2JZGTE JDM Turbo Hi-Flo Data

The information below has been collected from various sites and personal
measurements taken from a disassembled JDM 2JZGTE CT20A turbo.

The aim is to produce a hi-flo style twin sequential turbocharger system for the JDM
2JZGTE. The ultimate aim is to remain factory looking, but with the potential to flow
approximately 550HP at the flywheel via approx. 19-20psi boost. The turbo’s should
maintain as close to factory spool and work in full sequential mode but be able to flow
the projected figures without adversely affecting driveability.

Modifications will be required to be made, to turbine and compressor housings in

order to accommodate the larger wheels, No.1 wastegate to aid the ability for the
adequate control of boost whilst employing a modified free flowing twin to single
dump pipe. This is the bane of modifications to the factory twins, as the No.1 turbo
wastegate which is the only wastegate controlling the boost with both turbo’s online,
runs short on ability to flow enough exhaust around the turbines to limit the boost to
even moderate levels. I’m hoping that the enlarged factory gate will be adequate with
the hi-flo’d turbochargers as the amount of exhaust pressure required to be bled off at
high loads could possibly be less then required with the factory turbochargers.

If the above proves in adequate an external style gate may need to be employed to
assist the No.1 wastegate.

To start with we need to identify the sizing and ability of the factory JDM CT20A’s to
accept larger wheels and suitability of various wheels, for a moderately painless
upgrade.
The following table is a mixture of measured and researched data.

Turbo wheel sizing etc.

JDM 2JZGTE CT20A

Potential wheel upgrades

TURBO Metric
Compressor Wheel Turbine Wheel Shaft Diameter
Exducer Inducer Exducer Inducer
CT12b 43.39 50.81 7.49
CT20B (Steel) 48.21 59.70 9.96
CT20B (Ceramic) 62.00 38.50 48.21 59.70 9.96
GT2540 75.49 51.21 46.56 53.29
GT2835 70.43 50.72 51.31 55.98
GT28RS 70.43 50.72 46.56 53.29
GT35 70.99 51.21 62.31 70.99
T3 48.75 59.00 10.16
T3-40 60.12 37.69
T3-45 60.12 40.51
T3-50 60.12 42.52
T3-55 60.12 44.70
T3-60 60.12 46.48
T3-S60 60.12 48.26
TO4B-S 69.85 48.36
TO4B-Super S 76.20 48.36
TO4B-T5/T6 69.85 51.61
TO4B-V 69.85 55.37
TO4E-40 74.93 47.50
TO4E-46 74.93 50.88
CT20A Turbine Wheel Assembly

We’ll start by looking at the turbine wheel, once this has been selected we can move
on to the compressor wheel, with which we have a little more flexibility in selection.
 Dimensions 2JZGTE Turbine Shaft/Wheel
Label (mm)
A 59.7
B 48.21
C 10.16
D 9.996
E 23.71
F 6.65
G 44.5
H 39.6
I 13.5
J 6.48
Seal 1.75

These dimensions are the critical dimensions that need to be aimed for. There is some
flexibility in the in the wheel sizing (going larger of course), but the shaft diameter
and shoulder length is critical as is the location and diameter of the slip seal on the
turbine end.

There is a little flexibility granted in the H and I dimensions as comp wheels can be
adapted to suit. I believe there is also a little flexibility in the dimension E also, which
is very beneficial as we’ll see soon with the dimensions of the CT20 Landcruiser style
turbine wheel.

It appears in first glance that the CT20 Landcruiser steel turbine wheel has the same
dimensions in shaft diameter and turbine wheel Exducer and Inducer dimensions.
Dimensional data will confirm this.
The above two images are of the CT20 LC steel turbine, the dimension E on this
turbine assembly appears to be comparatively larger then the CT20A ceramics
23.71mm dimension. This may or may not be an issue as the turbine housing actually
extends past where the ceramic wheel stops. It also appears that the ceramic has a
longer ‘nut’ on the end, which might mean the turbine’s overall length could be
comparable and not of concern.

Another option worth investigating it the T3 Style turbine assembly, which I believe
has a similar shaft diameter, but I’m led to believe that the slip seal might not be in the
correct location. TBC
CT20A Compressor Wheel

There are a couple of limitations with compressor wheel selection, the two mains ones
being The Exducer diameter, preferably limited to around 60.12mm and the maximum
inlet diameter the housing can support of 51mm. This is best kept to 48mm maximum
as the inlet piping is only roughly this cross-sectional area, and doesn’t afford enough
metal to really enlarge this.

The depth of the compressor wheel will also need to be taken in to account, as well as
compatibility with the turbine shaft. 26.50mm is the dimension from the compressor
wheel rear to the nose where the nut clamps on.
Below you can see plotted in dark blue the line that the turbine will take on the
compressor map. I’ve used a spreadsheet to plot this information, based on requiring
around 275hp/turbo.

Credit to Frank Katzenberger - frank.katzenberger@squirrelpf.com for the use of this

spreadsheet.

Legend
• Dark Blue 275hp/turbo 19psi
• Magenta half boost
T3 ‘60’ Trim wheel:-
Inducer – 46.48mm
Exducer – 60.12mm

As you can see above the T3 60 Trim wheel appears to be a good match for both power and
to ensure that surge isn’t experienced when the turbo’s come on boost.

At the projected 19psi (2.3 Pressure Ratio) the compressor it still right on top of the highest
efficiency plateau. Coupled with the distance from the surge line it would be a good choice for
the aim of the upgrade.
T3 ‘S60’ Trim wheel:-
Inducer – 48.26mm
Exducer – 60.12mm

The T3 Super 60 trim wheel has a slightly larger inducer, which will still comfortably
fit into the STD CT20A housing, but I wouldn’t be looking at a compressor wheel any
larger then this on the inducer side.

It is evident that on spool the compressor creeps up precariously close to the surge
limit of the compressor. This may or may not be acceptable in practice, but it’s a little
too close for my comfort, and as the wheels don’t offer any real obvious benefit over
the T3 60 trim wheel I’m leaning away from the extra effort and potential for surge
with using the Super 60 trim wheel.