Posted: Wed Feb 11, 2009 11:41 am Post subject: Fast 4's and rotary magazine
Hey, i dont know if any one's seen or read.. but in our latest issue of fast 4's (probably months old for you aus folk) they have a section of the 10 best performance import engines.. which of course the 2jz is 1st, and i think the 1jz is 4th! which too bloddy right..
they also got a very tidy nissan s13/180sx on the cover with a 2jz putting out a few houndred KW's.. and a 2jz soarer with 550RWHP running a 13.2, which they say is @ 200mph which is obviously a type.. but 13.2?? maybe a 12.2 perhaps....?
its not the fast 4's list, this one is from HPI but its still the same thing.
1) 2JZ-GTE (TOYOTA)
It was a tough battle between the big two, and although Martin might think differently, we've gone with the 2JZ simply because it's just so unbelievably tough. The issues we've seen with RB26s would outnumber those we've heard of with the 2JZ five to one, so the big Toyota six takes the win. It's stood the test of time, so to speak. The fact that the VVT-i upgrade saw torque increase to 451Nm@3600rpm, which is around 100Nm more than the RB26DETT, says it all really, with a set-up that is easier to both punt around on a day-to-day basis and modify for big power. Engineering-wise too, if you crack open an RB26DETT, you'll soon find its in no way a match for the bulletproof internal structure of the 2JZ.
2) RB26DETT (NISSAN)
If you wanted to leave your car stock, the RB26DETT, with its high rev limit, bigger turbo and more aggressive tuning over the 2J, is a clear winner, but with smaller rods, skinnier pistons and less bulk in the block, it just slips to second. It's the high-revving nature of the RB26DETT that makes it so good, however, and the fact it delivers such a solid punch. Line a standard Supra against a GT-R and it'll cream it every time, whereas others point to the fact that it is an infinitely lighter, more race-oriented engine proven over years and years of motorsport domination. Add in an OS-Giken 3L stroker kit and it just might edge back into first...
3) SR20DET (NISSAN)
If this was a popularity contest, the SR20 would win hands down. It's extremely robust, features a lightweight design and a slant towards power producing that has seen it live a very long mainstream life. The hemispherical combustion chamber design is a big ace, but look around the entire engine and you'll discover plenty of clever thinking. The 'Red tops' are probably the pick, as the actual angle of the ports and runners is of a much better design for unrestricted flow, but the red top SR20 found in the GTi-Rs of the early '90s wins out for its many race-specification tech changes. These include a move to GT-R-like multiple throttle bodies, a bigger T28 snail as well as the 'solid head' conversion, which saw mechanical solid lifters provide accurate valve control and continued high RPM battering.
4) 1JZ-GTE (TOYOTA)
With its single turbocharger and VVT-i, the 1JZ-GTE became the engine it should have been, but it still lives in the shadow of its big brother. It does like to rev a little more than big bro, though, and some say it sounds the sweeter of the two as well, but you cannot deny it's an equally strong performance platform in its own right. Third-gen 1JZs also addressed some issues that had plagues 1Js of ols, including the use of new, modified water jackets, and cam shims for reduced friction. Improved cooling too helped, bumping the compression ratio from 8.5:1 to a much friendlier 9.0:1, which helped the 1JZ live a rather long life from early Soarers right through to late model cruisers like the jzs170 Crown Athlete V.
5) 4G63 (MITSUBISHI)
Definitely one of the longest-running Japanese engines, the hot-pot four-banger that is the 4G63 has powered Mitsubishi's Evo series to countless rally victories the world over. Forget locally delivered versions, though, the Jap-spec versions are where its at, in particular the Evo IX, which found Mitsubishi's VTEC-like MIVEC variable inlet-cam timing, a new turbocharger, as well as two-piece rings and new plugs. Along with some minor flow improvements, it pushes out 400Nm@3000rpm for an extremely solid thump, but the pick are the GT and RS variants, which found themselves with 407Nm@3000rpm thanks to a magnesium alloy compressor and a power figure definitely well over the factory quoted 206kW output. You might notice we've neglected to include the new Evo X 4B11T 2L or the VQ-on series for nissan. This is largely because such engines are yet to prove themselves in the auto aftermarket. Time will tell...
6) 20B-REW (MAZDA)
The sheer compactness of rotor engines instantly makes them competitive amongst the list, but of them all, the 20B, as found in the Mazda Cosmo, is still king. At the time, it produced the highest torque output of any Japanese engine at 402Nm, but its extra displacement (19662cc) and rotor anainst the 13B (1308cc) makes it still the most sought-after engine in buzz-boy circles. A chunky 390Nm was available from as low as 2200rpm mostly thanks to the twin-turbo arrangement, which allows for an extremely wide spread of torque and almost no perceivable switch from turbo to turbo thanks to a very complex pressure line and actuator arrangement. Add in big injectors and a front-mount, and you've got an absolute V8 killer on your hands. If you're planning on doing a little 20B conversion yourself, make sure you get a full half-cut, as trying to get the turbo system working without its associated hardware and electronics can be a nightmare.
7) 1UZ-FE (TOYOTA)
The Japanese aren't known for churning out killer V8s like we do, ahem, here, but as far as V8s go, Toyotas 1UZ-FE is definitely top class. Like most of the Toyota big guns listed here, the 1UZ gained VVT-i for the late '90s for a torque bump up to 402Nm@4000rpm. Electronic throttle was also added at this time as well as the ACIS induction system, which moved compression to 10.5:1. Born of the '97 Celsior , and later the Crown models, these late-model 1Us are definitely the ones to look out for, and an extremely big price drop in recent years makes them an excellent proposition for engine conversions.
4AGE 20-VALVE (TOYOTA)
As far as NA engines go, the quad-throttle-body 4A-GE 20-valve in an absolute killer. It featured a completely redesigled head over the 16-valve, with variable valve timing used with the intake cam for much-improved low-down torque and a compression tatio of 10.5:1. With a very straight, upright port design, as opposed to the outgoing 'curved' ports of the older model, the 20-valve developed 118kW at a high 7400rpm, making it a favourite amongst the AE86 crowd. The 'black top', produced from 1995 - 1998, features an even higher compression ratio of 11.0:1, as well as a MAP sensor, 45mm throttle-bodies and an inlet cam lift up to 8.2mm, making for an altogether engine with peak power now produced at 7800rpm. Clearly, it's the last variant of the 4A-GE that gets our stamp of approval.
9) F20C (HONDA)
Naturally, we had to include an engine from Honda, and without question the most potent in the range is the 2L DOHC four-cylinder F20C as found in the S2000. With an astronomically high specific power output of 92kW/L without any form of forced induction, it's truly an engineering marvel complete with Honda's now acclaimed VTEC system for 184kW at a sky-high 8300rpm. Redline comes up at a mind-boggling 8900rpm. In turn, the specs read like they're straight out of a time machine, with carbon-fibre reinforced cylinder liners and molybdenum disulfide-coated piston skirts among a host of other cutting-edge materials and internals. Like most Honda engines, however, it's so well dialled in and set up from factory that tuners have had issues trying to ream more power from the four, but many have, with persistence, created some of the most competitive racers in all of Japan.
10) FJ20DET (NISSAN)
Still kicking around at Summernats in four-cylinder Horsepower Heroes builds, big power FJ20s are definitely not uncommon, and thus deserve a place here. Of course, the FJ20 was Nissans 'golden child' production engine back in the '80s, with some extremely foward-thinking design features for its time, including four valves a cylinder, double-chain valve drive, twin cams as well as the worlds very first sequential fuel-injection system. The internals were largely bulletproof too, and this is why the engine remains such a builder favourite today. In fact, the 200hp factory output ain't too shabby at all, with many Group A Tourers putting out well over 400hp ATW from what is still a 2L '80s block. Sadly, they've all but disappeared from our Street Drag Challenge leader-board, though... _________________
20B was great,ish, but certainly not enough of them around ... good luck building a new one too if you need to, as the short blocks n some stuff arent avialable...
yeah well you cant get 2 wheels to grip like 4 on a launch that would be the only reason why the supra would get creamed. whack the gtr int 2wd mode on the and it is a different story. gtr engines are also quite noisey in the top end too. bad oiling as well which was only later improved if only just.
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4AGE 20-VALVE (TOYOTA)
