FAQ : 2JZGTE VVTi Specifications

FAQ : 2JZGTE VVTi Specifications


Another chapter of our How To series of articles involving the 2JZGTE engine swaps, is our 2JZGTE VVTi specifications. The VVTi engine is Toyota’s first 2JZ engine to utilize variable intake cam gears to adjust intake cam timing on the fly. Similar in respect to Honda’s VTEC or Mitsubishi’s MIVEC, but Toyota’s version is dynamic and on the fly.

Using the sensor outputs the 2JZGTE VVTi ECU manipulates valve timing by retarding or advancing the intake cam gear at various engine speeds. By optimizing the intake valve timing, the ECU is able to improve midrange power and increase low end torque and decrease emissions overall.


The orchestration of electronics and hydraulics allows the VVT-i system to change phase over a complete range of 30 degrees. Vast improvements in engine intake and optimized combustion is achieved as this variable valve timing system does it’s job. Have a question about cam timing? Check out how to adjust overlap through our 4G63 cam timing guide for an inkling on what cam phase timing can do.

The VVTi engine is a good candidate for engine swaps if you are looking for a 2JZ engine to import. Found in the JZA80 Supra after it had been discontinued here in the US, it can be imported from UK markets as well as the JDM market.


Many customers are turned away from the VVT-i because they hear it’s a weaker motor. Contrary to popular belief, the VVTi 2JZ is not weaker than the non-VVTi version and in fact shares almost all the same part numbers to put it together. Let’s jump right into our 2JZGTE VVTi specifications.

Rundown on the VVTi

  • Max Power: 209 @ 5600 (280 hp)
  • Torque (nm) 46.0 @ 3600 (338ft/lb)
  • Injectors: 440cc High Impedance
  • Stock recommended Denso plugs: PK20TR11
  • Stock recommended NGK plugs: BKR6EKPB11
  • Airflow Sensor: Hot wire type airflow meter
  • Cable Throttle – no Drive by wire
  • Traction control is built into ECU
  • Rev Limit: 7200rpm
  • Speed cut: 180km/h

What’s the difference between the VVT-i 2JZGTE and the normal JDM Aristo 2JZGTE?

How To Rebuild your 2JZGTE

Intake Cam and Gear

The single biggest difference between the VVT-i model and the normal 2JZ is of course the intake cam gear and camshaft. This can be the one negative to swapping a VVT-i engine into your 2JZGTE, because if you want to upgrade your intake cam it’s going to be pricey.

There’s a definite void of aftermarket support for this VVT-i intake cam, but HKS does offer a VALCON system that is basically a custom grind. Be aware of this limitation before you purchase your imported 2JZGTE.

Not cheap is a good way to describe the HKS Valcon system
Not cheap is a good way to describe the HKS Valcon system

The exhaust cam and cam gear are the same as any non-VVTi 2JZGTE and thus accept the wide range of aftermarket cams.

Cylinder Head Swaps

The cylinder head components for either VVT-i or non VVTi are exactly the same outside of the intake cam and cam gear. You can swap the cylinder heads and camshafts to simply convert your VVT-i 2JZGTE to a non-VVTi if you wish. In fact outside of the shims found in the head, all the part numbers are exactly the same outside of the obvious intake cam.

What else is different?

The upper radiator pipe will differ from the non-VVTi version, because of the bulge for the hydraulic actuator and intake cam gear. The throttle cable is a different length because unlike the normal 2JZGTE, the TRAC control is incorporated into the ECU. The crank, rods, pistons, rings, bearings, bolts are all the same as the non-VVTi version.

There is a water sender ( not sensor ) that you will need to install or wire separately if you are not using the traditional VVT-i ECU and harness.

All done with our how to DIY writeup
DIY 2JZGTE Underdrive pulleys

Why swap the VVT-i?

It’s a newer engine that many of the older 2JZ’s on the market or sitting in yards around the world. It’s also front sumped which means if you are swapping it into a 240SX or 240Z, there is no need to source another sump setup. It gives you the same amount of power and reliability without the higher price tag usually, and it represents Toyota’s vision for the 2JZ which by the way still remains in production.

Why not swap the VVT-i?

The unfortunate fact of this engine swap is the ECU, as it controls the variable intake valve timing. You will need an aftermarket ECU to fully run and operate your engine if you are not converting it to a non-VVTi.

Your options are rather limited but there are a few of them available including the big names like AEM EMS, Autronic SM4, the new Haltech as well as the HKS F-CON V PRO.

That does it for our 2JZGTE VVTi Specifications guide, please leave us any comments or questions below.




  1. Good Day Prostreet,

    Correct me if I’m wrong but doesn’t the Aristo VVTI have dbw/etcs-i and not a cable driven throttle body, hence why people convert to GTE plenum and non-vvti throttle body?
    Well it is cable driven, but that cable doesn’t actually actuate the throttle plate, does it? I believe the cable gives an electrical pulse/output to the ECU that actuates the throttle plate of the Aristo VVTI engine.

    Sorry, I’m just trying to do as much research as I can for my VVTI Aristo swap.

    • Hi Johannes, thanks for commenting!

      That’s what’s great about the 2JZ, there are so many different versions of the VVTi engine out there! If you are swapping in one, we would recommend avoiding the DBW, not that we needed to tell you! Sounds like a great swap! Let us know how it turns out!