The 6BT and 2JZ-GTE differ tremendously in the valvetrain department, the latter of which makes use of dual overhead cams and four valves per cylinder. By comparison, the 2JZ-GTEвЂ™s piston pinВ checks-in at nearly half that at. The outside diameter of a 6BT floating wrist pin measures a healthy 1.57 inches. The tapered wrist pin bushing reduces reciprocating weight and optimizes wrist pin loading. Over-Engineered Where It Counts: Advantage CumminsДЄ little over-achieving goes a long way in the design of a connecting rod-and luckily for the 6BT, Cummins erred on the side of вЂњmake it last forever.вЂќ On the small end of the 6BTвЂ™s forged-steel, I-beam connecting-rod, it enjoys a tapered wrist pin boss area. To deal with excessive heat, both the 2JZ-GTE and 6BTвЂ™s cast-aluminum pistons are cooled via individually dedicated oil spray nozzles. The factory rods used in the 2JZ-GTE are good for 700 hp easy, although many believe their threshold for pain is well north of 800hp. The stock forged-steel rods found in the 6BT can withstand 1,500hp as long as torque is kept in check (under 2,500 lb-ft), although upgraded rod bolts are a good idea beyond 800hp. Luckily, both the 6BT Cummins and 2JZ-GTE were fitted with forged-steel connecting rods at the factory (CumminsвЂ™ factory being in Columbus, Indiana and ToyotaвЂ™s 2JZ-GTE plant being in Tahara, Aichi, Japan). Bring turbocharging into the mix and you add even more cylinder pressure for the rotating assembly to cope with. ItвЂ™s inherent for inline engines to produce gobs of torque. For competitors and power junkies alike, the amount of horsepower potential far outweighs a little weight penalty. With either engine, itвЂ™s important to remember that while theyвЂ™re relatively heavy for their respective automotive segments, the added heft does little to deter gearheads from using them. For example, InternationalвЂ™s DT360, another 5.9L inline-six produced during the same era (think school bus), tips the scales at roughly 1,250 pounds. As for the 6BT CumminsвЂ™ 1,100-pound dry weightвЂ¦believe it or not itвЂ™s actually on the lighter side of what some all-iron, industrial-intended diesel engines check in at. With very little work, that all-important power-to-weight ratio is right back where it needs to be. Neither Engine is Exactly a Lightweight: TieДЄt 507 pounds, the 2JZ-GTE is considered heavy by tuner motor standards (in large part due to its cast-iron block), but the amount of potential trapped inside this engine does little to turn off enthusiasts. The Cummins on the other hand, with its original intent to hum away for thousands of hours at a time in industrial and agricultural applications tips the scales at an obese 1,100. For the tuner car market, the 2JZ-GTE is considered hefty at more than 500 pounds. The CumminsвЂ™ bore checks in at 4.02 inches with a torque-facilitating stroke of 4.72 inches. The 2JZ-GTE features a вЂњsquareвЂќ bore to stroke ratio in which both are the same (3.39 inches). The CumminsвЂ™ crankshaft is treated to induction-hardened journals and both crankshafts utilize seven main bearings, which means the most important component in the engine isnвЂ™t going to budge under load. Cast-Iron Blocks, Forged-Steel Cranks: TieД«oth the 2JZ-GTE and 6BT are based on closed-deck, sleeveless cast-iron blocks, with each accommodating a large journal, forged-steel crankshaft. Below, weвЂ™ll give you all the nitty gritty details of each power plantвЂ™s makeup-but itвЂ™s up to you to decide which one reigns supreme. Now weвЂ™re pitting these two heavyweights against each other to find out which one is the greatest inline-six of all time. In the past, weвЂ™ve presented our case as to why the P-pumped 12-valve 5.9L Cummins is the best diesel engine ever made and also why the Toyota 2JZ-GTE is still relevant in todayвЂ™s high-horsepower world. Have very few weak links and can support 2,000hp when properly built?.Produce better than 1 lb-ft of torque per cubic inch in factory trim.Still not convinced these two polar opposites belong in the ring together? How about the fact that both make use of: For instance, with a few simple modifications you can make 400hp in either application and the stock internals can withstand an unbelievable amount of abuse beyond that-meaning you donвЂ™t need to dig into the bottom end to have a lot of fun. But which iconic straight-six is truly better? The one designed, built and intended to make the Toyota Supra the crown jewel of Japanese sports cars, or the oil-burner originally intended for tractors that somehow wound up in Dodge Rams? It may seem like an unlikely comparison at first, but when you realize just how much hidden potential exists in these mills, it begins to make sense. It's the closest you can get to bulletproof in the automotive segment: the 6BT Cummins and the Toyota 2JZ-GTE. Toyota 2JZ-GTE: Which Iconic Inline-Six Is Better?

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