For 2021, Toyota is keeping the pedal down, boosting output of the Supra’s turbocharged 3.0-liter inline-six from 335 hp at 5,000-6,500 rpm to 382 hp at 5,800-6,500 rpm, a 14-percent increase. Torque rises from 365 lb. -ft. at 1,600-4,500 rpm to 368 lb.

Answer: NO, and do not expect to save much money at all. You CANNOT utilize turbo kits designed for the 2JZGTE Twin Turbo Supra engine on a non-turbo Supra engine (at least without a lot of work, time and money).

Daniel, yes, you can go NA-T. There’s also a lot of options for a swap to a 2JZ-GTE if you’d prefer the factory twin turbo motor.

You need a 1j head, inlet mani & throttle body, exhaust mani and turbo(s), downpipe…. You might need a restrictor for an oil line or something, you’ll need to confirm that and the specifics… I’m not 100% on the wiring, bit of searching will tell you…

HKS T04Z is an ideal plug and play setup, but not exactly cheap, but deffo best bet for a no hastle setup. Or go GT40 (ie a T04Z that doesnt look as pretty) and sort the rest yourself. Or go HX40 and sort the rest yourself which would be even cheaper and at least as good TBH, esp if you can do a bit of welding.

Toyota’s 2JZ straight-six is famous for its ability to handle forced induction, but it’s not often you see one that’s supercharged rather than turbocharged. This one, built by Josh Armstrong, has found a home underneath the hood of a Toyota 86, and it’s attached to a blower the size of a small home.

2JZ-GE. The 2JZ-GE is a common version. Output is 215–230 PS (158–169 kW; 212–227 bhp) at 5800 to 6000 rpm and 209–220 lb⋅ft (283–298 N⋅m) of torque at 4800 to 5800 rpm.

A supercharger is driven from the engine’s crankshaft by a belt, shaft or chain whereas turbochargers obtain their power from a turbine which harvests energy from the engine’s exhaust gases. In simple terms a turbo is an air pump that enables more air to be pumped into the engine at higher pressure.

There are a lot of little differences between the two, and quite a few major differences. The N/A 2JZ is optimized for greater efficiency as a normally aspirated motor. Turboing the 2JZ-GE will not yield a 2JZ-GTE. The N/A 2JZ isn’t anything special, but it is a very good engine.

So you can turbocharge a 2JZ-GE, but even with all the correct supporting mods etc. it will never be the same as a true GTE engine.

The Powerhouse Racing OIl Squirter Block-Off Kit for 2JZ-GTE deletes the factory Oil Squirters for the 2JZ. The factory oil squirters spray oil on the bottom of the pistons for piston cooling, which is a good thing, except it’s at the cost of oil pressure.

The internals are still the same toughness and quality. The VVT system gives the engines better and more immediate torque down low and at least in stock form very slightly better fuel economy and slightly lower emissions (compared to a JDM 2JZGTE Non-VVT-i).

350hp on stock internals with a good tune/standalone is safe accepted limit for the VVTi.

VVT-i (introduced on the 2JZ-GE engine in 1995 on the JZS155 Toyota Crown and Crown Majesta) varies the timing of the intake valves by adjusting the relationship between the camshaft drive (belt or chain) and intake camshaft. Engine oil pressure is applied to an actuator to adjust the camshaft position.