Factory injector data for the Toyota platforms we service most: MK3 and MK4 Supra, SW20 MR2 Turbo, Celica All-Trac, 1JZ and 2JZ swaps, and Tacoma, Tundra, and 4Runner trucks. Flow rate, impedance, feed style, and identification marks, compiled and maintained by the injector cleaning department at Boost Lab, Inc.
Toyota did something in the 1990s that still confuses builders today: it ran side feed Denso injectors on its flagship turbo engines while the rest of the industry standardized on top feed. On a side feed injector, fuel enters through slots in the side of the body and the injector sits down inside the fuel rail. The rail pattern, seal sizes, and slot position are unique to Toyota, so common top feed upgrades do not drop in without a rail conversion.
The second trap is impedance. USDM MK4 Supra Turbo injectors are low impedance and run through a factory resistor pack, while the JDM version of the same engine uses high impedance injectors with no resistor pack. Swap engines or injectors between markets without accounting for that and you will either overheat injector drivers or barely open the injectors at all.
Side feed injectors are also the reason so many JZ and 3S cars come to us running rough after sitting. The fine side slots and internal filter baskets load up with varnish faster than a top feed design, and because these injectors are 25 to 35 years old and mostly discontinued, cleaning and flow matching the originals is usually the smartest money on the car.
There is also a JZ variant most people have never met: the D4 direct injection FSE engines. From 1999 Toyota built the 2JZ-FSE and 1JZ-FSE for JDM luxury sedans (Crown, Crown Majesta, Brevis, Progres, Mark II, Verossa), running swirl-type direct injectors at roughly 120 bar and stratified lean burn as extreme as 40:1. That ultra lean operation is efficient and it is also exactly how injector tips and intake tracts carbon up, which is why FSE sets are appearing on our bench as imported Crowns and JDM engine swaps land in the US. These are true GDI injectors, tested and cleaned on our Carbon Zapp bench at real direct injection pressures, not port pressure guesses.
| Application | Engine | Flow | Feed | Impedance | ID Marks |
|---|---|---|---|---|---|
| Supra MK3 NA 1986.5-88 | 7M-GE | 295 cc/min | Top feed | LOW IMP | Yellow, 2.7 ohm |
| Supra MK3 NA 1989-92 | 7M-GE | 315 cc/min | Top feed | HIGH IMP | Light green |
| Supra MK3 Turbo 1987-92 | 7M-GTE | 430 cc/min | Top feed | LOW IMP | Black, 2.9 ohm |
| Soarer / Chaser / JDM MK3 | 1JZ-GTE | 380 cc/min | Side feed | HIGH IMP | Yellow, Denso F1 connector |
| Supra MK4 Turbo, JDM 1993-02 | 2JZ-GTE | 440 cc/min | Side feed | HIGH IMP | Grey, 14.2 ohm, Denso F1 |
| Supra MK4 Turbo, USDM and Euro 1993-98 | 2JZ-GTE | 550 cc/min | Side feed | LOW IMP | Purple, 2.3 ohm, Denso F2, resistor pack |
| Supra MK4 NA / SC300 / IS300 | 2JZ-GE | 315 cc/min | Top feed | HIGH IMP | Green |
| MR2 Turbo SW20 1991-95 (Gen 2) | 3S-GTE | 440 cc/min | Top feed | LOW IMP | Requires resistor pack |
| Celica All-Trac 1988-93 | 3S-GTE | 430-440 cc/min | Top feed | LOW IMP | US market Gen 1 and 2 |
| JDM MR2 / Celica GT-Four (Gen 3) | 3S-GTE | 540 cc/min | Side feed | LOW IMP | Red, Denso F2 |
| Flow figures above are the commonly published static ratings at approximately 3 bar (43.5 psi). Actual as-found flow on 30 year old injectors is routinely 5 to 15 percent below spec and uneven across the set, which is exactly what our ASNU bench report documents before and after cleaning. | |||||
| Tacoma / 4Runner 3.4L V6 | 5VZ-FE | OEM Denso | Top feed | HIGH IMP | Bench data on request |
| Tacoma 2.7L / 2.4L | 2TR-FE / 3RZ-FE | OEM Denso | Top feed | HIGH IMP | Bench data on request |
| Tundra / Sequoia / LX470 4.7L V8 | 2UZ-FE | OEM Denso | Top feed | HIGH IMP | Bench data on request |
| Pickup / 4Runner 22RE | 22R-E | OEM Denso | Top feed | LOW IMP | Early EFI, resistor pack |
| JDM D4 direct injection JZ engines below: swirl-type GDI injectors running at roughly 120 bar system pressure, tested and cleaned on our Carbon Zapp bench at true direct injection pressures. These arrive in imported Crowns and JDM engine swaps. | |||||
| Crown / Mark II / Verossa / Brevis (JDM) | 1JZ-FSE D4 | Swirl-type DI | Direct injection | DIRECT INJ | 2000-07, Carbon Zapp GDI service |
| Crown / Crown Majesta / Brevis / Progres (JDM) | 2JZ-FSE D4 | approx 170 cc @ 120 bar | Direct injection | DIRECT INJ | 1999-2007, Carbon Zapp GDI service |
JZ and 3S side feeds that sat with old fuel flow lean and spray poorly. Ultrasonic cleaning typically recovers the full published rating and evens the set to within a couple percent.
7M-GTE black tops are low impedance and age hard. We flow test the set, identify weak units, and match replacements so the standalone or stock ECU sees a consistent set.
Tacoma and Tundra misfires blamed on coils are often one lazy injector. A before and after flow report tells you in numbers instead of guesswork.
Not directly. The JDM 440 cc injector is high impedance and the USDM 550 cc injector is low impedance and depends on the factory resistor pack. Physically both are Toyota side feed, but the connector style and impedance differ, so the ECU side must match the injector you run.
Only with a top feed fuel rail conversion. The factory side feed rail cannot accept top feed injectors. For stock to moderate power, cleaning and flow matching the original side feeds is usually the better path because the factory rail, seals, and tune stay untouched.
Most Denso side feed part numbers are no longer produced. That makes professional cleaning, new seals and baskets, and documented flow matching the most practical way to keep an original set healthy. Ship them to us and you get a before and after ASNU flow report with the service.
Uneven idle, a cylinder that fouls plugs, drifting fuel trims, or a car that sat for months are the classic signs. On the bench it shows up as low static flow, poor spray pattern, or a set with more than a few percent spread between injectors.
Yes. The JDM D4 engines run swirl-type direct injectors at roughly 120 bar, and their stratified lean burn strategy is notorious for carboning injector tips over time. We test and clean these on our Carbon Zapp GDI bench at true direct injection pressures with per injector flow and leak documentation, which is the only honest way to evaluate them. If your imported Crown or FSE swap idles rough or hesitates, the injectors are the first suspects.
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