Digging this thread back up from the dead, but @immadak did you finally decide which engine to go for?
As for the 2JZ vs 1UZ debate, this topic is too dear to my heart for me to let it escape without any attention LOL.
First, in response to @immadak, I have driven a CJ7 with a 2JZGE, and I also happen to possess a US spec CJ7 with a 1UZ. I mention the US spec bit because that means it has the original Borg Warner T5 5-speed transmission and 2.73:1 ratio differentials both of which help the CJ be more car-like than truck like. The 2JZ CJ7 was also set up with 3.55:1 ratio differentials and R150F transmission from a late 90s Prado.
Both engines are more than adequate to move a CJ7 fairly quickly. The 1UZ costs about 100k and takes at least another 100k to install properly (heavy duty clutch/flywheel, cooling system, fuel system, air cleaner assembly, EFI wiring, brake service/upgrades, suspension upgrades, high ratio differentials, Prado or Hilux transmission, etc). It makes the Jeep drive like a hot rod. It can be downright scary and it will put an inexperienced driver on his roof or in a utility pole.
The 2JZ on the other hand, costs about 85-90k, and it's a heck of a lot simpler because there is no complicated airflow sensor to match like with the 1UZ, and a 3L Hilux flywheel and clutch will work fine with it instead of the super expensive 1KZ flywheel and 1KD clutch set. It's also more easily available with a rear or mid sump oil pan, which you need for proper fitment, as opposed to the 1UZ which are almost always the front sump variety. Fuel economy is also much better for the 2JZ.
Since I had been driving an LT1 powered Firebird until this time, I was afraid neither of these smallish twin cam Jap engines would have enough low end torque for decent low rpm/low speed driveabilty, but I was quite mistaken. Contrary to my initial fears, both engines have enough torque at low RPM. The 2JZ was definitely helped by the lower gearing in that vehicle but the 1UZ doesn't really struggle at all either, chugging along under 1500 rpm quite easily whether on road or off road.
So which one is a more practical choice? The 2JZ without a doubt. It's just a lot more hassle free and easier to get up and running. You can use a Hilux transmission and transfer case with a bolt-on factory bellhousing; something which can't be said for the 1UZ. The clutch needs a lot less modification also. The wiring is a snap since there is now very large knowledge base locally for this swap. From a performance perspective, you can get away with low axle gearing without hurting fuel economy too much.
As for the 1FZFE @fouadhafeez, just the cost alone makes the swap a non-starter. The motor alone is worth what a running CJ7 costs. The transmission then costs a tidy sum more. This goes for any SUV engine that is used as a replacement for local market vehicles. Although, I completely agree with your statement regarding the internal state of these engines - not all of them are salvaged low mileage units out of insurance write-offs - JZ and 1UZ engines are relatively inexpensive simply because they aren't commonly used replacement engines for luxury vehicles. Since demand is low and supply is plentiful, prices remain low. Besides, the 1UZ has developed a reputation as being an electrical nightmare with pricey parts for the uninitiated mechanic, so its popularity in swaps remains somewhat subdued.
@suhaibkiani, one of my friends here in Karachi has experience with the 1JZGE in CJs and YJs. He claims urban fuel economy is around 10 km/L compared to about 8km/L for the 2JZ. And you're right, Yamaha had a hand in developing the 1JZ's induction system. That explains why the rev happy GTE version pumps out 280 HP.
