2JZ-GE and 2JZ-GTE Differences

In my ealier post, I had put the photo of the Toyota 2JZ-GTE head set gasket photo for viewing purpose, the photo is the same item on this post, but in this post I will try to put some the fact of differences between the 2JZ-GE and 2JZ-GTE engine.


First, I wish to pick up a comment by one of the Supra Forum which it difference the 2 type engine performances as below,


They have different compression ratios. The 2JZ-GE is about 9.6:1 as compared to the 2JZ-GTE at 8.5:1. The 2JZ-GE can run a turbo, but you won't be able to run as much boost because of the higher CR pistons. Your effictive CR will climb faster. With about 9psi boost an 8.5:1 engine will have an effective CR of about 13.7:1 and a 9.6:1 motor will have an effective CR of about 15.5:1. In terms of how the engine will respond the higher compression NA motor will not like more boost. The NA motor will however make better low end TQ. Which in the real world of daily drivers is preferable to a laggy boosted to hell dyno queen.



My general recomendation on which motor to go with is this:



If you are doing a mild build then go with the 2JZ-GTE. It will cost less than rebuilding the 2JZ-GE for boost.



If you are doing a major build in which you have to replace the internals to handle more power then finding a rebuildable 2JZ core is the way to go. If you can't find one then get a 2JZ-GE, strip it, and build it up.

And at my side, let see what is the differences on the engine gasket.

First the 2JZ-GE cylinder head gasket thickness is about 0.4mm while the thickness of cylinder head gasket for 2JZ-GTE is 1.35mm, another differences is their design of exhaust manifold and intake manifold are difference, so the gasket will be difference as well.

2JZ-GE is mainly for model like Supra, Aristo and Crown like JZA80 and JZS13# while 2JZ-GTE is mainly for Lexus GS300 Turbo on JZS

Local L7 Turbo - Storia or Hi-Jet Engine?

First to get known about what they so call "Kancil L7 Turbo" is when a customer take an used rocker cover gasket to seek for the part. At a glance, it seem looks like same with the Kanari or Kelisa type of rocker cover gasket design, but when we made a careful comparison, you will notice the so call "Curve Area" on the gasket actually design in the opposite way when compare to the local model.

As most of the customer is looking for the rocker cover gasket, I'm wonder what engine actually it use on the local L7 Turbo.

With the rocker cover gasket info, basically there are 2 type of daihatsu engine use this kind of rocker cover, which is EF-GS engine use on Hi-Jet DOHC-CAB S100 and S110 with 659cc capacity.

Another one is EJ-DE engine use on Storia M1##series with 989cc capacity non of them using the code L7## instead. And for the Daihatsu L7# series model I can't find which of them is using this rocker cover gasket.


Now let see what is the difference between Storia and Hi-Jet 660, according to catalog, Storia type of engine actually using the same cylinder head gasket with the local Kanari and Kelisa, which its OE type is metal cylinder head gasket, but the Hi-Jet 660 type is using the graphite type of cylinder head gasket (Please refer to the photo above) which the design also different from Kancil L2 Turbo as well.

As local "kedai potong" (Used parts shop) is able to import any kinds of engine, it is not suprise that local Kancil owner is modified their engine with this Hi-Jet 660 engine.

MLS Cylinder Head Gasket and Damage Analysis

MLS which stand for Multi-Layer Steel material of cylinder head gasket had set new standard for modern engine design. Thanks to sealing technology at the higest levels of performance and quality, they provide outstanding and efficient results under increasingly tough operating environments - the optimum preconditions for fuel-saving, environmentally compatible mobility.

Innovative cylinder head gaskets must combine utmost sealing potential with reduced bolt force losses - even with wide bolt spacing - as well as pronounced elasticity and excellent durability.


Typical leaks between cylinder head, cylinder-head gasket, and engine block involve gas, oil, or coolant leakages. These leakages occur between combustion chambers, into the coolant circuit, or to the environment. Gas leaks can result in fatal engine damage within a very short time and oil leaks can cause severe environmental pollution.

Pressed-in dirt or foreign objects as well as rough surfaces also cause damage to cylinder head gaskets. Component unevenness leads to gas blowby between the combustion chambers, and consequently to gasket failure.

Engine overheating in combination with component distortion, or inadequate compression of the cylinder head gasket are the most frequent reasons for leakage.

Thermal overloading occurs as a result of defective components in the coolant circuit or incorrect maintenance. Other causes are irregular combustion due to coke deposits, and excessively high exhaust gas pressure after failure of the catalythic converter. Moreover, chemical additives in the coolant and low-quality antifreeze agents can attack sealant coatings.

While reworking the surfaces of cylinder head or engine block in case of component unevennness, distortion, waviness, or scores and grooves, dirt and foreign objects accumulate, which can result in damage to the cylinder head gasket. Therefore, thorough cleaning of the sealing surfaces is essential before installing the cylinder head gasket.


Damage to MLS cylinder head gaskets mostly involves two sealing elements: beads and elastomer coatings. The beads can fracture due to various factors, and elastomers can become detached from the substrate material or be scorched. Both of these damage profiles indicate different causes.

Possible causes for excessively high component dynamics are faulty, reused, or unlubricated cylinder head bolts; incorrect bolt torquing due to excessively high friction during installation; and damage to cylinder head or engine block. Component distortions can also be the result of engine overheating. Similarly, if an engine is operated under pinging condition (pre-ignition), the high temperatures and pressures can lead to higher component dynamics and possible bead factures.

Calssical causes for overheating are defects of the water pump, radiator, thermostat or hoses, but also insufficient coolant system can lead to thermal problems. Failure of the catalytic converter can also result in higher temperatures due to increased exhaust back pressure.


During so-called blowby, combustion gasses flow from one cylinder to the other via the web, or from a combustion chamber into the coolant circuit. This gas flow "scorches" the elastomer or the elastomer coating in the afected area. The resulting lack of micro sealing leads to disturbances in the combustion process and reduced performance - and to a possible pressure build-up in the coolant circuit. Causes for blowby are excessively high combustion pressures, rough sealing surfaces, component distortions, or inadequate compression of the cylinder head gasket.

Contact with antifreeze agents that have not been approved can cause the elastomer coating to become detached from the metal surface, Subsequently, the dislodged elastomer particles can clog the coolant channels and interrupt the collant flow. The result is an overheating engine.

Other typical damage profiles for MLS cylinder head gaskets are destroyed combustion chamber seals due to incorrect cylinder liner protrusion or faulty liner flange seats, as well as severely damaged Ricardo squish areas due to detached swirl cambers.


Source: www.reinz.de

Another Tribute - Nissan Vanette C22

Another Nissan fleet that is deserve to be pay a tribute is their Vanette Van of C20 and C22, one of the advantage is the A15 engine is its reliability and inexpensive of maintenance, which its parts can be be source easily as well.

It is heard that Malaysia market will be clearing the last batch of Nissan Vanette C22 in this November and will be no more new production for this kind of van, tough this engine may already superseded far may years ago in Japan.


Some little fact on Nissan Vanette Van as below.

The Nissan Vanette is a van produced by the Japanese automaker Nissan Motors since 1978. The van has also been sold as the Nissan Sunny-Vanette or Nissan Van. There was formerly a separate model sold in Europe under the same name, however it was unrelated based on the Nissan Serena. The passenger version is called the Vanette in most markets, and came equipped with multiple engine and drivetrain configurations.

Engines for Japan included A12S, A15S, CA20S, CA18T, LD20 and LD20S. 2WD and 4WD versions were produced, with manual, automatic, floor and column shift options available. While no longer produced for the Japanese market, it is still available in other markets around the world such as Malaysia.[1] While it has had a few facelifts over the years, the basic van is still the same. The 1980s interior is still intact as can be seen on the Malaysian Nissan website referenced.

Eventually, it was replaced by a version of the Mazda Bongo (or E-series), sold as the Nissan Vanette under an OEM deal.

The A15 is a 1.5 liter (1488 cc) engine produced from 1979 through 1998 (and still in production in 2009 for the Malaysian built Vanette C22). The stroke was increased by 5 mm from the A14 engine's 77 mm to now measure 82 mm. It produces 80 hp (60 kW). It used a different block casting, but the same "tall-block" deck height as the A14. In the Roadstar it's capable of 49 mpg (17,3 km/L).

A fuel injected version of the A15 (A15E) was offered in Asian markets.

A Tribute to Nissan Sunny 130Y

Before the birth of Proton, in my view Nissan Sunny 130Y can be consider as the most popular car for Malaysian, though the car age may already more than 20 years for some of the very first model, it still can be seen on the road of Malaysia, this also shown how tough this kind of model can last.


"Y" was a Sunny market name ("A" was used for Cherry and Pulsar families e.g. 120A).

NOTE: "120Y" is simply the marketing name for a B210 or B310 with A12 engine. This name "120Y" was only used in some countries (markets). In other markets the same car was called "Sunny". The same car with A14 was called Sunny, 140Y or B-210. With A15 was called Sunny, 210, or 150Y. It depends on where it was sold. Newer FWD Sunnys also sported 130Y for E13 engine, etc.



The Nissan E-series engine was first introduced in 1981. The E-series was gradually replaced by the GA-series in 1988/89, although it soldiered on in secondary markets such as Southeast Asia. The Malaysian built B11 Nissan Sunny 130Y used the E13 until at least 1996. The Turbo E15ET was discontinued in 1987.

Isuzu Piazza 4XE1-T Engine

Actually I am not really aware of there are any Isuzu Piazza on the road in Malaysia, and when a customer is looking for Isuzu 4XE1-T Engine Full Set Gasket, I really need to scratch my head and look through the catalog.

Though under the catalog it shown 4XE1 engine is under Isuzu Gemini model, and found that there are also model such as Stylus, I-Mark and Impulse.

The gasket shown on the above photo is not the "KP" gasket item, it just for sharing on how is the gasket looks like.

Lexus RX270 Engine

Lexus Malaysia Sdn. Bhd. had newly launch the Lexus RX270 recently in Malaysia, which Lexus president Kuah Kock Hin had an estimated sales target of 140 units a year on this model.

Let's see their engine code of 1AR-FE which it had been say its predecessor are 1AZ-FE and the S series of engine.

The AR engine family is a straight-4 piston engine series by Toyota, first introduced in 2008 for the RAV4, and subsequently for the Highlander, Venza, and Camry.

The AR series uses a die-cast aluminium engine block and aluminium DOHC cylinder head. The engine series shares many of the technologies in the AZ engine, while incorporating new features such as continuously variable valve timing on both intake and exhaust camshafts or dual VVT-i, low friction technologies including an offset crankshaft, roller rockers for the valvetrain, a three-stage variable oil pump, reduced-tension piston rings and auxiliary belt drive. An Acoustic Control Induction System switches the length of the intake tract in two stages, based on rpm and throttle angle, thereby ensuring strong torque across a broad engine speed range. New tumble control valves enhances combustion while the engine is cold, and helps to bring the catalytic convertors up to working temperature quickly. The Tumble control valves, along with new 12-hole high atomizing long-nozzle fuel injectors, reduce the amount of fuel adhering to the intake ports and therefore maximize fuel economy and reduce harmful emissions.

The cylinder block is an open-deck, midi-skirt type with cast-in iron liners and a die-cast aluminium lower crankcase and a stamped oil pan. The forged steel crankshaft is fully balanced with eight counterweights and supported by five main bearings. A helical gear pressed in No. 3 counterweight drives twin contra-rotating balance shafts in the shaft housing within the lower crankcase.

The AR engine replaces the AZ engine.

Mitsubishi Lancer Sportback

Mitsubishi launch the Lancer Sportback model just after Proton annouce their Inspira will be on sales by November 2010, is it due to Inspira is taking the Lancer initial body that let Mitsubishi need to come up with a special Sportback designed to attract Lancer lover.

In the earlier Lancer which there are power by 2.0L DOHC MIVEC 4B11 engine, which Mitsubishi had stated that the original engine of Lancer is using 4B12 2.4L in Japan, it is due to the Malaysia petrol fuel specification didn't reach the RON99 which it require by the 4B12 engine, it decided to downgrade the engine to 4B11 in Malaysia market.


But it seem the Lancer Sportback model is power by 2.4L DOHC MIVEC engine which it should be 4B12 kind of engine, is it the technical problem on the fuel quality of Malaysia which highest is RON97 only already overcome by their engineer, will the RON97 made the engine lifespan more shorter compare to those using the RON99?