Video

1305 HP 2JZ Powered BMW E30 M3 7:26 BTG Nurburgring Lap

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Watch as this 1305 HP 2JZ Powered BMW E30 M3 smashes out a 7:26 BTG Nurburgring lap by driver Vidar Jødahl.

Not your typical E30 M3 owner who tend to be a purist and keep these vehicles in original condition, this 2JZ Powered BMW E30 is modified for driving hard for various events.

Vidar Jødahl’s E30 BMW M3 is powered by a 2JZGTE with 1305 HP, 1163 LB-FT of torque using a Garrett GTX4294R turbocharger with 43 psi of boost.

The power is via a Sellholm MPG sequential transmission and E34 sourced BMW M5 rear differential. Adjustable coilover suspension is is by Sellholm and the brakes are 6 piston front and E46 M3 rear brakes.

I particularly like the race focused stack dash setup!

BMW E30 2JZ

Speedhunters did a special feature a few years ago where you can find some more info on the build and specifications.

Great work by the Buldre Racingteam and Vidar Jødahl over in Germany who have created this monster, be sure to check them out as they have some other great content and builds.

Blog

2jzgarage Website Update

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Hi all, it’s been a while since a 2jzgarage website update!

My last active post or website update on 2jzgarage was well over 4 years ago and plenty has happened in this time both personally, professionally and within the car scene as a whole. I heard they made a new BMW Supra while I was away 🙂

I’ll start off by saying that I have every intention of keeping this website as a resource for the 1000’s of visitors every month who still rely on the content and information that is still obviously valuable to the 2jzgarage community. You’re continued use of this content is a major factor in ensuring I keep this website up and running and continue to look at ways I can contribute and provide value to you all. Even if it’s just a location for you to reference for 2jzgte vvti wiring diagrams or MKIV workshop manuals.

My focus over the last 4 years has been dedicated on 3 other businesses, which has not given me the time to spend on my hobbies such as my love of cars and providing fresh content for this website.

I’ve taken some time over the last few days to refresh the website with a new look and a made couple of tweaks to hopefully improve the performance of the site overall. I’ll be continuing to revising, reviewing, updating content and looking at some branding changes over the coming months. I’d also like to consider ways that the community can contribute to the content on the website.

If you have any ideas, comments or contribution that maybe valuable then feel free to drop a comment below and thanks for your continued support and interest in the 2JZ!

Gallery

EKanoo Pro Import GT86 2JZ US 1/4 Record

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It seems EKanoo and the team have been at it again, this time taking their Pro Import GT86 over to the US to see what they can run.

Gary White ran it down the Michigan 1/4 mile at – 5.891 @ 388kph (241mph), breaking the US import record. Although not breaking their previous 5.77 @ 399kph (248mph) world record it’s a pretty impressive feat after a few runs.

Congratulations to the EKanoo Racing team! It will be interesting to see where this car and it’s development go from here.

Resources

Toyota Supra NA-TT Conversion – Final Thoughts – Part 6

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Summary                                        Part 1  

Removal of stock parts         Part 2  

Wiring                                              Part 3  

Aristo engine differences    Part 4    

Installation                                    Part 5   

Final thoughts                             Part 6   – You are here

Well I figured this final thoughts page can be used for me to come back to and update if required and also be used to add any further information that may fall outside the scope of the conversion directly.

Dyno figures

I went from a 2JZGE NA with K&N panel filter with 2.5 inch custom exhaust at 135rwkw (181rwhp) to a 2JZGTE TT with HKS intake, 2.75” exhaust/3” dump pipe/stock mid pipe and cat, 3 row FMIC and electronic boost controller at 16psi for 261rwkw (350rwhp) which is almost double the power and relatively low boost, this was daily driven without any issues.

NA dyno135.3kwopt

TT dyno260.8kw

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Resources

Toyota Supra NA-TT Conversion – Installation – Part 5

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Summary                                        Part 1  

Removal of stock parts         Part 2  

Wiring                                              Part 3  

Aristo engine differences    Part 4    

Installation                                    Part 5   – You are here

Final thoughts                             Part 6

So at this stage most of the tedious hard work of any custom wiring is complete and the process of upgrading engine and drive line components should be done at this stage before the engine is installed, which really is just about the last part.

There is so much work that does go into this stage though, especially with the Aristo engine differences, so I’ve added that to Part 4 here – http://www.2jzgarage.com/2016/02/toyota-supra-na-tt-conversion-aristo-engine-differences-part-4. This is where you can find out more info about swapping over parts from the Aristo engine, I suggest that you read this as it also shows some other components that you need to install such as sensors and engine mounts.

I was a little light on with pictures near the end the end of this project as the finishing touches went on as it became very exciting and I just wanted to drive the bloody thing! So apologies in advance for some lack of information and pictures at this stage, but I think those parts are fairly self-explanatory.

Below are some of the new parts I’ve listed as recommend and optional. I do recommend changing as much as you can while the engine is out, this list was the basic one I was willing to change on my 70,000km (43,00mile) Aristo engine and within the budget I had at the time. If I had a larger budget then I would’ve done as much as possible at this stage – please, please, please do the timing belt as a bare minimum!

Recommended parts;

• Timing belt (I prefer aftermarket Kevlar items)
• Cam, crank, rear main seals
• OEM Fuel filter
• OEM Water pump, gasket and seals
• OEM/TRD Thermostat and seals
• OEM TT P/S reservoir
• Supra VVTi throttle cable
• SMIC or FMIC and piping
• Clutch and flywheel
• TT Exhaust system
• TT Radiator and hoses
• TT Air intake

Optional;

• Timing belt tensioner
• Timing belt tensioner pulley/bearing (aftermarket billet bracket if possible)
• Harmonic balancer
• Aftermarket cam gears
• Engine gasket kit
• Aftermarket clutch and flywheel
• TT clutch master cylinder heat shroud
• TT electric radiator fan
• Aftermarket FMIC and piping
• Aftermarket radiator
• Aftermarket air intake
• Any engine, turbo or intake plenum upgrades!

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Resources

Toyota Supra NA-TT Conversion – Aristo Engine Differences – Part 4

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Summary                                        Part 1  

Removal of stock parts         Part 2  

Wiring                                              Part 3  

Aristo engine differences    Part 4    – You are here

Installation                                    Part 5

Final thoughts                             Part 6

Something I kept out of the installation stage is the specifics around the aristo engine differences as I believed this needed a section on its own. Most people who do the 2JZGTE conversion will use the Aristo engine as they are easier to come across than the supra 2JZGTE in most instances.

So if you have a supra 2JZGTE then you can skip this step, but some of the information below may be of help for maintenance in the future.

The VVTi 2jzgte engine also came in the 1998-2005 Aristo V300 (JZS161). I have previously listed a general rundown of the differences on the VVTi Information page on 2JZGarage here – http://www.2jzgarage.com/2012/02/2jzgte-vvti-information/ but I’ve provided a little more information and pictures as I found it’s more relevant to the swap if you are using this engine.

If you are swapping this engine into a supra then you will need to do the following:

  • The Aristo power steering pump has a solenoid valve for progressive power steering which the supra doesn’t, mainly this effects the power steering lines as the bolt configuration is different, you will need a supra one and to remove the Aristo one, also a new P/S outlet will be required and along with different vacuum hose layout for idle up function.
  • The water pump is the same on the VVTi and is not hydro – it will not need to be changed
  • The Aristo has a front mounted sump, you will need to change to a Supra mid-mounted sump layout.
  • The engine loom will need to be modified to suit the minor differences and connectors or swapped for a Supra unit
  • The engine mounts and brackets will need to be swapped for supra items
  • A brake booster bung (Goes to top of intake manifold) will need to be purchased that suits the supra manifold
  • The o2 sensor loom plug will need to be swapped over to a supra one or lengthened
  • A Supra water temp sender (Not sensor) will need to be purchased and installed, this sends the temperate reading to the gauge cluster
  • An oil level sensor plug may need to be purchased depending on the year model
  • Supra specific heater hoses from engine will need to purchase or made to suit as the Aristo ones are routed differently
  • The oil dip stick bracket is different and will need to be modified or replaced with a Supra one
  • Oil return lines from turbos are different and supra ones required, this is due to the different sump layout, the non-turbo sump can be used but will require modification for the oil return
  • The engine dampener that stops the serpentine belt being flicked off and/or loose tension will need to be swapped to a manual one if you are using the manual gearbox

Power steering pump and diagrams
Supra Idle up vacuum routing
“IdleUp"

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