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What up guys this is my first post. My car isn’t done yet, but I still want to show you guys how it’s going. Original plan was to stay auto, go standalone, and run the CXRacing kit until I needed new parts as they began to fail... But you know how it goes. I probably should have stuck with that plan! Here’s what I ended up going with:
PnP AEM v2
SPA cast tubular manifold
Driftmotion 6262
XS ffim
ID1050x
walbro 450
aeromotive FPR and filter
Suprastore LQ9 coilpack kit
Collins cd009 kit
CXRacing SC gte swap intercooler kit
Tial WG and BOV
Ebay 3” downpipe
Megan Racing Supra midpipe (modified)
Circuit Werks dual exhaust
I might be missing a few things... but that’s about it. I’m going to be running SoCal pump 91 and E85. The engine itself is 100 percent stock unopened. No head gasket no studs nothin. What kind of numbers do you guys think I’ll be making? Dyno day is coming up so I’m curious to see how accurate the guesses are! Any other questions or comments welcome.
I’ve read the Supra HG lowers compression a bit. I want to keep it at 10:1 since I can run E regularly. I trust my tuner! If anything, I'd want the studs, but I can wait for that.
Here is another pic taken a bit earlier than the previous..
It looks like a pretty decent setup but i would do ARP headstuds and Supra mls headgasket, with those you'll be set for 20-25+ psi and 600-800 hp
You can make the same power without it but its kinda a 250 dollars in parts for 100% more peace of mind in my opinion
^^ I agree with this.
If you were to use a Supra TT 2JZ-GTE OEM head gasket on that 2JZ-GE engine you would go from the stock 10:1 compression ratio to about 9.2:1 I think. The advantage of the 2JZ-GTE OEM head gasket is that it is really strong multi-layer steel. I know the GE's OEM head gasket is strong too but I am not sure it is quite as strong-- not sure honestly.
The GE pistons have a little more height than the GTE pistons but they are both made of exactly the same strong hypereutectic semi-forgings. In a stock 2JZ-GTE its OEM head gasket (should be 1.6mm) gives an 8.5:1 compression ratio. The Stock 92-97 2JZ-GE non-vvt-i head gasket should be 0.2mm in comparison.
ARP head studs (but with OEM head washers!) can help increase the strength a bit.
Many blocks strictly built for E85 fuel I think run an OEM 2JZ-GTE TT (multi-layer steel) head gasket, aftermarket pistons and ARP head studs to achieve their higher compression ratios.
I believe an HKS MLS or Cometic MLS head gasket is also available in something like 1.3mm or so to achieve a slightly higher compression ratio than 9.2:1 on GE Non-VVT-i pistons or aftermarket pistons.
If taking the head off at all to put on a stronger head gasket I would always use ARP head studs (with OEM washers).
Remember also that the stock 92-97 GE rods with stock bolts are good for about 500whp. The stock 2JZ-GE Non-VVT-i and 2JZ-GTE pistons are good for about 700whp. The GE and GTE stock rods become just a bit stronger if the machine shop sets them up for ARP bolts and studs as well (I forget if ARP bolts take them to 700whp capacity also when properly installed by a good machine shop-- Gerry told me the strengthened figure a while back).
.....
If you are going to run a mix of 91 octane fuel and E85 I think it might be best to stay with the OEM TT 1.6mm MLS head gasket and the 9.2:1 ratio or maybe a 1.3mm HKS or Cometic head gasket for a slightly higher final compression ratio than 9.2:1.
With an aftermarket ECU and a good fully dialed in tune the lower octane premium fuel can be accounted for. But with the strength of the engine having been addressed it will all come down to the quality of your tune especially with a higher compression ratio.
9.2:1 with the stock GE Non-VVT-i pistons and OEM TT head gasket can be a very responsive combination.
Single layer headgasket on a properly prepared surface with the the right Ra and arp (preferably 625's which is what I use) is actually stronger and will resist blow thru better then multi layered
id do the head prep work and install headstuds to prevent headl lift as aem v2 is decent but doesn't provide adequate failsafe strategies nor is fueling done in VE as opposed to raw fuel map.for more precise fueling . Remember ,the higher the cr ,the slimmer margin in error you'll have
Hello all lol. Haven't been on in a while but I'll answer some questions.
No I didn't go with the TT HG or ARP studs. My motor is still unopened! Only "opening" was to wrinkle black the valve covers.
Why Collins CD009 tranny swap? Unless you drag or can't drive there's really no need for the ATFspeed A340.
No. I kept my 2jz-ge and bolted on some decent parts with a beautiful tune. Sadly Forza Horizon 5 doesn't feel the same way............
Not sure if it's allowed here, but my ig is khaidude. I do also have a youtube channel with a few videos. You should be able to find it, if not dm me on ig and I'll send you the link lol.
Oh yeah shout out to Ali. I messaged him with some lame questions a while back and he inspired me to build what I have today lmaoo.
05-26-20, 08:47 PM
1993 Lexus Sc300 NA-T
