Toyota Supra MK4 2JZGTE VVTI crankshaft 2JZ GE engine assembly
2JZ engine building, the relationship between the 2JZ-GTE VVTi and the 2JZ-GE bottom ends is a common point of discussion. Because you’re dealing with high-performance assemblies, it’s vital to distinguish between what is physically identical and what requires modification during a “mix and match” build.
1. The Crankshaft: GTE vs. GE
The good news for your assembly is that the crankshaft is physically identical across almost all 2JZ platforms.
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Compatibility: The 2JZ-GTE (both VVTi and non-VVTi) and the 2JZ-GE use the same forged steel crankshaft (OEM Part No. 13401-46022).
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Specs: It features an 86mm stroke, 62mm main journals, and 52mm rod journals.
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The “VVTi” Difference: While the VVTi and non-VVTi crankshafts are the same, the timing gears (sprockets) mounted to the nose are different. A VVTi engine requires a specific timing gear with a built-in trigger wheel for the crank position sensor. If you are putting a GTE crank into a GE block, simply ensure you use the timing gear that matches your specific ECU/sensor setup.
2. The 2JZ-GE Block vs. GTE Internals
If you are assembling a 2JZ-GE block using 2JZ-GTE VVTi internals, there are three “hidden” factors to address:
| Feature | 2JZ-GE (Non-Turbo) | 2JZ-GTE (Turbo) | Build Note |
| Oil Squirters | Absent | Present | The GE block lacks the machining for piston oil squirters. High-HP builds often skip them, but for sustained track use, some builders have the GE block machined to accept GTE squirters. |
| Oil Feed/Return | No Turbo Port | Twin Turbo Ports | You will need to drill and tap the GE block for the turbo oil feed and return lines (NA-T conversion). |
| Connecting Rods | “Thin” (Post-1998) | “Thick” / Forged | Warning: 2JZ-GE VVTi engines (IS300/GS300) came with much thinner rods. If you are aiming for high power, you must swap these for GTE or aftermarket H-beams. |
3. VVTi vs. Non-VVTi “Bottom End” Myth
There is a common misconception that VVTi bottom ends are weaker.
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The Reality: The block and crankshaft are just as strong. The weakness in VVTi “GE” engines lies solely in the connecting rods, which Toyota thinned out for better fuel economy in luxury models.
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The Fix: By installing a GTE VVTi crankshaft and upgraded rods/pistons into a GE block, you essentially create a “GTE-spec” short block that can reliably handle 800–1,000HP if the fueling is correct.
4. Technical Assembly Tip: The Oil Pump
When assembling this hybrid engine, use the 2JZ-GTE VVTi Oil Pump (Part No. 15100-46052).
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The GTE pump has a higher flow rate to support turbo lubrication.
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It features the mounting boss for the crank position sensor, which is required for all VVTi setups.
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Note: If you are using a non-VVTi GE block, you may need to trim a small amount of material from the block face to allow the GTE pump to sit perfectly flush.
Critical Torque Specs for Assembly
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Main Bearing Caps: $44\text{ Nm}$ ($33\text{ lb-ft}$) + 90° turn.
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Rod Bolts (OEM GTE): $29\text{ Nm}$ ($22\text{ lb-ft}$) + 90° turn.
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Crank Pulley Bolt: $330\text{ Nm}$ ($243\text{ lb-ft}$) — requires a heavy-duty holder tool.
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