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2.5L 24v - 1JZ-GTE
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2.5L 24v - 1JZ-GTE
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Set of 6 forged 4340 steel connecting rods for the Toyota 1JZ-GTE 2.5L 24V Turbo.
The Toyota 1JZ-GTE is a turbocharged 2.5-litre (2,492 cc) inline six-cylinder engine with double overhead camshafts and 24 valves. Introduced in 1990, it first used a twin-turbo layout before switching, from 1996, to a single turbocharger combined with VVT-i variable valve timing. Built around an exceptionally sturdy cast-iron block, with an 86 mm bore and a short 71.5 mm stroke, it delivers a quoted output of around 280 hp and generous torque while keeping a wide reliability margin.
A true icon of Japanese tuning, the 1JZ-GTE powers the Toyota Supra 2.5 (JZA70), the Chaser, Cresta and Mark II saloons and coupés (JZX81, JZX90, JZX100, JZX110), the Soarer (JZZ30), the Crown (JZS171) and the Verossa, built between 1990 and 2007. Popular in drift, drag and racing, it accepts very high power figures provided the bottom end is reinforced: that is exactly what forged connecting rods are for.
Machined from high-strength 4340 steel, reinforced forged connecting rods strengthen the bottom end as soon as power rises. They become essential when switching to forged pistons, raising the rev limit, increasing boost pressure or gaining displacement, all cases where the original rod reaches its limits.
Designed to withstand the high stresses of tuned engines (turbocharged and supercharged alike), these forged connecting rods cover every discipline (rally, drift, drag, circuit and track days, hillclimb, time attack) and support Stage 2, Stage 3 and Stage 4+ builds, up to full competition engines.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 22 mm | Small-end width | Big-end diameter OEM 55 mm | Big-end width | Center-to-center OEM 125,2 mm | Weight per rod |
|---|---|---|---|---|---|---|---|---|---|
| KCR366A | Wössner | I | ARP 2000-3/8"-38mm | 22 mm | 25,9 mm | 55 mm | 25,9 mm | 125,2 mm | 660,87 g |
| Connecting rod | Bolts | Tightening torque | Recommended stretch |
| Wössner (KCR366A) | ARP 2000 | 74,6 N·m | 0,1397 – 0,1524 mm |
Manufacturers recommend the stretch-gauge method as the reference: the instructions supplied with the kit always take precedence. The torque figures correspond to assembly with ARP lubricant.
| 4340 steel is a nickel-chromium-molybdenum alloy steel used in aerospace and motorsport alike. Forged then heat-treated (quench and temper), it offers excellent tensile strength, high fatigue resistance and real ductility. Compared with an original rod (often sintered/powder metal, optimised for series-production cost), a 4340 forged rod shows roughly +19% higher yield strength, +8% higher tensile strength and above all +19% to +37% higher fatigue strength, i.e. a fatigue life under cyclic loading several times longer. This is what makes forged 4340 the reference material as soon as boost and rpm climb. |
 | I-beam profile. With its thinner central section, the I-beam rod is lighter: less inertia and freer rev pick-up. It is the preferred profile on modern turbo engines like the 1JZ-GTE. Its I-HD (Heavy Duty) version is a reinforced variant, designed for higher loads. |
The rod bolt is one of the most heavily stressed parts in the engine. The key is to match the ARP grade to the real use of the build, then to strictly follow the assembly torque and stretch.
 | ARP 2000 (tensile strength ~220,000 psi, i.e. ~1,517 MPa) is the high-performance standard. Suited to builds up to 200 hp per cylinder with 3/8" bolts, and up to 8,500 rpm, it is the most common grade in circuit, track days, drift, rally, drag and hillclimb, recognised for its strength, reliability and versatility, with no particular storage constraints. |
In addition to torque tightening, measuring rod-bolt stretch is the most reliable check for optimal preload. The check is done with the bolt fitted: place the gauge (dial indicator) on the two ends of the bolt and read its actual stretch, which must match the recommended value (see the torque & stretch table above). This method removes the friction variations inherent in torque tightening and secures the assembly on heavily stressed engines. |
 | Wössner is a renowned German manufacturer specialising in high-performance forged pistons and connecting rods. Its rods are machined from forged 4340 steel, heat-treated for high fatigue strength. Wössner calls its optimised profile “A-Beam”, an enhanced I-beam design combining light weight, stiffness and reliability for heavily built engines, both turbocharged and naturally aspirated. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
These forged connecting rods are compatible with all vehicles fitted with the Toyota 1JZ-GTE engine (3.0L 24V twin-turbo):
| Make | Model (chassis) | Engine code | Power | Years |
| Toyota | Chaser (JZX81) | 1JZ-GTE | 280 hp (206 kW) | 1990–1992 |
| Toyota | Chaser (JZX90) | 1JZ-GTE | 280 hp (206 kW) | 1992–1996 |
| Toyota | Chaser (JZX100) | 1JZ-GTE | 280 hp (206 kW) | 1996–2001 |
| Toyota | Cresta (JZX81) | 1JZ-GTE | 280 hp (206 kW) | 1990–1992 |
| Toyota | Cresta (JZX90) | 1JZ-GTE | 280 hp (206 kW) | 1992–1996 |
| Toyota | Cresta (JZX100) | 1JZ-GTE | 280 hp (206 kW) | 1996–2001 |
| Toyota | Crown (JZS171) | 1JZ-GTE | 280 hp (206 kW) | 1999–2003 |
| Toyota | Crown Break (JZS171) | 1JZ-GTE | 280 hp (206 kW) | 1999–2003 |
| Toyota | Mark II (JZX90) | 1JZ-GTE | 280 hp (206 kW) | 1992–1996 |
| Toyota | Mark II (JZX100) | 1JZ-GTE | 280 hp (206 kW) | 1996–2001 |
| Toyota | Mark II (JZX110) | 1JZ-GTE | 280 hp (206 kW) | 2000–2004 |
| Toyota | Mark II Break (JZX110) | 1JZ-GTE | 280 hp (206 kW) | 2002–2007 |
| Toyota | Soarer (JZZ30) | 1JZ-GTE | 280 hp (206 kW) | 1990–2000 |
| Toyota | Supra (JZA70) | 1JZ-GTE | 280 hp (206 kW) | 1990–1993 |
| Toyota | Verossa (JZX110) | 1JZ-GTE | 280 hp (206 kW) | 2000–2003 |
OEM reference: 13201-46030 (set of 6 rods).
When an original bottom end fails (broken, bent or scored rod), going back to the factory configuration means replacing the rods and the pistons, often damaged at the same time. The bill climbs quickly, for a simple restoration to stock.
For an equivalent budget, or even less, fitting 4340 forged connecting rods paired with forged pistons brings far greater reliability and safety margin, plus real potential for power increase. It’s the solution chosen by European engine builders for over 15 years.
For the same budget: more reliability, more potential, more longevity.
