Applications Toyota 2JZ-GTE
Verified on the variant named in the note. Still set offset with a timing light on this car before enabling fuel.
Toyota 2JZ-GTE / 2JZ-GE
Supra, Aristo and Soarer inline-six. Non-VVT-i uses a 12-tooth crank; VVT-i uses 36-2 plus a 3-tooth intake cam. Sequential twin-turbo on JDM GTE, single-turbo on most swaps.
Recommended: Race Core F7. Six sequential injectors, six logic coils (or wasted-spark pairs), stepper idle, and VVT-i on one high-side. ETCS-i 2JZ-GTE (some Aristo/VVTi) needs the H-bridge for DBW and loses the stepper — F7 still covers it.
- Cylinders: 6
- Displacement: 2997 cc
- Firing order: 1-5-3-6-2-4
- Orientation: Cylinder 1 at the front of the engine (timing-belt end).
Variants
| Variant | Years | Trigger | Notes |
|---|---|---|---|
| 2JZ-GTE non-VVT-i | 1993–1998 JDM / 1993–1998 US | 12-tooth crank + 1-tooth cam | Sequential twin turbos (JDM), CT12A twins or single aftermarket. Direct-fire on early, 8.5:1. Stepper idle. Cable throttle. |
| 2JZ-GTE VVT-i | 1997–2002 | 36-2 crank + 3-tooth cam | VVT-i intake. Waste-spark on some, COP on others. A few ETCS-i. Sequential twins on JDM Aristo. |
| 2JZ-GE | 1991–2000 | 12-tooth, later 36-2 + VVT-i | NA. Distributor on early GE, COP/waste-spark later. |
| 1JZ-GTE | 1990–2007 | Same families as 2JZ at 2492 cc | Treat as a 2JZ with 2.5 L required-fuel. VVT-i from ~1996. See the 1JZ note. |
Recommended pin assignment (Race Core F7)
| Pin | TunerStudio | Function |
|---|---|---|
| B5 / B13 | VR 1+ / VR 1− | Crank VR |
| B4 / B12 | VR 2+ / VR 2− | Cam VR |
| A3 | Lowside 1 | Injector cylinder 1 |
| A15 | Lowside 2 | Injector cylinder 2 |
| A4 | Lowside 3 | Injector cylinder 3 |
| A16 | Lowside 4 | Injector cylinder 4 |
| A5 | Lowside 5 | Injector cylinder 5 |
| A6 | Lowside 6 | Injector cylinder 6 |
| A35 | Ign 1 | Cyl 1 logic coil |
| A34 | Ign 2 | Cyl 2 logic coil |
| A22 | Ign 3 | Cyl 3 logic coil |
| A33 | Ign 4 | Cyl 4 logic coil |
| A32 | Ign 5 | Cyl 5 logic coil |
| A31 | Ign 6 | Cyl 6 logic coil |
| C20 | Analog Temp 3 | CLT |
| C30 | Analog Temp 2 | IAT |
| C13 | Analog Volt 1 | MAP 0–5 V |
| C24 | Analog Volt 2 | TPS 1 |
| C34 | Knock 1 | Knock bank 1 |
| C35 | Knock 2 | Knock bank 2 |
| A20 | Lowside 10 | Fuel-pump relay coil |
| A21 | Lowside 12 | Main-relay coil |
| A12 | Lowside 15 | Radiator-fan relay coil |
| B7/B6 + B15/B8 | ETB 1 ± / ETB 2 ± | OEM 6-wire stepper (non-ETCS-i) |
| A2 | Highside 1 | VVT-i OCV (intake) |
| A14 | Highside 4 | Boost solenoid (single-turbo or sequential pre-control) |
| B17 / B16 | CAN 1 H / L | Dash / wideband |
| B18 | Battery Sense | Ignition-switched 12 V (5 A fuse) |
| B23 | +12 V MR | Main-relay 12 V into ECU |
| A17 A18 A24 B14 B19 B20 | Power GND | Engine block → battery − |
Trigger
Non-VVT-i JZ: 12-tooth crank, no missing tooth, cam required for sequential. rusEFI wheel type 12-tooth crank; cam as single-tooth / VVT input. VVT-i: 36-2 crank, cam decoder VVT Toyota 3-tooth (the 2JZ one). Wiki starting offset for the 12-tooth JZ is 65° — confirm with a light.
Crank
| Non-VVT-i | 12-tooth VR on the crank pulley / timing-cover NE sensor. |
| VVT-i | 36-2 VR. Missing-tooth at a known TDC; do not describe this as a 12-tooth. |
| Wiring | NE → VR 1 (B5/B13). Shield at ECU. |
Cam
| Non-VVT-i | G2 single tooth, VR. Sequential and cylinder ID. |
| VVT-i | 3 evenly spaced teeth. TunerStudio: VVT Toyota 3-tooth (TT_VVT_TOYOTA_3_TOOTH). Not the UZ decoder. |
| Wiring | G2 → VR 2 (B4/B12) or Hall on Digital 2 if converted. |
TunerStudio
| Setting | Value |
|---|---|
| Trigger / wheel type | 12-tooth crank + single-tooth cam —or— 36-2 + VVT Toyota 3-tooth |
| Use only rising edge | Yes on MAX992x VR (typical) |
| Invert primary | No — swap VR+ / VR− first if the gap is inverted |
| Cam as VVT input | Yes when the cam is used for sequential or VVT |
| Firing order | 1-5-3-6-2-4 |
| Trigger offset (starting) | 12-tooth JZ often ~65°. VVT-i 36-2 is different — always light it. |
Offset: Fixed 10°, light on cylinder 1 (front). 65° is a 12-tooth rumour, not a religion.
- A 2JZ with an aftermarket 36-1 crank trigger (HTA, Radium, etc.) is just a 36-1 + cam. Do not keep the 12-tooth decoder.
- ETCS-i cars still use the same crank/cam; DBW is a throttle problem, not a trigger problem.
Injection
High-Z on most JZ. Some very early 1JZ used low-Z with a resistor box — if you see a six-pack resistor, either keep it or fit high-Z injectors.
| OEM GTE | 440 cc/min high-Z is the usual US/JDM GTE number at OEM pressure. Confirm. |
| Mode | Sequential, six drivers. Staged secondaries on a built motor use Lowside 7–12 (A7, A19, A8, A20, A9, A21 — re-home pump/main if you steal those pins). |
| Fuel system | Return-style with a rising-rate or 1:1 manifold-referenced regulator. The OEM in-tank pump is the first thing to replace on a single-turbo conversion. |
Ignition
Smart COP (1ZZ, LS truck, R8 coils) on Ign 1–6 is the swap default. Factory igniters want a 5 V logic signal on most JZ — confirm the igniter; a dumb coil on a logic pin dies.
| COP | Ign 1–6 by cylinder number. Dwell 2.0–2.5 ms. |
| Waste spark (some VVT-i) | Pair 1-6, 2-5, 3-4. Possible, not preferred. |
| Knock | Two resonant sensors, front three and rear three. OEM sensors are optimistic on a built motor. |
Idle
OEM is a 6-wire bipolar stepper in the throttle body. Same H-bridge pairing as the 1UZ. ETCS-i variants use DBW and no stepper.
First start
- Load the matching variant configuration in TunerStudio before the harness is live — injectors and coils stay disconnected until the decoder is confirmed.
- Fuel pump fuse out. Coils unplugged or spark outputs disabled. Crank. Open Diagnostics → composite / high-speed logger.
- Confirm crank teeth are even, the missing-tooth (or named pattern) is a single clean gap, and cam is one pulse per two crank revolutions for sequential four-stroke.
- RPM during cranking should sit in the 150–350 rpm band. 0 rpm or 12,000 rpm means the decoder is lost — polarity or wheel type, not offset.
- Lock timing to a fixed 10° (idle control off). Timing light on cylinder 1. Change trigger offset until the damper agrees with 10°.
- Recheck at ~3,000 rpm. If timing walks with RPM, it is VR polarity, a delayed Hall, or the wrong decoder — not offset.
- Enable spark. Confirm a healthy burn (timing light or plug colour) with fuel still disabled.
- Enable fuel. Prime, then crank. Catch the first idle on a rich-safe VE, then lean toward stoich at idle.
- Only then enable closed-loop idle, VVT, boost and traction. A base map is a starting point, not a dyno tune.
A base map is a starting point, not a dyno tune.