The 1.5jz is just a replacement for a 1jz when they blow up. They aren't better than a 2jz, but when you have rod knock or Main knock from your 1jz, a 2jz is an instant upgrade in torque
@@pixeldoge7013 very true. Most people don't keep the stock twins, having to get another manifold and potentially change charge pipe and wastegate and downpipe sucks
For me, it’s about that Yamaha badge on the head. My MR2 Turbo and my Celica Turbo both have Yamaha cylinder heads and my SC has one, too. Just bought a brand new 2JZ-GTE bottom end from Toyota and I’m looking forward to the extra displacement to lower the power band.
I live in Thailand and 1JZs and 2JZs are a dime a dozen here. You can get every variation of JZ at reasonable prices, and they are commonly swapped into BMWs, and Nissan Cefiros. The 2JZ-GTEs are getting expensive here now. Here in Thailand they don't call it a 1.5JZ they call it 3JZ, which confused the hell out of me at first. The draw here is if you have a nice 1JZ setup with a single turbo, stand alone, etc... with a blown up bottom end, you can just throw in a 2JZ-GE block (maybe change the pistons) and keep your current turbo and electronics without too much effort and money. Then you get a nice torque upgrade as well. Also, just a clarification as the video didn't state it clearly. The 2JZ-GE non vvti has the same rods as the GTE block. The pistons however are not the same, and the GE ones are weaker. The 2JZ-GE vvti has thinner and much weaker rods. Something to consider if you want to go down the path of building a vvti setup with high boost. You can commonly find 2JZ-GE non vvti rods for sale cheap enough. Then throw a set of 9.0 : 1 forged pistons in there and you've got a solid platform on a reasonable budget to make some power.
The best thing you can do to a 1JZ, is to install a 2JZ GE head, and make it into a 1.2JZ. -Short stroke, high flow head, 11,000rpm, 10:1 compression ratio, 800-1000hp.
@@headgames I have a friend with the rev limiter turned down to 10,500rpm on his 1.2jz. It’s on a Datsun as well. He is making low 800whp. I believe Drift Motion was building a 1.2jz Supra with those specs: 10k rpm, 10:1 CR, 1000whp. I don’t know what happened to that project.
headgames isn't talking about a stock cam. He's talking about a cam that's for the 1k hp range won't flow at 11k. You need a bigger cam rated for more power to make hp at those revs. Could you rev it to 11k while making peak 1khp? Sure but the power is going to be diving hard after 9500 where that 1k cam is going to run out if breath.
Over sized valves and an exhaust port would be awesome! To see on next video. You nailed it. On your points for the most part here! I encourage people to watch the whole video!
I also have heard that the VG ports are vastly superior to the 2j ports and that the 6g72 ports are as capable as the 4g63 ports…while we have all seen what the Aussies are doing with the RB26 heads…they swear it’s better than the 2J…I just think it would be interesting to see where they actually stand…
Hi Dave, I have a 1.5JZ in SC300 because the top end is from a Soarer. Switching the head to a 2JZ GTE VVTI is the goal, but the problem is the manifolds, and valve covers need to be swapped as well. If you’ve already got a 1JZ head, it makes the most sense to stick with it. Parts availability for the GE also seems to be a problem.
@@headgames it’s not necessarily that parts aren’t available for the GE, it’s just that so many were made for the GTE and GTE VVTI that the options aren’t nearly as plentiful. Switching the manifolds also probably means custom exhaust modifications (down pipe and dump pipe). I’m sure there’s a few more parts that aren’t the same or require modification as well. This sort of thing gets expensive quickly…. Toyota got a little carried away with all the different cylinder heads and manifolds during the JZ production run, there’s nothing wrong with the GE or GTE heads and manifolds, they should have just stuck with one for everything. I’m planning on buying an aristo for whenever I do the swap just to butcher parts from it. Thanks for the great video Dave!
I think another popular reason people put 1J heads on a GE block is so they can eliminate the fugly over the head intake that comes on the GE’s. Obviously I’m talking about IS owners that aren’t looking for record numbers. Hell I’ve considered it myself, but after watching this I will be going a different route, great video!
Literally same here bro. Im seeing my options rn but I just found that the 2jzgte vvti valve covers fit on GE head with the exception of one bolt on the exhaust side. But I guess ppl run without it fine. Saw it on supraforums. Im building a is3 na-t only to 350 hp, cuz that’s all my w55 can handle. So I want a stock gte look lol
Hi Dave, I've been a Honda guy my whole life. I've always felt the JZ heads sucked for airflow, obviously coming from the B series and K series, where they flow wonderfully. That being said I have a 1jz gte non vvti and this video was an eye-opener. I haven't put the work in yet but was aiming for 550 ish whp which seems to be easily doable. Thank you for this informative video.
So because of the port location, the 2jz will always be better. Absolutely right about having your port straight as possible because it will need less boost to make power because of flow. No restrictions on flow. 1jz needs to make more boost to make more power than the 2jz because of the exhaust flow.
Makes sense to me to swap a 2JZ short block under the 1JZ head you already have set up, if you're not going for massive power. You already have EVERYTHING plumbed and rigged. A swap to a 2JZ head means a lot of replumbing that's unnecessary in many cases.
For me, it’s about that Yamaha badge on the head. My MR2 Turbo and my Celica Turbo both have Yamaha cylinder heads and my SC has one, too. Just bought a brand new 2JZ-GTE bottom end from Toyota and I’m looking forward to the extra displacement to lower the power band.
Exhaust note is the reason lol. They are also more considered an upgrade to a 1JZ, rather than a good idea for a 2JZ build. Most guys have a 1JZ to start with, and swapping the short block only, keeps the package and most bolt ons, wiring etc the same
Less volume for the exhaust gas to compress to spool the turbo, the only theory I see why the exhaust port would be smaller, also the exhaust ports aren't as important as the intake, overall great study!
Exhaust port is very important. I agree they make it small and it will spool that turbo fast. Also shows how important it is. It’s limiting power the power of an engine or changing how power is made.
@@headgames but overall not quite sure I understand as I am seeing this video again, I think you got it wrong, it's the 2JZ head on the 1JZ block... By what you are showing you can already see why people put 2JZ heads on 1JZ, combining that with a shorter stroke bigger bore is an engine that naturally handle higher rpms better, it's the best of both combined basically...
1JZ is oversquare so that might be why they made the exhaust ports smaller to increase low end torque, that's why people say the RB25 is a better engine because it is square it makes more low to mid range torque
Cost and ease of access (at the time 1.5J was popular) is the main reason people use a 1JZ head. No idea where the "it flows more" came from, but this was tested on a flow bench a decade+ ago on the forums
I remember reading that toyota changed the head design on vvti 1jz vs non vvti. They made the exhaust ports smaller for low end torque. Might want to check out a non vvti 1jz. I know the non vvti 1jz's did not have any low end grunt.
1JZ turbo sounds the best out of all versions in my opinion. Something about 2.5 liters just sounds good. Probably why a lot of people like the RB 26. No one says the 4 liter Barra sounds the best so their is something to be said about lower displacement inline 6 turbos.
Would love to one your ported engines compared to these stock ones. I can agree that a 1jz sounds better but not as good as a rb they take the crown. Most drift cars in Australia have moved over to the 1jz as you beat on it for seasons and reliable as.
Been saying the same things for a very long time 😂 I think the major draw card of the 1.5jz is that it’s a special buzz word name, they used to cheap cheap here in Aus so a lot of people built them or wanted to build them
I want to build a 1.2 JZ. A 1JZ bottom end with a 2JZ head. You’d get an engine that’s capable of raving higher with a shorter stroke, you could use 2JZ pistons and have more intake and exhaust manifold options. It’d essentially be a 2.5 2JZ and I’m convinced that would make 2JZ HP with 1JZ torque saving drive train parts.
Excellent video. My only concern with the 2jz-ge platform is ive looked and looked, but it seems like the only option to find a piston in 4032 that get an 8.5-9:1 compression ratio is going custom. Those aint cheap. Plenty of 10:1 options, but e85 is off the table for me.
@@headgames yeah that's the problem I'm getting at. Even with the thicker GTE gasket, and a piston that WOULD deliver an 8.5:1 ratio in a GTE, you'll still be up in the 9s with a GE head, except now you've screwed up quench pad clearances and have insufficient squish.
Hey Dave great content as usual, so what do you think of putting a 2jz GE VVTI cylinder head on a built 1jz gte bottom end to offset the power potential just because you wanna keep weight and cc’s down. Can this work then I’m strongly thinking about it as I already have the complete engine in my mk2 Supra, and may think of reaching 800-1000 bhp reliably and safely with a bit of headroom maybe. 🤔
It’s because the Honda K series of engines are arguably one of the best flowing engines in the world and they’re 2.0 and 2.4 respectively, I’m 1JZ 2.5 with a headgames built head and a real street bottom end I will safely have the headroom I need then. 😊❤I love an overbuilt performance engine with safe headroom and reliability, rather low strung engine with high reliability
Nice to see actual real numbers get further public exposure! I don’t think you were too negative towards it, just stating visual facts. We made 1100hp at the hubs with a 1.5jz/7975/powerglide combo at 36psi. For which we are currently swapping to an 8082. So I certainly think that they have their place up to/around 1000hp if you already have all the supporting hardware in place and don’t want to change it all out. In saying that, we also have a 2JZ-GE head being built for the aforementioned engine when we want to step up to a proper sized turbo and actually go fast. 😅
@@headgames we didn’t have a back pressure sensor with the old turbo. We have since put that sensor in though so I will be able to give some more insight into that data once we get it going! I’m also very interested to see!
Hi there. I'm a JDM "tuner" who started building carb-turbo engines here in Japan starting around 1987, and still do stuff on the side to this day...although we've moved from carburetors to Motec, Haltech, etc... Anyway, I didn't watch the whole video (apologies), but I have answers for you. At first, it was a few people who already had a set-up 1J, and put a stock 2J block under it for the increased stroke. Some people saw this, and the rumors of the 1.5J being some kind of serious thing that made more power than just swapping in a whole 2J took off. Then the weaboos got ahold of it, and it became some kind of legend that was built with JDM Takumi fairy magic. Keep in mind that these are the same people who think parody like The Fast and the Furious (I only saw half of the first one) is a documentary. Anyway...long story short... It started with a few dudes trying to get some low buck (yen) performance gain, and ended with the popularity it has (had) for the same reason the FNF movie franchise did so well...because there are a lot of really fucking stupid people in the world.
Hey have you done anything with the Mitsubishi g54b or the 4g54. Its a 2.6 inline 4 that is in my carbureted Mitsubishi Mighty Max, but if you have heard or done anything with these engines let me know id love to hear about it!
This is a very interesting comparison and interesting argument/debate. I personally built my 1.5j purely for parts availability. My 1jz head already has cams, springs and over sized valves and manifolds custom made for my setup and I grenaded the bottom end. Made the poor man's stroker motor a really viable setup for me. Allows me to use the extra capacity for a larger turbo. My current setup is over 1200hp. If you look at Goleby over in Australia they have consistently made well over 1200-1500hp or more out of 1jz gte engines complete. It's not rocket science it's been tried and tested time and time again. The vvti stuff is awesome because it allows you to move the power band easier but realistically most jz heads (1 and 2jz) making power are stock ports anyway.
I see that the spacing on the water cooling ports are different on the Cyl head deck, I don't have Toyota engines, but out of curiosity, are block or cylinder head gaskets modifications needed with these different water port locations and shapes?
Obviously more flow= more power. My question is, with a more zesty street setup, does that port size play into exhaust velocity and by extension boost lag? Smaller port- higher exhuast velocity- boost coming in earlier?
@@headgames heres one of David Vizards vids on his "polyquad" design. Two different size intakes will greatly enhance swirl. ruclips.net/video/-vY5Z3nCJLQ/видео.htmlsi=n2wRzBDjO62E7hSx If you havent heard of david, it'd be a surprise.
Would the 1JZ hold a higher exhaust gas velocity. Was thinking, if the intake flow was the same for both vehicles. The gas would need to go somewhere, so in theory would the movement of the away from the cylinder gas be more rapid for the 1jz? or is it neglegiable because flow>pressure?
Would not the smaller ports give more air speed and quicker spool in the low end? If this is the case, it would it the more ideal head for sub 600hp no?
I think mainly the reason that these swaps are done are for cost.. for a budget turbo for the longest time was parts availability and cost. when you wanted to boost your old thick rod 2jz SC300 or GS300 you could swap in the Non VVT 1JZ head as it was already single turbo with a forward facing intake and most of the sensors were plug and play. Now most of the thick rod 2j's have disappeared and you have to build a bottom end anyway, plus there are tons of ebay turbo manifolds and forward facing intakes for the GE heads so why wouldn't you build a 2jzge-nat?
1Js were cheap.for less than 1500, you had a complete powertrain with ecu. Way more affordable than trying to boost a GE. Now that a swap goes for 3500, a 1500 GE is viable option.
I'm just here planning what u might want to do with my mk2 supra. But I think I still want that 1j head for the sound. I only really want between 300-450 hp though 😌
Thats a 1j VVTI head and it does have smaller exhaust ports compared to the NON VVTI. I think it has something to do with vvti and spool for low end trq. Idk much but what im getting is a stock is300 block with gte rods and pistons can be a beast?
the vvti and non vvti have similar sized ports and flow very close to each other. We have a video showing all of it coming up soon! Stock IS300 block, and head with GTE rod and piston would be what I would want.
High HP drag race or drift machine..2jz hands down. Street race and 500-600hp machine? 1jz more than enough plus the crowd loves 1jz screamer sound LOL..
can you do a video on intake valve to exhaust valve ratio and what is your opinion. the 1 jz intake valve to exhaust valve is close in size but the 2 jz is far apart. can you give any insight to this as the advantage why toyota went this route
to be honest, I try my best to either say I don't know, preach what I do know and don't get into theories of why someone did something. Unless it is just really really dumb, I question it lol. The smaller valve doesn't really hurt flow it seems. We just machined a 1JZ for 2JZ intake valve for a upcoming video, see what it does.
If you have a 1JZ head, you're better off picking a turbo that's efficient for the RPM range your cams are optimized to, and simply enjoy the darn engine. That's why I have a naturally aspirated LS. It's a pickup truck, not a top fuel car, so I'm not trying to win the world. I want to build a 1.5JZ with a single G40 turbo in a replica of a 1930's race car, but with A-arm suspension. From 14PSI to 18 PSI, and a good cam choice, it should sound cool, rev to 6000-7000 RPM and be an enjoyable thing. People, you can't get overly competitive.
@@headgames not interchangeable but the fact that the engine is better than the other. Obviously the HG issue on 7m but if the flow of the head vs 1jz is far better or worse basically skipping all together and doing a 2jz swap.
i have a toyota aristo that’s available in 2jz-gte or 2jz-ge. i was only 17 so could only afford to get the 2jz-ge do you think with the 2jz-gte engine prices it’s worth me just buying another aristo but this time with the 2jz-gte?
What would happen if you just opened up the exhaust ports on a 1jz head? I suspect that toyota deliberately kept them small to improve spool at low rpms.
its true the 1jz does not flow as much as the 2jz but the 1jz non vvti head flows more on the exhaust side than the 1jzvvti. we have a 1jz non vvti making 1300hp, the 1jz vvti exhaust port is way too small imo
Genuine reason why people like the 1.5jz is because 1jz sounds better than 2jz, so 1.5jz gives it the 1jz sound. The other reason being The Internet. There is no gain from it, its a ridiculous conversion. 2jz with 2jz head make bigger power and thats why you see big power drag/drift cars are majority 2jz not 1.5jz or 1jz The internet does strange things to some people.
@@thecookeman was more joking, I have a 1.5jz with a big single and 272 cams. Videos on the internet don’t do the sound justice anyways. One thing is for sure 1.5jz sounds better than a 2jz. Not saying it is the better route by any means.. but makes a beautiful song. Cool to see the info from this video tho!
They are pretty much the same! The intake manifolds are the same, but the exhaust side is different. The exhaust side of a 1jz non vvti is very similar to the 2jz GTE.
Bro are you SERIOUS bro the two jay made ONE THOUSAND stock Horsepower and 10,000 is not a lot these days when you can make 100,000 with a two jay with forged pistons, rods and an ARP headstud
@@headgames no, I have a 650ish wheel horsepower 7m and just curious how a 7mgte head flows VS a 1jz head. I thought about going 1.5 until I saw your video.
Why? Because the 2JZ that everybody really wants is bonkers expensive and unobtainium unless you're loaded. That's litterly 98% of the reason (the other 2 percent being contrarians). Blah blah blah justifucation justification, put 100 1jz/1.5jz/2jz in a room and set them at the same price and availability and you'll sell 98 2JZ before anything else.
Did you watch the video? I debunked that whole price thing. Totally not true with my head choice. You can buy a whole 2JZ GE long block for what 1JZ head goes for.
that is going to be very misleading for somebody who doesn't know enough about cams, 1jz and 2jz cams have to be reground to match. You can't just put 2jz cams on a 1jz head or vice versa
@@headgames 2jz cams have to be machined to be used in a 1jz. In other words you can not just take 2jz cams and put them in a 1jz or a vice versa. Even aftermarket cams say "1jz or 2jz, " not 1jz and 2jz"..
![Twenty One Pilots - “The Line” (from Arcane Season 2) [Official Music Video]](http://i.ytimg.com/vi/E2Rj2gQAyPA/mqdefault.jpg)
The 1.5jz is just a replacement for a 1jz when they blow up. They aren't better than a 2jz, but when you have rod knock or Main knock from your 1jz, a 2jz is an instant upgrade in torque
I thought another reason is for when you already have an upgraded turbo setup on your 1j and don't want to buy it again.
@@pixeldoge7013 very true. Most people don't keep the stock twins, having to get another manifold and potentially change charge pipe and wastegate and downpipe sucks
For me, it’s about that Yamaha badge on the head. My MR2 Turbo and my Celica Turbo both have Yamaha cylinder heads and my SC has one, too.
Just bought a brand new 2JZ-GTE bottom end from Toyota and I’m looking forward to the extra displacement to lower the power band.
I was blown away when I ordered a header flange for my 1J and when it showed up I thought the holes were cut wrong. Nope, they are that small lol.
the smaller 1j port helps the sound
Definitely sound good
I live in Thailand and 1JZs and 2JZs are a dime a dozen here. You can get every variation of JZ at reasonable prices, and they are commonly swapped into BMWs, and Nissan Cefiros. The 2JZ-GTEs are getting expensive here now.
Here in Thailand they don't call it a 1.5JZ they call it 3JZ, which confused the hell out of me at first. The draw here is if you have a nice 1JZ setup with a single turbo, stand alone, etc... with a blown up bottom end, you can just throw in a 2JZ-GE block (maybe change the pistons) and keep your current turbo and electronics without too much effort and money. Then you get a nice torque upgrade as well.
Also, just a clarification as the video didn't state it clearly. The 2JZ-GE non vvti has the same rods as the GTE block. The pistons however are not the same, and the GE ones are weaker. The 2JZ-GE vvti has thinner and much weaker rods. Something to consider if you want to go down the path of building a vvti setup with high boost. You can commonly find 2JZ-GE non vvti rods for sale cheap enough. Then throw a set of 9.0 : 1 forged pistons in there and you've got a solid platform on a reasonable budget to make some power.
I feel like VE can answer most questions when comparing engines. Would love a video on this topic specifically.
Great suggestion! But we do cylinder heads, so we only compare them.
The best thing you can do to a 1JZ, is to install a 2JZ GE head, and make it into a 1.2JZ.
-Short stroke, high flow head, 11,000rpm, 10:1 compression ratio, 800-1000hp.
I like it all but no way 11k. Would be cool, but it isn't making power up there with a cam that is good for 1kwhp. Maybe 8500rpm-9k
@@headgames I have a friend with the rev limiter turned down to 10,500rpm on his 1.2jz. It’s on a Datsun as well. He is making low 800whp. I believe Drift Motion was building a 1.2jz Supra with those specs: 10k rpm, 10:1 CR, 1000whp. I don’t know what happened to that project.
@@devil2jz500he doesn’t have stock cams. And I doubt even with a built head he’s doing over 10k
@@ssjdavid obviously no stock cams will get you to 10k rpm
headgames isn't talking about a stock cam. He's talking about a cam that's for the 1k hp range won't flow at 11k. You need a bigger cam rated for more power to make hp at those revs. Could you rev it to 11k while making peak 1khp? Sure but the power is going to be diving hard after 9500 where that 1k cam is going to run out if breath.
Over sized valves and an exhaust port would be awesome! To see on next video. You nailed it. On your points for the most part here! I encourage people to watch the whole video!
Would be interesting to see a video on the comparison of the 90’s Japanese ports…
RB26 vs 2JZ vs VG30 vs 6g72 vs 4G63 vs 3S vs SR vs B-series
wow! That would be a LONG vid!
@@headgames make it a series! Pls and thank you
I also have heard that the VG ports are vastly superior to the 2j ports and that the 6g72 ports are as capable as the 4g63 ports…while we have all seen what the Aussies are doing with the RB26 heads…they swear it’s better than the 2J…I just think it would be interesting to see where they actually stand…
Hi Dave, I have a 1.5JZ in SC300 because the top end is from a Soarer. Switching the head to a 2JZ GTE VVTI is the goal, but the problem is the manifolds, and valve covers need to be swapped as well. If you’ve already got a 1JZ head, it makes the most sense to stick with it. Parts availability for the GE also seems to be a problem.
Valve covers! I didn’t even think about that, they are a bunch of money for the 2j. But, what parts are not available or hard to get for the ge vvti?
@@headgames it’s not necessarily that parts aren’t available for the GE, it’s just that so many were made for the GTE and GTE VVTI that the options aren’t nearly as plentiful. Switching the manifolds also probably means custom exhaust modifications (down pipe and dump pipe). I’m sure there’s a few more parts that aren’t the same or require modification as well. This sort of thing gets expensive quickly…. Toyota got a little carried away with all the different cylinder heads and manifolds during the JZ production run, there’s nothing wrong with the GE or GTE heads and manifolds, they should have just stuck with one for everything.
I’m planning on buying an aristo for whenever I do the swap just to butcher parts from it.
Thanks for the great video Dave!
GE VVTI engines are littering the junkyards near me.
@@pdubownerwhere at? Lol
@@madkas14 Northern California pick n pulls.
I think another popular reason people put 1J heads on a GE block is so they can eliminate the fugly over the head intake that comes on the GE’s. Obviously I’m talking about IS owners that aren’t looking for record numbers. Hell I’ve considered it myself, but after watching this I will be going a different route, great video!
Literally same here bro. Im seeing my options rn but I just found that the 2jzgte vvti valve covers fit on GE head with the exception of one bolt on the exhaust side. But I guess ppl run without it fine. Saw it on supraforums. Im building a is3 na-t only to 350 hp, cuz that’s all my w55 can handle. So I want a stock gte look lol
Hi Dave, I've been a Honda guy my whole life. I've always felt the JZ heads sucked for airflow, obviously coming from the B series and K series, where they flow wonderfully. That being said I have a 1jz gte non vvti and this video was an eye-opener. I haven't put the work in yet but was aiming for 550 ish whp which seems to be easily doable. Thank you for this informative video.
Glad I could help! 550 is easy!
Can make way over 550 even with a stock head...
So because of the port location, the 2jz will always be better. Absolutely right about having your port straight as possible because it will need less boost to make power because of flow. No restrictions on flow. 1jz needs to make more boost to make more power than the 2jz because of the exhaust flow.
I done big exhaust port work on the 1jz vvti head last year on a 2jz bottom end made 1030hp on 6870
on a dynojet lol. a 6870 cant actually make 1000 wheel on a real dyno.
Made 905whp 12% gearbox loss 1025hp
Still a ton for that head. I wonder what the back pressure was like
i love the 1jz for the sound and its designed by yamaha so it definately has a stamp of approval 💪🏾
Makes sense to me to swap a 2JZ short block under the 1JZ head you already have set up, if you're not going for massive power. You already have EVERYTHING plumbed and rigged. A swap to a 2JZ head means a lot of replumbing that's unnecessary in many cases.
For me, it’s about that Yamaha badge on the head. My MR2 Turbo and my Celica Turbo both have Yamaha cylinder heads and my SC has one, too.
Just bought a brand new 2JZ-GTE bottom end from Toyota and I’m looking forward to the extra displacement to lower the power band.
Exhaust note is the reason lol. They are also more considered an upgrade to a 1JZ, rather than a good idea for a 2JZ build. Most guys have a 1JZ to start with, and swapping the short block only, keeps the package and most bolt ons, wiring etc the same
Less volume for the exhaust gas to compress to spool the turbo, the only theory I see why the exhaust port would be smaller, also the exhaust ports aren't as important as the intake, overall great study!
Exhaust port is very important. I agree they make it small and it will spool that turbo fast. Also shows how important it is. It’s limiting power the power of an engine or changing how power is made.
@@headgames but overall not quite sure I understand as I am seeing this video again, I think you got it wrong, it's the 2JZ head on the 1JZ block... By what you are showing you can already see why people put 2JZ heads on 1JZ, combining that with a shorter stroke bigger bore is an engine that naturally handle higher rpms better, it's the best of both combined basically...
@@dhrida5518 I don’t think we have ever had a customer do that
1JZ is oversquare so that might be why they made the exhaust ports smaller to increase low end torque, that's why people say the RB25 is a better engine because it is square it makes more low to mid range torque
lovely, can't wait to see the results
Cost and ease of access (at the time 1.5J was popular) is the main reason people use a 1JZ head. No idea where the "it flows more" came from, but this was tested on a flow bench a decade+ ago on the forums
definitely doesn't flow more. I think my choice of 2JZ GE VVTI head is much more plentiful too.
I remember reading that toyota changed the head design on vvti 1jz vs non vvti. They made the exhaust ports smaller for low end torque. Might want to check out a non vvti 1jz. I know the non vvti 1jz's did not have any low end grunt.
I’m going to look into this
@@headgames Was just about to ask the same question. Have a non-vvti + kelford cams + G30 build on the way.
Idk why so many people think stroke is what makes an engine rev higher. It's the vaule train that determines if it will rev.
My reason was cause i simply blew the bottom end and there was a cheap 2jz short block available that i could throw it all onto
Because I can have a fully forged 1.5jz for the price of a used stock 2jz. Thats why.
A stock GE long block is not cheaper than a fully forged 1.5jz and you’re still putting the same amount of money in all of it.
Sound is the biggest reason to run a 1jz head
1JZ turbo sounds the best out of all versions in my opinion. Something about 2.5 liters just sounds good. Probably why a lot of people like the RB 26. No one says the 4 liter Barra sounds the best so their is something to be said about lower displacement inline 6 turbos.
Would love to one your ported engines compared to these stock ones.
I can agree that a 1jz sounds better but not as good as a rb they take the crown. Most drift cars in Australia have moved over to the 1jz as you beat on it for seasons and reliable as.
Never get tired of anything JZ
Been saying the same things for a very long time 😂 I think the major draw card of the 1.5jz is that it’s a special buzz word name, they used to cheap cheap here in Aus so a lot of people built them or wanted to build them
I want to build a 1.2 JZ. A 1JZ bottom end with a 2JZ head. You’d get an engine that’s capable of raving higher with a shorter stroke, you could use 2JZ pistons and have more intake and exhaust manifold options. It’d essentially be a 2.5 2JZ and I’m convinced that would make 2JZ HP with 1JZ torque saving drive train parts.
Excellent video. My only concern with the 2jz-ge platform is ive looked and looked, but it seems like the only option to find a piston in 4032 that get an 8.5-9:1 compression ratio is going custom. Those aint cheap. Plenty of 10:1 options, but e85 is off the table for me.
I haven't looked but I would think the smaller chamber of the GE would help get a decent compression from a off the shelf GTE piston.
@@headgames yeah that's the problem I'm getting at. Even with the thicker GTE gasket, and a piston that WOULD deliver an 8.5:1 ratio in a GTE, you'll still be up in the 9s with a GE head, except now you've screwed up quench pad clearances and have insufficient squish.
Hey Dave great content as usual, so what do you think of putting a 2jz GE VVTI cylinder head on a built 1jz gte bottom end to offset the power potential just because you wanna keep weight and cc’s down. Can this work then I’m strongly thinking about it as I already have the complete engine in my mk2 Supra, and may think of reaching 800-1000 bhp reliably and safely with a bit of headroom maybe. 🤔
Hey! For 800bhp you could stick with the 1jz. That’s like 600whp about. But if you want something with headroom certainly a better head would do it.
It’s because the Honda K series of engines are arguably one of the best flowing engines in the world and they’re 2.0 and 2.4 respectively, I’m 1JZ 2.5 with a headgames built head and a real street bottom end I will safely have the headroom I need then. 😊❤I love an overbuilt performance engine with safe headroom and reliability, rather low strung engine with high reliability
For fun flow bench a 7mgte to see how far the jz improves things... if they even did with the 1jz
1jz vs 7m? That’s what you mean?
Need to do a flow bench test with non vvti 1jz head next.
I didn't know there was a difference but I will work on that
Nice to see actual real numbers get further public exposure! I don’t think you were too negative towards it, just stating visual facts.
We made 1100hp at the hubs with a 1.5jz/7975/powerglide combo at 36psi. For which we are currently swapping to an 8082.
So I certainly think that they have their place up to/around 1000hp if you already have all the supporting hardware in place and don’t want to change it all out.
In saying that, we also have a 2JZ-GE head being built for the aforementioned engine when we want to step up to a proper sized turbo and actually go fast. 😅
I love the feedback! Thank you! So did y’all look at back pressure? So curious what happens with that port at 35-40psi
@@headgames we didn’t have a back pressure sensor with the old turbo. We have since put that sensor in though so I will be able to give some more insight into that data once we get it going! I’m also very interested to see!
If you remember, comment on any video that info
@@headgames How could you measure the back pressure in the port?
Hi there. I'm a JDM "tuner" who started building carb-turbo engines here in Japan starting around 1987, and still do stuff on the side to this day...although we've moved from carburetors to Motec, Haltech, etc...
Anyway, I didn't watch the whole video (apologies), but I have answers for you. At first, it was a few people who already had a set-up 1J, and put a stock 2J block under it for the increased stroke. Some people saw this, and the rumors of the 1.5J being some kind of serious thing that made more power than just swapping in a whole 2J took off.
Then the weaboos got ahold of it, and it became some kind of legend that was built with JDM Takumi fairy magic. Keep in mind that these are the same people who think parody like The Fast and the Furious (I only saw half of the first one) is a documentary.
Anyway...long story short... It started with a few dudes trying to get some low buck (yen) performance gain, and ended with the popularity it has (had) for the same reason the FNF movie franchise did so well...because there are a lot of really fucking stupid people in the world.
hahaha great take on what went down. Sounds like the way religion was born.
Hey have you done anything with the Mitsubishi g54b or the 4g54. Its a 2.6 inline 4 that is in my carbureted Mitsubishi Mighty Max, but if you have heard or done anything with these engines let me know id love to hear about it!
@@magrat3247 Nope. I've only built a handful of 4G63 Evo engines. I'm a Toyota and Nissan guy.
@@FPSRepair ahhh rats ive been looking for things to do with my engine but it doesn't seem worth been thinking of swapping to a 4g63
What 1J head did you use? I’m interested to know if there’s any difference between the non vvti and vvti 🤔👍
This is a very interesting comparison and interesting argument/debate. I personally built my 1.5j purely for parts availability. My 1jz head already has cams, springs and over sized valves and manifolds custom made for my setup and I grenaded the bottom end. Made the poor man's stroker motor a really viable setup for me. Allows me to use the extra capacity for a larger turbo. My current setup is over 1200hp. If you look at Goleby over in Australia they have consistently made well over 1200-1500hp or more out of 1jz gte engines complete. It's not rocket science it's been tried and tested time and time again. The vvti stuff is awesome because it allows you to move the power band easier but realistically most jz heads (1 and 2jz) making power are stock ports anyway.
Try the non vvti 1jz version.
I see that the spacing on the water cooling ports are different on the Cyl head deck, I don't have Toyota engines, but out of curiosity, are block or cylinder head gaskets modifications needed with these different water port locations and shapes?
I don’t think they are in different locations but certainly different sizes. Same with the 2jz gte. Totally different size but same location.
Obviously more flow= more power. My question is, with a more zesty street setup, does that port size play into exhaust velocity and by extension boost lag? Smaller port- higher exhuast velocity- boost coming in earlier?
GE non VVTi has bigger intake ports than the GE vvti.
yes it does
I have 1JZ-GTE VVTi head and i've made 6 intake valves 2jz-ge (33.6mm) + 6 intake valves 1jz- gte vvti (32mm)
David vizard, if he was an import kinda guy, would approve. Now flow on the exhaust side on the other hand...
that sounds ridiculous to do
@@headgames heres one of David Vizards vids on his "polyquad" design. Two different size intakes will greatly enhance swirl. ruclips.net/video/-vY5Z3nCJLQ/видео.htmlsi=n2wRzBDjO62E7hSx If you havent heard of david, it'd be a surprise.
Would the 1JZ hold a higher exhaust gas velocity. Was thinking, if the intake flow was the same for both vehicles. The gas would need to go somewhere, so in theory would the movement of the away from the cylinder gas be more rapid for the 1jz? or is it neglegiable because flow>pressure?
good question. We could go into theories of why, I am sure they had one too.
Would not the smaller ports give more air speed and quicker spool in the low end? If this is the case, it would it the more ideal head for sub 600hp no?
Loving all the new content 👌 ✨️
Thank you!
Thank you sir!
very welcome!
If you do porting 2jz-ge, then this will already be a serious gap from 1jz
400-600whp is the sweet spot for a 1JZ IMO; good balance between power and sound.
Sky is the limit for the 2JZ on the other hand…😂
agreed
I think mainly the reason that these swaps are done are for cost.. for a budget turbo for the longest time was parts availability and cost. when you wanted to boost your old thick rod 2jz SC300 or GS300 you could swap in the Non VVT 1JZ head as it was already single turbo with a forward facing intake and most of the sensors were plug and play. Now most of the thick rod 2j's have disappeared and you have to build a bottom end anyway, plus there are tons of ebay turbo manifolds and forward facing intakes for the GE heads so why wouldn't you build a 2jzge-nat?
also for guys that blew up their imported 1jz, it was easier to source a 2j bottom end in the states and much cheaper.
1Js were cheap.for less than 1500, you had a complete powertrain with ecu. Way more affordable than trying to boost a GE.
Now that a swap goes for 3500, a 1500 GE is viable option.
I'm just here planning what u might want to do with my mk2 supra. But I think I still want that 1j head for the sound. I only really want between 300-450 hp though 😌
Thats a 1j VVTI head and it does have smaller exhaust ports compared to the NON VVTI. I think it has something to do with vvti and spool for low end trq. Idk much but what im getting is a stock is300 block with gte rods and pistons can be a beast?
the vvti and non vvti have similar sized ports and flow very close to each other. We have a video showing all of it coming up soon! Stock IS300 block, and head with GTE rod and piston would be what I would want.
@@headgames thank you for the knowledge. As for the 2jz vvti, which one flows better stock for stock? Gte or ge?
High HP drag race or drift machine..2jz hands down. Street race and 500-600hp machine? 1jz more than enough plus the crowd loves 1jz screamer sound LOL..
Thank you
You're welcome
can you do a video on intake valve to exhaust valve ratio and what is your opinion. the 1 jz intake valve to exhaust valve is close in size but the 2 jz is far apart. can you give any insight to this as the advantage why toyota went this route
to be honest, I try my best to either say I don't know, preach what I do know and don't get into theories of why someone did something. Unless it is just really really dumb, I question it lol. The smaller valve doesn't really hurt flow it seems. We just machined a 1JZ for 2JZ intake valve for a upcoming video, see what it does.
If you have a 1JZ head, you're better off picking a turbo that's efficient for the RPM range your cams are optimized to, and simply enjoy the darn engine. That's why I have a naturally aspirated LS. It's a pickup truck, not a top fuel car, so I'm not trying to win the world. I want to build a 1.5JZ with a single G40 turbo in a replica of a 1930's race car, but with A-arm suspension. From 14PSI to 18 PSI, and a good cam choice, it should sound cool, rev to 6000-7000 RPM and be an enjoyable thing. People, you can't get overly competitive.
I would LOVE for you to do a 7m flow… that would put the 1jz 7m debate to bed.
I didn't know that was a debate. They aren't interchangable
@@headgames not interchangeable but the fact that the engine is better than the other. Obviously the HG issue on 7m but if the flow of the head vs 1jz is far better or worse basically skipping all together and doing a 2jz swap.
i have a toyota aristo that’s available in 2jz-gte or 2jz-ge. i was only 17 so could only afford to get the 2jz-ge do you think with the 2jz-gte engine prices it’s worth me just buying another aristo but this time with the 2jz-gte?
Just boost what you have
What would happen if you just opened up the exhaust ports on a 1jz head? I suspect that toyota deliberately kept them small to improve spool at low rpms.
we will do that in a couple months for RUclips
The wonky 1JZ inlet ports might be good for swirl?
You’re right that the VVTI head is all round better though.
Maybe? Could just be for injector location too
Do you have any experience with 1.2jz?
No I have never heard of it
its true the 1jz does not flow as much as the 2jz but the 1jz non vvti head flows more on the exhaust side than the 1jzvvti. we have a 1jz non vvti making 1300hp, the 1jz vvti exhaust port is way too small imo
it is MUCH less of a difference than you think it is between the vvti and non. We flow tested it yesterday for an upcoming RUclips vid.
Need to flow the non vvti 1jz head as more of those are the 1.5
working on that
Can I send you my Barra head for a minor port,rebuild and comparison to the 2jz !??
I’m not sure we are going to do a barra
How do the 2jz ge vs gte heads compare? Is the gte head the best option?
Performance wise, not really. Comes down to what you have already at this point.
ruclips.net/video/fvPvKTDFWnY/видео.html
Genuine reason why people like the 1.5jz is because 1jz sounds better than 2jz, so 1.5jz gives it the 1jz sound.
The other reason being The Internet.
There is no gain from it, its a ridiculous conversion.
2jz with 2jz head make bigger power and thats why you see big power drag/drift cars are majority 2jz not 1.5jz or 1jz
The internet does strange things to some people.
I would think 1jz would have a higher chance of valve float on one side
yeah if it has a ton of back pressure, it could be a issue on exhaust. I have asked a few guys but seems like nobody measures that on 1J
So nothing can be done with the exhaust port?
We are playing with it. We just flow tested the VVTI head vs NON VVTI head that everyone on here was saying would be better. Video coming up!
@headgames My question is can nothing be done about the exhaust port on the vvti head to increase flow?
320 More to Hit 10k ❤🎉
Almost there! I’ll be excited for 100,000
Can we do a sound comparison!!!
Heaps of videos on the net for that
@@thecookeman was more joking, I have a 1.5jz with a big single and 272 cams. Videos on the internet don’t do the sound justice anyways. One thing is for sure 1.5jz sounds better than a 2jz. Not saying it is the better route by any means.. but makes a beautiful song. Cool to see the info from this video tho!
Guys always say 1jz was built by Yamaha and is a better head. Most of them have a jdm car or didn’t go 2jz for 2jz price tax.
Hi, Dave! I can bring you my 1jz non vvti to compare.
Is it not the same head?
They are pretty much the same! The intake manifolds are the same, but the exhaust side is different. The exhaust side of a 1jz non vvti is very similar to the 2jz GTE.
🇦🇬
⭐️⭐️⭐️⭐️⭐️. 💯% concur.
🙇🏾♂️
2jz is a bad design, it cant even make 10,000hp.
Bro are you SERIOUS bro the two jay made ONE THOUSAND stock Horsepower and 10,000 is not a lot these days when you can make 100,000 with a two jay with forged pistons, rods and an ARP headstud
Hahaha these guys are hilarious
Compare a 7mgte head to a 1j head?
your the 2nd person to say that on here. Is that a thing? I have never heard anyone do that as a swap
@@headgames no, I have a 650ish wheel horsepower 7m and just curious how a 7mgte head flows VS a 1jz head. I thought about going 1.5 until I saw your video.
it began as a cheap stroker for the 1jz when people blew up the 1j in their drift cars
So my 1jz is no good?
Beauty is in the eye of the beholder!
So does that mean a 1jz would rev even higher and faster with a 2jz ge head lol
Nooo the rpm is in the crank not the head
Why? Because the 2JZ that everybody really wants is bonkers expensive and unobtainium unless you're loaded. That's litterly 98% of the reason (the other 2 percent being contrarians). Blah blah blah justifucation justification, put 100 1jz/1.5jz/2jz in a room and set them at the same price and availability and you'll sell 98 2JZ before anything else.
Some were doing 1.5 Jz’s long before 2020.
@@bigjdm5460 and they were doing them for the same reasons then too
@@SebastianBlix well I personally never understood the whole “1jz flow better” I never seen any proof so I never cared to do it
@@bigjdm5460 never said they flow better, said they were CHEAPER and more readily available.
Did you watch the video? I debunked that whole price thing. Totally not true with my head choice. You can buy a whole 2JZ GE long block for what 1JZ head goes for.
that is going to be very misleading for somebody who doesn't know enough about cams, 1jz and 2jz cams have to be reground to match. You can't just put 2jz cams on a 1jz head or vice versa
what do you mean "reground"?
@@headgames 2jz cams have to be machined to be used in a 1jz. In other words you can not just take 2jz cams and put them in a 1jz or a vice versa. Even aftermarket cams say "1jz or 2jz, " not 1jz and 2jz"..
@@freestyleskyline machined in what way? I pointed out how the cam is not in the head.
Walker John Hall Jennifer Williams Thomas
🎙🎚
Kuhic Bridge
Dimpling porting intakes n top of pistons n throttle body butterfly n intake manifold
Definitely not. That’s a gimmick
@@headgames low turbulence
Tb butterfly made us 25 fttq download on the Dyno.
@@zazzn itb bueno
@@zazzn 6 throttle body one for every cylinder
1jz cameAfter 7MGte and the 2 after the 1 so yeah age
😢😢ut😮