Toyota has a reputation for building bullet-proof engines with efficient designs and the engines are often over-looked in the search for big power. Some of the larger Toyota engines are currently making some serious jaw dropping horsepower, as more and more people realize how well engineered these engines are. ENGINE CODE EXPLANATION Before "-": The letters indicate the engine family, for example the engine family is JZ, in 2JZ-GTE. The number (s) at the beginning are the number of a certain/specific bottom end version (block, bore, or stroke). The larger the number, the newer the bottom end version. Some may think that the larger the displacement is the larger the number but it is not always the case. After "-": G = twin cam (wide angle, 45 degrees or more between the intake and exhaust valves) T = turbocharged E = Electronic fuel injection The Engines: GTEpowered.com is about cars that sport the GTE engine. The 7MGTE, 1JZGTE(1.5JZGTE as well) and the 2JZGTE. You will see all kinds of powerplants on here from mild to wild . Browse through and witness the best of the GTE engines around the world pushing out gobs of jaw dropping horsepower. The M Family: 7M-GTE The M family is a straight-6 engine design used from the 1960's through the 1990's All M-family engines were OHC designs with a chain-driven camshaft giving way to a belt after 1980, and they all used a cast-iron block with an aluminum head. The turbocharged 7M-GTE was Toyota's top performance engine from 1987 through 1992. Output was near 230 hp (172 kW) at 5600 RPM and 256 ft/lbs (325 Nm) at 4000 RPM for most 5 psi/0.35 bar versions. Many cars that sport the 7M have proven that this engine still has what it takes to go big. For all that didn't know: A special 7M-GTEu version, with a modified CT26 high-flow turbocharger and large volume intercooler, pushed output to 267 hp (199.1 kW) at 5600 RPM and 264 ft.lbf (357 Nm) at 4400 RPM. This was used only in the racing homologation Toyota Supra Turbo A road and race cars. The Turbo A models also measured air based on manifold pressure rather than using an air flow meter, had a larger intercooler, larger throttle body, and various other differences. In fact, for the short time it was produced, it was the fastest Japanese car ever made. The JZ Family: 1JZ-GTE The 2.5 L (2491 cc) 1JZ version was produced from 1990 through 2005 (still in production with the Mark II Blit Wagon). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in). It was a 4-valve DOHC engine with a belt-driven camshaft. Although rated at Japan's self-imposed maximum rating of 280 hp (209 kW), this was probably quite conservative. A later unit (with VVT-i and a single turbo) probably produced well more than 300 hp (224 kW). Torque was rated at 278 ft·lbf (376 N·m) at 2400 RPM. lf-imposed maximum rating of 280 hp at 6200 rpm, this was probably quite conservative, as many 1JZ-GTE equipped cars have actually dynoed around 270-280rwhp while remaining stock. You will see this engine in anything from Supras to Cressida's to Corona's! (Yes, that's right!) If it can fit, people swap the stock engine out and put the 1J in. 2JZ-GTE The 2JZ-GTE was developed to power the fourth generation of the Supra sports car. It was based on the 2JZ-GE, but differed in its use of twin turbochargers. The use of twin CT12B turbochargers raised its power output from a mere 166 kW (225 bhp DIN) to 206 kW (280 bhp DIN) at 5600 rpm, officially limited in the Japanese and European markets, although the real undisclosed figure was well in excess of 300 bhp (224 kW). In the North American and European market, power was raised to 239 kW (320 hp SAE)/243kW (330hp [DIN]) at the same engine speed of 5600 rpm. The export version of the 2JZ-GTE achieved its higher power output due to different turbochargers (stainless steel for export models, ceramic for Japanese models), camshafts, and larger injectors (550 cc/min for export markets, 440 cc/min for Japanese models). Because the primary mechanical differences between the export (CT12B) and Japanese (CT20A) model turbines are the size and material of the exhaust-side shaft (stainless steel exhaust-side shaft for export models vs ceramic shaft for JDM models), one can replace the JDM's ceramic shaft with the steel variant found in export model. In tuning groups, in spite of the lack of actuators for both turbines, the factory turbochargers are often retained after mild engine modification due to the highly durable housings and use of stainless steel for the impeller and turbo fins in the export models. In light of the above as well as the due to the use of forged internals throughout the engine, the 2JZ-GTE is well-known for requiring no internal modification to cope with the stress associated with high-boosting turbines, and has actually achieved 1000HP at the flywheel hp with bone stock internals. This engine is considered the main rival of Nissan's RB26DETT, and is very popular with the tuner niche for its upgrade flexibility and reliability that is supported very strongly by the after market scene. When upgraded with large turbochargers and other tuner parts, 2JZ-GTE's have produced in excess of 1400 BHP. The 2JZ-GTE had a long career in motor sport, powering the factory prepared Supras to victory in the Japanese GT Championship in 1997, 2000 and 2001.