engine ever made.
The Honda B-series engine is the import enthusiast equivalent to the small block Chevy. It has enjoyed tremendous popularity as the performance engine of choice for the Honda/Acura nut. Stock in the Acura Integra, del Sol Si and the Civic Si, the B-series is also a popular and very easy swap into the lightweight Civic, making the classic hot rod: a powerful engine swapped into the most compact and light chassis. Since the B engine was available even more widely in the Japanese domestic market (JDM), there's an abundance of relatively cheap used JDM engines imported here to serve as a base for hybrid Civic swaps or other build-ups.
The B-series has gone through an evolution of sorts. The final most developed version is the B18C5, the rare powerplant found under the hood of the Integra Type R. This variant of the B-series pumped out an impressive 195 hp in stock naturally aspirated form. This is an amazing feat of more than 100 hp per liter, more than some factory turbocharged and supercharged engines. The B16A, first found under the hood of the del Sol Si was the first production auto engine to produce more than 100 hp per liter.
The big B also features a lightweight die cast aluminum block with strong semi-girdled main caps and a fully counterweighted high alloy steel forged crankshaft. Forged high alloy steel rods with large bolts and generous caps combined with an excellent oiling system make bottom end failure on these engines almost unheard of.
Although many import engines from the established Japanese car makes like Nissan, Mitsubishi and Toyota share some or all of these excellent traits, Honda still has an ace up its sleeve with its wonderful innovation, VTEC. VTEC is what sets the B engines apart from other production engines. Short for Variable valve Timing with Electronic Control, it's Honda's system that combines the smooth idle, decent low-end power, good fuel economy and low emissions of a stock cam with the top end charging, high-rpm power of a nearly full-race cam. VTEC has none of a race cam's disadvantages like poor idle quality, total lack of low end power, poor part throttle driveabilty, poor fuel mileage and hydrocarbon rich tailpipe effluent.
The short-duration, low-lift, low-rpm cam lobes activate the intake and exhaust valves at partial throttle and low rpm, but when you boot it, the high-rpm, high-lift, long-duration center lobe is activated and the engine really sings. The high-rpm lobe has a lift and duration close to that of a full race cam, allowing VTEC-equipped B engines to rev to astronomical limits, like 8000 to 9000 rpm in stock form.
Nissan RB26DETT
The RB26DETT engine is a 2.6L Inline-6 engine manufactured by Nissan, for use primarily in the 1989-2002 Nissan Skyline GT-R. The RB26DETT engine block is made from cast iron, and the cylinder head is made from aluminium. The cylinder head contains 24 valves (4 valves per cylinder), and uses a dual overhead camshaft setup. The intake of the RB26DETT varies from other RB-series motors in that it has six individual throttle bodies instead of a single throttle body. The engine also uses a parallel twin turbo system. The turbo system is arranged so that the front turbo is powered by the front 3 cylinders, and the rear turbo is powered by the rear 3 cylinders. The turbo chargers are of equal size, and are set by the wastegates to limit boost pressure to 14.7 psi, although the Skyline GT-R has a built in boost restrictor to keep boost under 10 psi.
The first 2.6 L RB26DETT featured twin-turbochargers and produced around 280 HP (206 kW) @ 6800 rpm and 260 ft•lb (353 N•m) @ 4400 rpm. The last series of the RB26DETT produced 280 PS (206 kW) @ 6800 rpm and 289 ft•lb (392 N•m) @ 4400 rpm. However, several stock (unmodified) engines have been dyno tested and reported to obtain nearer the 320 HP mark. The reason some RB26DETTs put out 320HP, is because of Japanese law, every car must be restricted to 276HP. It is commonly accepted that Nissan chose to not advertise the RB26's true power for this reason. It is widely known for its strength and extreme power potential. It is not uncommon for 600 hp to be achieved without modification of the engine internals. With regular maintenance, many of these engines have been driven way past the 100,000 mile mark with a few heading toward 200,000 miles. With extreme modification, the RB26 motor is capable of power in excess of 1 megawatt (or over 1,340 hp).[2][3]
There is a common oiling problem with the pre-1992 R32 RB26 motors, as the surface where the crank meets the oil pump was machined too small, eventually leading to oil pump failure at high rpm. This was fixed for later versions of the RB26.
Originally the R32 GT-R was planned to have a 2.4L RB24DETT, and compete in the 4000 cc class (in Group A rules, the displacement is multiplied by 1.7 if the engine is turbocharged). This was when Nismo was going through the process of designing the R32 GT-R to be a Group A race car. But when the engineers added the AWD system, it would make the car heavy and less competitive. Nismo made the decision to make the engine a 2.6L twin turbo, and compete in the 4500 cc class, resulting in the RB26DETT known today.