Hehehe, I don't think those of us from the 2JZ side are going to flame this thread "that" much. After all, we're here because we like the 1UZ and think it has some real potential. We're not here just to defend the 2JZ's honor, but having said that, a few points in the 2JZ's defense:
1uz-fe easily avalible everywhere under $1000usd used. 2jz-gte's, good luck with finding used engines, new ones very cost-prohibative.
Used 2JZ blocks are very common, while GTE heads can be a little tough to find, but there are now single turbo kits for the GE heads that help it perform nearly as well as a GTE. Finding 2JZ's is more a matter of knowing where to look, and being plugged in to the Supra network.
A BNIB 2JZ-GTE short block with full Toyota warranty can still be purchased for around $2K. This is one of the best bargains around in short blocks. They're so cheap, it's cost-prohibitive to rebuild a 2JZ, unless it's going to be "built" for massive horsepower.
1uz-fe is areguably the most reliable production engine ever & is also used in both production boats, aircraft, and powerboat racing. 2jz-gte's have no such following, or OEM confidance in applications demanding such a high reliability rate..
I think that reliability honor probably belongs to the SBC, but it really depends on what definition of reliability is being used.
2JZ-GTE's are most definitely used in speedboats as I've personally seen two of them.
1uz-fe has not only a large displacement advantage, but can take advantage of this when driving turbines.
http://www.lextreme.com/T67GTQ.html
Power advantages from displacement:
2000bhp 1uz-fe pdf1 2000bhp 1uz-fe pdf2 No 2000bhp 2jz-gte's around?
With due respect to David, I think the assumptions and predictions made from these 2JZ dyno runs in order to get the possible figures for a 1UZ are flawed. A 1UZ is not a 2JZ with two more cylinders and another liter of displacement. The chamber design of the 2JZ along with its 45 degree valve angles, the shape of the ports, the cam timing & lift, all contribute to make this a truly phenomenal motor, and the people getting 1500 RWHP out of it are testimonies to its capabilities, while the full potential of the 1UZ is yet to be seen. That's not to say these figures are not good goals to shoot for, and I think that was the crux of David's article.
As far as directly comparing the two motors, here's my take:
The 2JZ has a bullet proof bottom end, and its 7 main webs are massive for an underslung crankshaft motor design. This is to keep that long inline six crank from flexing and wiggling around too much. The only improvement to this design would have been a bedplate for the crank.
The 1UZ has its 6bolt mains to restrain the crank in an aluminum block that is more prone to flex than a cast iron one. Still it's a much shorter crank than the 2JZ and will not flex as much. It should be easier and cheaper to build a stroker crank for the 1UZ, than the 2JZ.
Piston squirters are a nice feature in the 2JZ-GTE block; it remains to be seen if they can be successfully added to the 1UZ.
Pistons are about equal in both motors, but we know the stock rods in the 2JZ will hold together at 650 BHP, 7000 RPM all day long. A few have ventured into 7500-8000 RPM territory, but most people go to aftermarket rods if they want to consistently run above 7000. No one knows the limits of the stock 1UZ rods, but the early style will probably go to 6500-7000 with ARP hardware. At least I'm betting they will, 'cause my rev limiter will be set to 7K :veryhappy
The 2JZ-GTE head flows well, even though it can use "some" improvement to squeeze the most out of it, as detailed by my good friend Lance Wolrab here:
http://www.t04r.com/techarticle.php?id=5
The potential of the 1UZ head remains to be seen.
The 2JZ-GTE motor had a far more advanced ignition system in 1993 than any other Toyota/Lexus engine. It wasn't until 1998 that the 1UZ motor caught up with the 2JZ-GTE's DIS COP design.
The 2JZ-GTE also had fully sequential fuel injection in 1993, while most other Toyota/Lexus motors were still doing batch injection. The early 1UZ had a 4 group, batch injection system, and didn't get fully sequential injection until OBDII came along in 1996.
John
