2JZ engine swap? Consider these 4 alternatives.

Have you recently checked out how much a Toyota 2JZ GTE engine sells for? Looking at eBay Motors, prices start at more than $5000.

Sure, you could save a little and get a non-turbo 2JZ, but what about considering one of the following engines as an alternative? These also have aftermarket support while being something a little different.

And prices? Should cost less than the famed 2JZ GTE.

GM Vortec 4200 Inline-Six

Photograph courtesy Bring a Trailer

Where to see the full potential of this underrated American inline-six? Look no further than the Nelson family, longtime $2000 Challenge competitors known for building fast, inexpensive machines.

When first introduced in the early 2000s, the 4200 was good for some 270 horsepower. By the end of production in the mid-2000s, horsepower was approaching nearly 300. Add some boost, and you should easily have a recipe for fun.

If you aren’t picky for mileage, several engines are available on eBay Motors for less than $1000.

And if you’re looking for a more unique flavor, GM also offered two five-cylinder variants, the Vortec 3700 and Vortec 3500.

BMW N54/N55 Inline-Six

Photograph by Tom Suddard

While maybe not as inexpensive as some others on this list, the N54 and N55 still represent affordable alternatives to JDM darlings like the 2JZ as well as the RB26 and RB30.

While the thought of maintaining an out-of-warranty BMW engine might sound scary, our own experiences with an N55-powered 435i have shown that it’s doable for most DIY folks.

While quite similar in specifications, the N54 and N55 do have a few differences. One of the most notable of these is that the N54 uses a twin-turbo setup, whereas the N55 uses a single twin-scroll turbo.

eBay Motors shows N54s available for around $1000 to $2000, with the newer N55 available for approximately $3000 to $4000.

Toyota UZ V8

Photograph courtesy Lexus

Toyota reliability but the eight-cylinder flavor.

While you’ll find most examples under the hood of Land Cruisers, Tundras, Sequoias and the like, the UZ was also used to power a few different versions of the Lexus SC, GS and LS.

Need more racing pedigree? Both Toyota- and Lexus-badged race cars competing in Super GT, one of the top-most levels of sports car racing in Japan, have used modified versions of the UZ, putting out as much as 500 horsepower or more.

Based on what’s available on eBay Motors, expect to pay $1000 to $2500 for an engine.

Volkswagen 2.5-Liter Inline-Five

Photograph courtesy Bring a Trailer

How about something really different? In the early to mid-2000s, Volkswagen Jetta, Golf and Beetle buyers could opt for a 20-valve, 2.5-liter inline-five engine rated at 170 horsepower and 177 lb.-ft. of torque.

While those figures aren’t the most impressive, it’s the humble VW engine’s relatives that offer a look into its true potential.

Take, for example, the current Audi RS 3. Look under the hood, and guess what you’ll find: That’s right, a derivative of that very same 20-valve, 2.5-liter engine, but now with a turbocharger and a power output of 401 horsepower and 369 lb.-ft. of torque.

While it’s not exactly plug and play, the same aftermarket that can add power to that Audi engine can also add power to the Volkswagen engine.

And while you’re at it, you can brag to everyone at cars and coffee that you technically have half of a V10 from a Lamborghini Gallardo–even if it’s really just a shared cylinder head design.

eBay Motors shows several complete assemblies available for well under $1000.

What About You?

Do all of these swaps make the most sense? Is it worth following the less followed path? Can you figure out the rest of the details? I’m eager to see the results–and hear more about your favorite unorthodox swaps.

Honorable Mentions

Honda G25

Photograph courtesy Duncan Imports

The G25 (and by extension, the earlier G20) is a unique footnote in Honda’s history as the company’s only inline-five engine to make it into a production car–specifically, the USDM Acura Vigor and, later, the USDM Acura TL.

I can’t imagine why anyone would go out of their way to swap this motor into anything, but kudos to you if you do.

So why include the G25 on this list? Because inline-five engines are cool, and the rarity of seeing another Honda inline-five-powered car on the road is even cooler.

Another interesting factoid? A G-Series engine was used in the Honda Sport Study Model (SSM), the original concept for the S2000.

Ford Barra

Photograph courtesy Collecting Cars

The only reason why this one is on the honorable mentions list is because I don’t think it’s as underrated as it used to be–which is certainly not a bad thing.

While America’s muscle cars favored eight cylinders aligned in a V shape, Australia preferred to keep the cylinder count to six and arrange them all in a neat row.

Australia also kept the Falcon alive, and it’s where you’ll find most versions of the inline-six Barra. Naturally aspirated and turbocharged models were available, as were a few examples that run on liquefied petroleum.

Iron Duke

Photograph courtesy Cars & Bids

“It’ll run terribly, but it will also run terribly forever.”

That’s one of the few redeeming qualities of this engine, if you could consider the above a compliment–so maybe this is a solid choice for a low-buck racing series like the 24 Hours of Lemons or even our own $2000 Challenge.

That being said, versions of the Iron Duke did make their way into NASCAR’s now-defunct sport compact series as well as into IMSA’s GTU and GTP classes, so there’s at least some sort of more serious motorsport history.

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Comments

Chris Tropea Associate Editor
2/25/25 9:21 a.m.

I have been seeing a lot of buzz about the VW 2.5 swap. It is an interesting engine and they put it in a ton of stuff meaning it should be relatively inexpensive.

Pete. (l33t FS) GRM+ Memberand MegaDork
2/25/25 9:27 a.m.

Two whinging points: The Atlas's two 5 cylinder variants were the 3500 and 3700. The 2900 was a four-cylinder.

I used to service Vigors with the G25 engine. I thought they were neat because they were a longitudinal front driver with a separate differential mounted under the front of the engine. What sucked about them was they still used a distributor, up against the firewall, and these distributors liked to eat the bearings, as other Honda engines of the timeframe also liked to do. When this happened on the G25, the distributor would seize. When this happened, the camshaft would break, being somehow weaker than the distributor drive or the timing belt.

Pete. (l33t FS) GRM+ Memberand MegaDork
2/25/25 9:32 a.m.

Chris Tropea said:
I have been seeing a lot of buzz about the VW 2.5 swap. It is an interesting engine and they put it in a ton of stuff meaning it should be relatively inexpensive.

It was very popular to swap into older longitudinal Audis as of ten-fifteen years ago. It was something like four inches shorter than the 034 five cylinder, which gave more room for a front mounted intercooler or even a front mounted radiator in an ur-quattro. The valvetrain and oil pump setups didn't have the same RPM limitations, either. And it was lighter and the cylinder head flowed a lot better than even a heavily modified 20v (2.2l) head. People were swapping out their 20vs that only made 500-600hp for 07K based engines that made.... more.

But the sad thing, today, is the companies that used to sell swap parts like oil pans, motor mounts, intake manifolds, etc are no longer doing it for lack of interest. Heck, a forum that used to be the locus of 07K swap information has shut down due to lack of interest. The left side motor mount is the tricky one, because there are no real good bosses on that side of the engine except for the oil filter housing pad, so this pad was used to build a mount off of. Which necessitated that the motor mount have oil lines running through it to a remote oil filter.

Colin Wood Associate Editor
2/25/25 9:37 a.m.

In reply to Pete. (l33t FS) :

Ah yes. Good catch, and thanks for pointing it out.

And I'm not surprised about the G25, I figured that there were a few reasons why they aren't really a thing nowadays.

Pete. (l33t FS) GRM+ Memberand MegaDork
2/25/25 9:43 a.m.

In reply to Colin Wood :

I'm pretty sure that it was only available in the Vigor, and may have been a base model engine. (The Legend, later rebadged as 3.2 and 3.5 RL, had V6s, I don't recall if the Vigor ever got it as an upgrade)

All Vigors I have ever seen were automatics. They had all the power of an Accord with a 25% larger engine in a chassis that felt 30% larger, Every Vigor that I ever drove chirped the tires on a 1-2 shift when just driving around normally. Honda was not interested in shift smoothness at the time, they wanted the trans to shift as quickly as possible, and torque management quite literally hadn't been invented yet (Ford did that in a few years in the Taurus). I expect that this behavior was probably a bit off-putting for most.

Edit: TIL that the Vigor was a stretched Accord and not at all based on the Legend. Weird of Honda to make two very similar cars on different platforms. Normally they make two fairly different cars on the same platform

Tom1200 PowerDork
2/25/25 12:03 p.m.

We once toyed with doing a Barra motor in the 1200 just to be different but now that I have the Mustang that went out the window forever.

As for the Toyota V8s I love them and would love to put one in a 70s Celica or the like.

yupididit UltimaDork
2/25/25 12:19 p.m.

How is the M103/M104 not on the list? Basically the German 1JZ/2JZ for way cheaper. And there's an actually aftermarket for turbos and standalones now.

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