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<p>[QUOTE=&quot;Dr. Jeff Harper, post: 538991, member: 22311&quot;]Thanks.&nbsp; </p><p><br /></p><p>1JZ cylinder head&nbsp; +&nbsp; 2JZ short block&nbsp; =&nbsp; &quot;3JZ&quot;!&nbsp; &nbsp; &nbsp; Or, in other words, a bored and stroked 1JZ.</p><p><br /></p><p>Why build a &quot;3JZ&quot;?&nbsp; There is endless discussion on Internet race/Supra forums but there is only one good reason: you already have a good 1JZ head and a bad (un-rebuildable) 1JZ block and can get a rebuildable 2JZ block for little money -- and money matters to you.&nbsp; Real flow bench data shows that a ported 1JZ head is about as good as an un-ported 2JZ head.&nbsp; There is nothing wrong with the 1JZ head, it is a very good head, but the 2JZ head is better.&nbsp; However, with good cams, good mapping of the fuel/air/ignition, the correctly sized turbo (as small as it can be while staying in the safe island of the turbo map at the finish line), and strong internal components, much horsepower can be made with the 3JZ combination.&nbsp; The one small advantage of the 3JZ is a slightly faster rising torque curve at a lower rpm than a 2JZ (because of increased intake charge &#039;velocity&#039;).&nbsp; This advantage would matter to some racers using an automatic transmission because you can use &quot;taller&quot; rear end gears (for example, a 4.33 instead of a 4.56) and still have a good 60 foot time, while providing more speed at the finish line, at the drag strip.&nbsp; The engine tuning for an automatic-equipped race car is DIFFERENT than that of a manual 5 or 6 speed race car.&nbsp; An automatic race car &#039;likes&#039; a broader/fatter/flatter torque curve.[/QUOTE]</p><p><br /></p>

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