Toyota 2JZ VS BMW B58 | 2JZ STILL KING?! (Detailed Engine Internal Comparison)

Hi, I'm Jay from Real Street Performance. I'm excited to be able to provide you with a

comparison

between the iconic Toyota 2JZ

engine

and the relative newcomer to the BMW b58 block and MK5 powerplant. We will have these

engine

components completely separate. on the bench we're going to look at a

comparison

between things like the crankshaft, the block, the cylinder head, the valve train, basically what separates these two engines, they're both six-cylinder engines, they're both turbocharged, but there's a lot of time . and engineering development between the two and let's see how they compare Now, these two engine blocks are both six-cylinder, but that's where the similar stops: the BMW is a lightweight aluminum alloy design with bore liners sprayed, while the 2JZ is a basic cast iron engine block.

Both use a TW bolt-on main cover and the BMW has supplemented that two-bolt main cover with a sash that attaches to the panel rails, which will be a necessity because again this is an inherently lightweight aluminum alloy engine. It does not have the same strength as the cast iron block. The 2JZ's main caps sit in the main saddle register, which is very typical of most pinless engines, while the BMW uses a slightly more complicated design that allows the main cap to penetrate into the block. to create your own registry. There will be some machining involved to fit a Billet main cap on the 58 beef engine block.

Both engine blocks use piston jets and it appears the BMW has ample oil drain. Like the 2JZ, both engines use 10mm hardware to hold the main caps in place and both have Main St kits available through ARP now. At a glance, both ARP bolt kits appear to be approximately the same length coming out of the block deck, however, when you remove the bolts from each engine block, you will notice that the b-58 bolt is quite a bit longer, The purpose of this is to pull from the area down into the main, not up onto the top of the deck, minimizing distortion in the deck and minimizing cylinder distortion.

Most late model engines use a longer piece of hardware that holds the head to the block to again minimize deck distortion and in-cylinder distortion. Now let's take a look at the pistons and rods between the two engines, keep in mind that there is over 20 years of engineering development time between these two engines so a lot of the things you will see in the b58 are just things with which most modern engines are equipped. Both pistons use a coated skirt and the b-58 has a thinner ring set than the 2JZ. As you move towards the piston crown, you'll see that the 2JZ uses a larger plate with its 8 and 1/2 to one compression ratio, while the b58 and its direct injection. you are allowed to get away with 11 to 1 compression even though it is a force induced engine, now the 2JZ and b58 pistons are quite different, the 2JZ uses a full round design while the B5 is braced, but if you think about that little end of the crank in that V shape, they've continued that shape through the pin.

It attaches to the piston crown, building an incredibly strong and lightweight piece. If we look at the connecting rod bolts on the 2JZ versus the b58 I would say the 2JZ has a better connecting rod bolt now the b58 engine has a different design as to how it holds the big end of the connecting rod together so it needs less rod bolts available because it has this big cracked end, loo

king

at the big ends of both cranks you can see that the 2JZ is quite different than the b58, the 2JZ uses a pin design to locate the rod cap, while the b58 It has a cracked rod design and the 2JZ has a hole in the rod bearing that will pressurize the oil on thrust.

Piston side, both connecting rod bearings are coated, however the B58 has a different type of coating due to the auto start stop design in the late model engine. The cracked rod design is nothing new, it's been around since at least the early '90s when these two. The pieces meet, they basically go back to where they were originally as one piece and do not use a peg. It's worth noting that none of these connecting rods are really useful in the field because you can't resize them because you can't get the pins for the Jay-Z and you can't re-machine this cracked surface now the b-58 is a slightly longer rod and both have a fully floating bushing design, however the b-58 has a lot of machining on the top of the connecting rod eliminating weight and aiding a different piston design, so this type of machining on the top of the connecting rod is not new.

Subaru Factory engines are made the same way, you basically have to lose some weight on the top of the connecting rod. and because most of the combustion forces push the rod downward, the top of the rod belt only has to deal with the change in direction as the piston moves away from top dead center. If you look at the differences between the two piston pins you will notice that the 2JZ is a longer pin the b-58 pin has a slightly thicker wall and also has an additional machine that removes material from the outside of each end of the pin which It makes it a lighter piece without reducing its resistance.

Both crankshafts are Ford and BMW steel. It has a larger stroke crankshaft, ma

king

it a 94.6mm stroke compared to the 86mm stroke of the 2 Jay-Z. The BMW crankshaft also has smaller journal diameters on both the connecting rod and the main shaft and uses direct lubrication with a small reservoir on the bearing face which I had seen before, in some Ferrari crankshafts, the 2JZ, the oil has to turn to get out of the main galley to the raw Journal, possibly worse greasing than what you have on this direct greasing crank on the BMW, the BMW has an integrated one. the timing chain gear at the back of the crankshaft, while the 2JZ has a timing belt that is ripped off the nose of the crankshaft, some of BMW's earlier performance cars were plagued by gear failures in the tip of the crank, where the timing gear would break and the entire engine would crash, so this is a constant evolution in technology with these BMW engines versus an outdated and proven design in the 2JZ, the 2JZ also powers the oil pump from the tip of the crankshaft, while the BMW is a chain driven oil pump, both very strong crankshafts, hard to break either of them, the BMW is a slightly lighter crankshaft and if you look down at the counterweights , you can see that some of the counterweights are placed around a balance, while the 2JZ is just a basic fully counterbalanced design.

The 2JZ's design is a sliding balancer with interference fit at the tip of the crankshaft, while the BMW's is a bolt-on hub. The Toyota 2JZ uses a single crankshaft driven garer style pump. The BMW is a little more complicated, it is a variable displacement vein style pump that can vary the amount of oil volume and pressure depending on what the engine needs. It is a shifting device outside the crankshaft, so let's take a look inside the Toyota 2JZ oil pump. This is a very simple design, a rotor pump, it's a turbo oil pump, so if I'm turbocharging a non-turbo 2JZ.

I recommend moving up to the turbo pump because it has a larger section volume that will move more oil. It has a bypass valve, so if this oil pump exceeds a certain pressure, it will divert the oil from it. hole and if we look inside this BMW pump it is quite different this oil pump is a quite complicated piece it is a vein style pump that has variable displacement so this section of the housing will move up and down depending on the oil that is need and it's also a dual stage pump so if we can pull this thing apart we can see how many moving parts it has but as you can see as it spins these veins swing around and this is a used pump we're not going to do that . reuse the pump and I don't recommend doing this if you're going to reuse the pump, but if we move this section, you can see how it works by changing the volume of the pump to then go into the pressure section of the pump.

You have quite a few parts, so now that we have both separate oil pumps on the bench, you can see that the 2JZ is a very simple design and again, more technology, more complexity, it's actually a full stage dual pump, so It has a sweeping system. section on one side of the pump and a variable displacement vein style pump on the other side of the pump, so when looking at the oil pump housing, you have the pressure section on one side of the pump with a tube integrated pickup and then has a scavenge section that comes out of a channel in the engine block, the Toyota 2JZ oil pump again, a very simple piece, it has the oil inlet, oil outlet, gear otor housing and the bypass valve, now with both cylinder heads on the table.

I can see that there are quite a few differences between the cylinder head of the 2JZ and the B58. When you look at the 2JZ's combustion chamber, there isn't much lining, while the B58 has a good amount of lining around the valves. The 2JZ valves. They are larger, the b-58 has to make a little more room in the chamber because it has this direct injection nozzle, so part of the reason there is a much smaller valve area in a larger space between valves is that we have to place the fuel injector in the combustion chamber in a direct injection engine it also has this projected area around the spark plug, it is basically moving the spark plug away from the fire that is happening inside the engine, that creates some problems if you overheat the spark plug because it can damage the threads of the spark plug and damage the threads of the cylinder head itself and that's kind of an added insulting situation because of the two port exhaust on the early b-58 models so you have high back pressure .

You've got a lot of heat in the cylinder, you've got the spark plug sticking out into the combustion chamber, and that can cause some problems on its own as far as the surface of the cylinder head. Both engines rely on four bolts per cylinder. To promote joint roofing, the 2JZ has less distance or area between the two combustion chambers. We have a long history of how 2JZ head gaskets work. We have a long history of where they fail, how to damage them, and where they live well. so there's not much that can really be harped on in a 2JZ with less than, say, 1400 horsepower as far as the head gasket ceiling goes, while the b58 is

still

very much in development as the guys continue to push the engines more and more, so the width of the 2JZ cylinder head is quite a bit smaller than the b-58 head, but that's because they have a longer intake port built into the b58 head that bolts on to an integrated air-to-water intercooler intake manifold that opens up an area at the front of the B58 chassis.

MK5, which will help promote the cooling system so that the b-58 and MK5 have a fantastic and well designed cooling system, something really very good, it is difficult to argue with the technology that is incorporated again and again, this is just the difference between something that was previously built in the 90's compared to something that is current to this day, the exhaust side of the cylinder head is also wider and that's because you have this fusion as you get into this engine six cylinder that only breathes into two exhaust ports, so when you look at the b-58 cylinder head compared to the 2JZ cylinder head, the 2JZ cylinder head is not a spectacular airflow cylinder head, but it has a robust design that is very forgiving when it comes to turbocharger applications.

The 2JZ stock is a little shorter than the 2JZ stock. b58, but please note that the 2JZ uses an external timing belt drive, while the b-58 uses a timing chain, so all the sprockets, timing chain and lubrication system are integrated inside of the cylinder head, so you have to add some casting material to have room for that wet system to exist inside the engine. The b-58 is now available with two different exhaust port configurations. There is a six-port exhaust cylinder head and a two-port exhaust cylinder head. More than one manufacturer has done it. It was moved to a turbofolded style cylinder head to help trap heat and aid low speed turbocharger response.

You can see this in Mercedes and BMW's attractive V design on the Honda k20c. Many engines have now moved to this one or two exhaust port configuration to help trap that heat. help get the turbocharger running as soon as possible and at factory exhaust mass flow levels it is probably a good design, as boost increases and engine power output increases you shouldKeep in mind that the heat that will burn the

internal

components of the engine, its only exit from the cylinder is through the exhaust port, that being said, the six port exhaust cylinder head will always outperform a single port exhaust cylinder head. or double when it comes to head gaskets, both the b-58 and the 2JZ.

They use a multi-layer steel gasket, most modern engines use a very thin gasket and rely on the engine block and cylinder head to stay flat and maintain a good seal. It has a small wavy ring around the center piece and that's a pretty big departure from the thick laminated steel core found on the factory 2JZ joint. The factory 2JZ gasket is over 50,000 thick and has excellent durability of over 12,1300 horsepower compared to the BMW aluminum block. They rely on the thin wedge and shape. of the engine to make the roof, as we noted before, it has those long head bolts that go under the cylinders and that tries to keep the deformation in the deck to a minimum.

This is a good illustration of the different bore sizes between the two motors. The B-58 has a diameter of 82mm compared to the Jay-Z's 86mm diameter. When you think about bore size, you want to think about valve area because ultimately valve area becomes how you move air in and out of the engine and promotes that. horsepower so here is a vvti intake camshaft for a 2JZ so the 2JZ is available with a non variable intake cam and a variable intake cam where the cam sprocket can advance the cam on the intake side of the engine only compared to the b-58 engine has variable camshafts on both the intake and exhaust side of the engine.and these cam sprockets are what BMW labels as Vanos and both can advance the camshaft or camshaft independently depending on the engine speed and engine load.

Now let's move on to the valvetrain differences between the 2JZ and the b-58. Here is a bucket of valves. This valve hub mounts directly to the tip of the valve and is actually directly adjacent to the camshaft lobe. As you go into the b-58 engine, you have a hydraulic lifter and a rocker arm on the exhaust side of the engine, a hydraulic lifter. and a rocker arm on the intake side of the engine, but then you have to add BMW's valtronic. Now let's take a look at the valtronic b58 valvetrain. The Valonic valve train is nothing short of a modern Marvel.

It has a cam lobe that drives the second rocker arm which is on an InCentric shaft which is rotated by a servo motor, so this servo motor here will turn this gear and change the balance point of the rocker arm offering infinitely variable valve lift so that can optimize valve timing at 2,000 RPM or 7000 RPM in this entire valtronic system, the valtronic system is so advanced that some of the BMW gasoline engines don't even have throttle bodies because the ECU can regulate the engine speed based of the amount of air that enters the engine through the valonic system.

Another thing the B-58 engine has is a mechanical fuel pump. This is a high pressure pump for the direct injection system, so a cam lobe will drive this mechanical fuel pump to generate extremely high fuel pressures that are not necessary. a port injection engine, but they are essential in a direct injection engine, so I hope you enjoyed this video as you review the clips and look at the different components of the engine as they are arranged on the bench. Keep in mind that a lot of time has passed between the development of the 2JZ and the constant evolution of this 6-cylinder BMW, so you would pick up a 20- to 20-year-old phone and expect it to perform like a new iPhone, so keep in mind Keep in mind that for the younger ones this is a modern masterpiece, while the 2JZ is a kind of old-fashioned platform, but it is

still

very powerful, very powerful, you have guys that go five with a 2JZ engine and this engine is still quite in its stages of development, so which engine?

It's the right engine, that's up to you. I have had both the MK4 super with the 2JZ and the MK5 super with the b-58. I've also had a lot of fun racing the 2JZ engine over the last 15 16 17 years. so I'm going to be partial to that 2JZ engine probably for the rest of my life just because of the positive experience I've had with it so I'd like to hear what you think about the differences and I know there are probably some modern BMW techs out there watching this video and if there is any information you would like to share to further increase speed on the b58, feel free to comment below, thanks and see you next time.