1JZ VS 2JZ Tear down and Differences - THE SKID FACTORY

welcome back to the skid factory today we're going to talk about all things Toyota JZ [Music] [Applause] [Music] so we've taken a bit of a road trip we're out of our shed and into Christian from Gobi shed up in the hills and we're here because he is very experienced in jet engines so we're going to learn from him hello Christian hello welcome to the hill I can always hear the banjo swinging from there it's not that far it's a little dry so guys heads you like jazz don't ya I think I've seen you on the Internet and arguing about them before I have been there's a futile argument what's better a knobby or jay-z what are we even talking about this anyway we're gonna talk about four start variations in J's Ed's cylinder heads J's eight blocks and stuff like that there's a lot of misnomers about what heads better and what does what and whether you should have a 1.5 jz that sort of thing so we're gonna pull these two engines apart which we're going to build with the help of Christian and in the meantime we're gonna just talk about the variations and show you on the bench why things are different what they do and how they work in real life I know you've got a heap of experience maybe not as much as coil in the comments section but well you know it's going to go with what what has how can happen in real life I think I think someone who's got like 6 1 J's in stuff inside of their asses only six there's about 12 of 14 in there probably that's his experience to me that's my personal collection to Nana for sale by the way yeah we bought this of Christian it's a two J's and he doesn't like TJ says that's cheating so this is this is gonna be built up with good bits for one of our cars we're not going to tell you what it is yet because we haven't started it this one here is also going to be a built for a mates car that's gonna be a bit of a mile the build just some cams and a general refresh we're just pretty much almost JS Ed's need to make stout power anyway we're just putting the cams in there so it sounds nice this filthy old engine is a to J's at GE it was originally fitted to a Supra obviously na there's no T between the G and the e personally I like these I think they're a great engine it a bit more compression they've got ten to one compression instead of 8.5 I think on a GTE so with modern fuels and engine management we can we get really good power out of these the bottom end is virtually the same apart from the compression pistons they got the big rods still they don't have oil squirters doesn't seem to worry him we still grab an old engine from the records and flog the out of them they still work so I'm a bit of a fan of these the cylinder heads probably the biggest difference with these compared to a GT e the they're built to have extractors or tubular headers on them rather than some cast manifold so they've got round exhaust ports whereas a a GTI engine they've got like a sort of a strange combination of oval and more oval which looks funny when you look at it but when you understand how the the exhaust manifold Dean works it's it makes sense as most Toyota things do we'll explain that later but these these are kind of like a a bit forgotten I think well they were used to be able to get these four 100 but now people have worked out that it's actually just as good as a GTE engine which are five or six thousand dollars in Australia now so we're gonna pull this apart play around put some cams in it what else we gonna do there's some good things to it yes and spur odds there's some Pistons there ARP what compression I'd have to check what I got I think it was either nine to one or ten to one then what are we gonna do with it add lots of boost how much boost all of it is did you say we could run like 80 psi through this sure okay that thing you have to put a GRP uh a guest head gasket in fire rings in maybe it'll be fine I think we should what do you got there we've got one jz GTE non vvt-i my favourite you love these that yeah my favourite one although baby tears I've got a little bit of a soft spot for t1j started late 80s with this one mean stuff like chasers Japan we never got him obviously toyota crown crown second series of a 70s supras first ones had seven hems and one jeez we just got 7 imps too late these ones went through till about 96 and then winter vvt-i and that went through tough crayons up to like ice ray or something Jays at X 110 chases in 1 x + jz s won 7-1 then they change to these sixes hey what about the one Joe Zed GE ge1 days that GE is not very common and people don't seem to use it really far they're probably common in Japan but they'd be buried under landfill by now because we only got all of these because people were frothing on them and they imported them flat out in the 2000s I guess yeah plus all the imports of sores and that sort of thing there's lots of shore shells lying around that have donated their engine because that's about the only thing sort of worth well left out of it and isn't there like a direct-injected one or some crackers in there yeah there's a direct injection version of both of these that was that was again a very light light thing where they were obviously trying to chase emissions on an engine that was designed in the 80s so FSC is F head which is a narrow angle I'm presuming they only had one can pulley and a scissor gear that's what most F heads are like and the S is stratified fuel injection which is direct injection so I've never seen one in person and I don't think Christian as either we understand no one's going to bring that sort of engine to Australia because no one can do anything with it so there's no point so that's we're just going to concentrate on these old bangers because they do the job and there's plenty of parts for them you can just bring up Harry at gobies parts and get them on tick or flenderman flenderman take your people we could talk for hours about the little intricacies of these engines and the variations between all of them but what is told us that weren't allowed to so we're not going to one important difference between GES and GT e--'s is the way that the ECU senses engine position so this two jzg and 1jz GES the early models the donut VVT it actually has a distributor and a single coil and i think must be twenty four and one or twenty four and two actually because it's Toyota they have to came positions the dizzy we actually remove the dizzy in this application because they're ugly and and because gobies does a complete what would you call it a can trigger kit kit I came trigger kit yeah so it actually works that's not a key that's my kit yes so we're converting from a dizzy to game triggering which is it's basically a certain change the oil pump with a with twelve tooth and it has a bolt on sensor that comes over the top here under the cam will show you that later because we're going to use it on this engine getting rid of the disease is a good thing mainly because it's pretty it's hard to get good spark energy three five mill leads well there's some people claim that they can't and it's really ugly and it's ugly yeah that's pretty is you can just pop a Welsh plug into this here or you can buy a billet replacement cap yeah we got billet caps now or you can use I think they're a 30 mil the world falls you hug your bud billet engine lifting brackets from the interwebs mmm all the important stuff so so what I'm getting from there is the crank pulley is different yes they're a different crank pulleys which will show when we get them off basis set of is this doesn't have any crank sensing on the pulley that has twelve tooth and the BBT eyes I've got 36 minus two and that the GE had sorry the one days it had like two campaigns or something is that so all non vvt-i turbo have to cam sensors with one pickup each which is opposite each other was that that just good store anything that doesn't in aftermarket ECU application it does not need two of them you just use one yeah it's just the way Twitter it's like a hangover from the 80s they just do weird stuff and vvt-i went back to the 36 minus two with just the one rear pickup and three freely on the cam because it's got variable cam timing it needs that sort of it needs to be able to sense the engine position with a thirty six minus two that's why it's got two missing but then it uses the three lobes that to reference that against the crankshaft to know whether it's moved to Campbell to know what position it's moved to is correct yeah I could be wrong but I believe the early ones having to is just in case it's a powerful one it doesn't work it's just literally a failsafe ladies wrong I just think you guys easily we had a reliability yeah even though their sensors are actually really good and you rarely get one that fails they had a fail-safe in place will you do now pull some heads off yeah cams out so these were going in the bin yep sweet yeah what do you do you want to just snap one of these for old times sake why don't you be funny son there's a one you there another one day I fit perfectly in the bin your dad's hey that was watery you sure it's getting a stalker evil send it Bert next difference probably one of the important ones to talk about is GE engines have a one-layer metal head gasket which is around point-three of a mil I believe where is your GT e--'s have a multi layer which is one nearly 1.3 mil they might be 1.2 but equivalent to what most aftermarket gaskets use as the off-the-shelf thickness on turbo engines so you just use genuine Toyota for genuine Toyota head gaskets are the best option they are starting to get a bit dearer so we've got a couple of brands we're looking at to do replacements of an OE one but it'll be identical there's no way to improve on that gasket itself this is the gasket we used on a cap rare 56 pounds of boost and we never permeable spells or spells I don't know it 50 disease how many miles animals they've made a thousand horse parrot-like 42 pounds of boost say 1200 or something at the wheels bar can you keep your cell under pressures down and boost is only other number a measure of restriction yeah it's only part of the cylinder pressure the laptop going up up up up is the other part of the cylinder pressure so we had plenty of fuel and not much timing and lots of boosts a so this engine looks a bit worse where well the bores are a little bit if we can't clean this one up for a standard bore which is what we need for this one I've got plenty of blocks out there I'll just swap one out for this one a bore it to 20 fair definitely I just don't know if it'll clean up for standard but this one's gonna be 23 over here I think I've actually got some standard Pistons to go which it looks pretty good it was pretty carbon not but you get that same deal as I was saying before the one that you want to rebuild standard always the one who wears that one we were willing to bore anyway because we gotta do Pistons but that's good but if we can put standard Pistons in it keeps a thickness in you all's bigger not that you need it on a jzd you can go one mil over and it's not gonna really builder it but as a general rule the smaller though boy you need for putting boost in the better yep not like an aspirated engine where you want extra cubes and it's like something a little bit also probably good to mention that the bore is the same size between a 1 and 2 josette it's a stroke difference current obviously there's a deck height difference so that do Josette is taller well maybe it's probably a measure it from the back is probably the easiest way to do it without doing a proper measure we just did a quick vernier measure on the off the back of the block and it's 24 million seen in deck height block height so so if you are doing a 1.5 Jay Zed so where you're putting the one J cylinder head on it GE block 2 J because you've blown up your one J and you want more capacity or for cheap just remember if you've got all your pipe work and stuff done everything is gonna be 24 mil higher and in some instances might not even fit under your bonnet yes true that look can we like close the 1.5 J thing because that's not a performance upgrade no it's more like a gives you a 1 J more cubes but so but it's the way that I see it it's like you've got a 1 J we became etc yeah very good inlet manifold head cam Springs and you blow up your engine it was all square 4 B yeah yeah and so you just use it you can use it to joke about all that on yeah but if you're starting with an engine and you want to do it cheap you're better off just buying a ga engine because you can buy all of the manifolds now inlet exhaust you can buy our trigger kit which isn't really expensive and it nearly works that cheaper but just for me so I put the ones I get it straight a 1jz GT head is not better than a 2 jzg yeah that's nothing yeah and you can see that in like this pure example of exhaust ports ours here well this is a GE so it's that's a lot different anyway but so that's a ga ports if you want to zoom in on that and then these are that's 2 J GTA so without going into flow and etc in my opinion a round port that is bigger than an oval port that is smaller is your better option se but also note that that heads ports are a lot bigger than a one Josette sports because correct guess what the engines bigger of course they are it's just an old Internet myth that a one J said head is better it's not there were cousins uncles brothers got a 1.5 J cocido mmm he does so both the 2j heads will fly more than both the 1j heads the end no argument one gesture where these drag cut on you so a Capri this will now that we've mentioned small ports now Capri we just mentioned that made 1200 horsepower whatever we don't know exactly what it made had a standard port 1j Zed head so it had bigger valves cam Springs but in letting exhaust ports were all factory well you do these things because the internet says you have to port them on the topic of 1.5 J's Ed's a lot of people get this head put straight on that block which does work yes is it the right way to do it No so you'll notice on this block it goes out to here because to J's or gallery for the head goes straight into the head so that's the move feed for the head correct that's the whole feed for the head so it's not like an RB that have two or three along the side is it it's not so how else you supposed to fill the head with oil and not leave any for the head bearings but just that one hole is fine and fit it through the head you don't need restrictors and yucky stuff even in engines where we have a hundred psi of all pressure they don't part from quarter mile stuff they never really filled up heads 1j the block is a lot wider so the two J one only goes to about there on the flat surface it's because one J's go up to like a blanket off bit and then across so if you put this head on that block you'll notice that the block will sit about there and you'll have somewhere between 0 and 1 mil of ceiling so they do generally seal but I have also seen some that will weep oil down here because literally that's about where the top of the gallery for the head is so your ceiling boy no we put the 2 J gas it on that to show ya difference so you can literally see it's covered by nothing that is how much you're letting the gasket and block seal by so the simple solution most machine shops will be well under a couple hundred dollars to do this including facing well this hole up drill through there on an angle simples sin that would basically kind of make it like this one was correct makes it line up partly makes basically that was what the block would see then and it's just going through on that angle how many times you being artists approaching per week and then they argue and say but my friend did it and it was fine I said yes but why don't you do it the proper way while you've got the head off then lobby locals cousins one point five J so they watch your opinion and then they argue and say no you're wrong there's a net called an it's an yes don't be an one of the interesting things that I've noticed over the years which still kind of confuses me and I'm not smart enough to calculate volumes and stuff it just works one J Zed exhaust valves non vvt-i VVT are all the same size ah 30 mil diameter to jz g a JT a non vvt-i etc a twenty nine mil so 2j has a smaller exhaust valve than what I want a nose well maybe that's what it is is it the valve that flies more not the head but why would Toyota put a smaller that's a that's a question for the comment section is it a spade to help turbo spool quicker or is it I don't know smaller hole there's gonna come out faster doesn't it I'm not going but I'm out of this but that's where it gets more confusing one day said have a thirty-two mill intake valve 2j have a thirty three point four I think it is so that's a four point four mill difference if my calculations are right that's a two meal difference so what is a 2 J have a big intake small exhaust bigger exhaust smaller intake it takes still bigger than the exhaust obviously but versus the 2 J do you even nearly see it in there if you put your camera up you can tell that that one's a lot bigger than that one whereas that one's only a little bit bigger than you can't interchange valves between 1.2 J so we use 1 mill over exhaust valves as the standard exhaust valve for a 1 J there is a very slight difference in color height so you just have to double-check your spring pressures as you'll get 5 pounds of C pressure difference maybe between the to make sure it doesn't call bond with the different height in that color but a lot of places actually make one J specific valves now so you got like a different you got a one guy said B BT I had also that do we can look at yeah yeah so veil start valve size stays the same one J vvt-i so mister J and a turbo mm-hmm they've each I are all the same which one do we compare first to j o1 j mac t jackets tuesday ones there so let's have a little oh that's it that's just no that's a non very TR did you see yes that's just turbo verse ni yes yes we'll get to that so vvt-i in both of these are visually identical basically with uh vvt-i on the front of them not like one j which will show you later this doesn't happen dizzy though if it's baby - yeah baby - i did not have dizzy so we'll have that one only rear not that came sensor but otherwise manifolds bolt - JJ tae vvt-i non-b see I intake exhaust as the same GE baby - I'm non-rem each I intake exhaust is the same which are both different from each other see can't bolted GE intake on to a GTA and GE exhaust on to a GTX cetera what we have noticed but that I've never really looked at before is port height the ports look very similar until you realize that the G ports are about 20 mil higher in the head which theoretically should be a lot better for air flow so GTA ports are really low which means it's got to change from that angle to whatever you valve angle is which is the same on both in a lower distance basically so it's a tighter radius I suppose you would call it for as this is over a longer radius so I've always liked the GE aids but never really looked into why I just suppose I liked them because they were cheap cuz they're connected to $500 engine instead of a $5,000 I don't know if I just convinced myself that were better and maybe they actually really are and I was maybe right all along tobita said he liked - JJ it's better I said I like the GE heads better than the GTE yeah I'm sensing a cost sort of thing involved is that why you like rows also yes so the big news with these head differences is on the other side we'll flip them over and show you how come you get the clean one so this was the reason that I'd originally liked GE heads because I have a round port that's an oval port there's plenty of argument on the internet that oval pipe or ports or etc doesn't reduce flow verses around but isn't that just over because it's coming out look the middle ones oval and it's straight these ones are bigger able because if you imagine a pot and you cut it at a 30-degree angle it becomes a bigger oval it's actually not a different size in reality but it's all designed to go into these little short cast metafiles that connect directly to the turbos because that's what the engine wasn't designed to be doing five second passes it was designed to make an Aristo cruise along nicely and feel like a big engine so this to me seems like a flawed design for what they are actually using them for now however you can't you can't argue with it with the results I suppose it also looks like so the ports travel the background mainly inwards versus the back one so it also doesn't travel as far in so this one does a bit oh this port is a lot closer to the back there whereas this one actually travels a lot further forward as well mm-hmm so that one's essentially getting more direct fly so the same sort of height but it's the same deal it's travelling and an easier you guys need some data to back up your class we're not blaming anything we're just observing the differences visual visual observations writing least and in my mind not on paper so no one can tell me I'm wrong oh okay that's pretty cool that you could like a brand new head for employer they're just chilling in your backyard what's that's required when when you're from we had to actually pay nice voice contact with the two J's ed Ricker Naomi only just let us touch this it was out of bounds in the private collection of actually ruined it now because you put your fingers or look it's not pure anymore so yeah not only are they round they have a slightly easier path visually I'm not gonna go on flow bench them mixer and you can google that and find ten different answers and everyone tells you that the ones I had flows more anyway so you do 1.5 so ridiculous interweb stuff it's piracies hmm either way any of the heads are gonna make more power than most people will ever need so yeah which probably brings us onto the Mondays at heads the vvt-i stuff my early experience was with them was you just could not get them to make power like you could an on BB to I one day said and I don't know what you've done but you fixed that but back in the day was just like they just would not work as well like you wouldn't get the gains you would out of the the non BB - so we'll throw these junkie to jay-z's head heads to the side and have a look at some good one Jay said stuff and explain the differences there's very significant differences in design between a1 Josette VVT had in and a standard one was actually more like a clean sheet don't know then a slight modification with the TJ's it is the one Jay said heads Pvt non VVT the inlet is actually the same that you can interchange the manifolds if you want to probably no any reason to but deletion of the second cam sensor there's only the rear one that's again we mentioned that before there's a vbt thing the rest of the head on this side actually looks the same the VVT operation is actually built into the cam cap on the front of the inlet cam itself so it's not even part of the head so to speak and it has an external oil liner goes down to the block which I believe they did change the block slightly to account for that they put a large yeah where it's got the 1/8 thread normally it's got like a new him 18 or 60 mm that is so slight modification so the block not like a one you said when I went to VV to rx it's actually a whole new casting with with internal oil galleries and stuff like that this this is not pad so you can't swap between blocks for and they were actually making vvt-i blocks for some time before they stopped the non-baby yeah I've seen them with the adapter with fearsome profusely m18 adapter back nor 1/8 thread so that means so pieces is not all the same width between I don't know maybe tighter by went to see a high compression ratio yeah same with one Joe I think they went from eight and a half roughly to nine yeah I don't know with that actually so don't much to see on that side all the actions on the exhaust side on these ones the same similarly the TJ's instacart go you get some squat actually so on the inlet we also noticed that height was very slightly different the port height and actually put enough to really not that matters couple of MIL obviously they changed it go wasn't 20 ml like the other ones so this is the non vvt-i versus vvt-i so over port this is all designed to feed gloss gas as fast as possible into a turbo that starts about here same thing as the TJ's ed GTE had its overall center and bigger over louder that's because it's cut on an angle relatively speaking it's all pointed at the the turbo which starts about there so one day also this gasket will feed on here same with one day vvt-i this gasket will fit on here whereas two j GT a that gasket is different to that guy hmm so that's a fun fact it doesn't really mean anything but so a lot of people will notice although it's not as bad as it looks the vvt-i have smaller ports what is the size of difference it is I think they're like 27 mil or something 26 and a half a mule said till we go into 25 env manifolds on Phoebe TRS that's like oh there you made a video about that didn't you let's not go there but to give you an idea this people still use 25 MB whereas their port is actually 28 approximately so to summarize the head situation all of these cylinder heads are all good they can all make big power thousand horsepower as demonstrated by gobies me myself I probably just leave the head on the engine that it's meant to be on and just work with it that way rather than swapping and changing and thinking you're doing some rocket science that's better than Toyota could do pick your engine you've got you like best or whichever one you've got and go with it it's probably enough head talk for now we're going to start pulling these bottom ends down and we'll have a quick look at them surprisingly not much to see in the bottom in average a Zed but we'll check it out anyway there's three different types of all pump on the J's heads this is GE one is the smallest obviously the least power there's one Josette GTE is has a bigger set of gears and then two J's edit GT is bigger again so it makes sense if you're going to buy a new oil pump for your builders to just put it to use it the biggest pump you can get on it if you're going to change to a crank trigger set up for a GE you have to use it because it's got a hole in it for the sensor to go in different gear that sort of thing different that thing's different so in saying that the 2j GE had the smallest gear set in the pump but it's still a hundred times better than say an RB or a barrel pump so you know you just wanted to record our baby so don't panic that you're using if you turbo your ge and don't worry pull the engine out the pups are still really good pups it's just the fact that that to JJ there's a better one extremely good at Toyota roles and one of the reasons why these things are better is because they were probably designed around problems that the be had you know haiti's that misandric we already knew about have a look at the pump drive so you notice a lot of aftermarket people use spline drive to drive the gears far better than anything on any other engine I've ever seen it's apart from chain drive and a side mounted thing on some the eighths and stuff from missin two flat edges that have clearance that go knock knock when the engineer changes Direction is and a slipper high load on it it's just basically hammering itself to death at the same time so this is a precision fit it just works it'd be like making I should have done that car axles like a four hex like yeah like the end of your driver instead of having a spline why not just use a spline I suspect Toyota looked very carefully at that opposition's products and went that and made it better look at Yamaha design Yamaha on the head oil pumps at Toyota if you'll actually look on him a lot of people don't know it should have toyou and down its eizan this one into I was good to ITAR that a lot of them have Toyota which was the original it's a hydraulic arm of Toyota I think look it's uncle doing Yoda so talking about the Toyota 2j oil pumps again whilst being power race cars dry sump is always the best option no doubt we've got customers with factory to Joe all pumps that we just still be reporting and pressure relief in making around 1,800 horsepower so it's not the fact they won't flow the oil once you get to that power it's that they won't disperse the air from the oil which is where the well some try something is scavenging it they're pulling the air out of the window Joe the engine and stuff like that so at that sort of power level I draw some engine will probably bearings will last twice as long as what they will with that factory pump but the factory pump can do it it's how often do you want to rebuild basically engine block wise on the jz there's really not a lot to them there's a super simple traditional design to bolt all that sort of stuff nothing much going on I think the story with these is they've just paid particular attention to the quality of the casting for a start oil gallery is a huge lot bigger than most engines that you'll see around and that's about it that's the strength is just in the in the quality of the the original manufacturer rather than anything special going on main caps can be an issue when you get way up there with power wise like thousand horsepower up with sort of thing they'll start braking of course there's a solution to that just billet main caps and that sort of thing blocks people don't normally touch till a couple of thousand North Korea I guess and you don't need any fancy girdles or anything like that the engines are pretty balanced so that cranks don't walk unless something's making it walk as we mentioned earlier jay-z one J's that is 24 mils shorter obviously sure a stroke strike is 71.5 for one Jay 6a DC okay so it's two J's it's square 86 by 86 and we just had a brief discussion about which is better and come up with nothing so oil squared is the turbo blocks have oil squirters the non turbos don't it doesn't really cause an issue I don't feel in reality just quite hot oil on one side of the piston but not the other it's keep the churn good and the Pistons gonna be cool away I think we've seen like 650 horsepower out of one of these with a turbo that could probably make about 660 so they're quite efficient engines at making power providing the tunas correct which brings me to today GE and GTE cranks rods are the same for the exception of GE vvt-i had smaller odds but non vvt-i GE have the same rods and crank as GTE and in my opinion they're more compression which also I believe the piston would be stronger in a GE engine than a GTA because it's Krabs the crown is thicker say as much as people want to argue in to J GTE will make a thousand blah blah blah eirick and the GE piston is a better piston so one day rods are shorter same bore size you can interchange pistons between them all but it gives you different compression ratios because the Crown Heights are different some have bigger dishes some have so as I don't bother doing that off-the-shelf piston a 10 to 1 to j GT e--'s around 9 to 1 in a1 J but just you can buy what you need off the shelf so don't mix and match crank wise nothing to see here just an incredibly well produced factory crank it's pretty much all you need really isn't it well purr pretty much basically everything in the 1j here is shorter and just to stay out so technically will be stronger to a point Reza - today they've just stretched everything out so it's longer say so EJ 20 PJ 25 pretty much every exhibit into this bro that's it over stretching the original design and making it fail and all the 2j guys have to remember that it came from this they didn't make it new it is this didn't start from the 7m bro no what about the 2j girls TJ girls do they need to know this as well they probably should know we're all done with a tear down of these two engines it's probably fair to say that we've only just sort of scratched the surface a bit about the knowledge and the comparisons between these engines wit this is meant to be a general information thing not a specifics of of race car modifications or anything like that suffice to say if you're going to go with a jet engine you're not going to lose their awesome engine can't really go wrong unless you get one with the skinny rods and put boost into it we might go there for now we're done these are going to go off to machine shop get any machining necessary the two engines are going to be built in completely different ways more of a standard one jz heavily modified sort of race TJ Zed will be back in a couple of weeks to work on the assembly work and then when that's done we'll start thinking about cars to put them in but that'll be another story for another day thanks to Christian in Miami for having us and sharing some info the great thing about this is we were able to have all the versions of the engines and bits and pieces of them in one place so we could actually look at them and we both discovered some stuff that we didn't know because we probably never had them next to each other to compare and that's always a good thing I think from Christians point of view the one Dre's that is the best engine ever made from Naomi's point of view the TJ's it is you can go either way but you pretty much can't lose so get Jays heading and thanks for watching you how's that know what and you know what they're useful do you know yet what they useful like we haven't given away what these are going into you their way now not even that's gone into a cool old car and this is going into a shitbox I think what's what's its nickname that Ibis

Channel: The Skid Factory

Views: 157,957

Rating: 4.9494481 out of 5

Keywords: woody, al, turbo, yoda, tsf, the, skid, factory, Mighty, Car, Mods, Bennys, Custom, Works, Freedom, ECU, Tool, Pro, haltech, GFB, toyota, JZ, 1JZ, 2JZ, 1.5JZ, yamaha, cylinder, head, design, comparison, differences, engine, engines, motorsport, built, 1000hp, 500hp, golebys, parts, camtech, cams, camshafts, Pistons, standard, rebuild, RB25, RB26, RB20, Nissan, Turbos, twin, sequential, NA, N/A, NA+t, non turbo, oil, squirters, pump, 2JZge, 2JZGTE, 1JZGTE, crank, sensor, sensors, Head Gasket, modify, modification, 24 valve, drag, drift, racing, circuit, drifting

Id: y-9Wr4G2Zas

Length: 45min 4sec (2704 seconds)

Published: Tue Jul 21 2020

Reddit Comments

[u/Asterknot]

(Apart from both being better than RB's)

lmao

[u/Aboreal]

Anybody know the difference between the JZ1 and JZ2 - 1JZ non-vvti?