GTE internals and HG
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GTE internals and HG
I been doing some research on upgrading my GE internals because I want to boost my car and make 600+ hp . I know my GE internals would/could fail @ 400hp .
I was reading a discussion about the differences between forged and GTE internals . I came to the conclusion that I want to get the GTE internals because they are stronger than my GE internals and fit right in and can handle up to 700hp . Where can I buy the GTE internals ? I keep finding forged pistons but I want the GTE internals .
I also know I should get a thicker HG . I was reading about getting the TT HG . Is that the OEM one ? Or which HG should I be getting ?
I also know I should get the ARP head studs while I'm at it .
If any of you guys can answer or please help me out I would greatly appreciate it .
I was reading a discussion about the differences between forged and GTE internals . I came to the conclusion that I want to get the GTE internals because they are stronger than my GE internals and fit right in and can handle up to 700hp . Where can I buy the GTE internals ? I keep finding forged pistons but I want the GTE internals .
I also know I should get a thicker HG . I was reading about getting the TT HG . Is that the OEM one ? Or which HG should I be getting ?
I also know I should get the ARP head studs while I'm at it .
If any of you guys can answer or please help me out I would greatly appreciate it .
#2
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You have to find someone selling the GTE internals or just buy new from the dealer. I have a set for sale, $225 shipped.
If going GTE internals, I would recommend sticking with the stock head gasket - it is plenty strong and if you go GTE gasket, you will lower compression much further than necessary which makes the engine less responsive and laggy.
If going GTE internals, I would recommend sticking with the stock head gasket - it is plenty strong and if you go GTE gasket, you will lower compression much further than necessary which makes the engine less responsive and laggy.
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You have to find someone selling the GTE internals or just buy new from the dealer. I have a set for sale, $225 shipped.
If going GTE internals, I would recommend sticking with the stock head gasket - it is plenty strong and if you go GTE gasket, you will lower compression much further than necessary which makes the engine less responsive and laggy.
If going GTE internals, I would recommend sticking with the stock head gasket - it is plenty strong and if you go GTE gasket, you will lower compression much further than necessary which makes the engine less responsive and laggy.
Last edited by JCkicks300; 03-14-16 at 05:31 AM. Reason: Didn't finish the reply
#4
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That is close to stock GTE, but that low is not necessary.
The pistons and rods I have are out of an Aristo motor, unknown mileage. They are in good shape and have been recently cleaned.
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The Gte gasket can be used by itself to lower compression ratio and is used quite often on the non vvti GE motors. They have strong bottom ends. The gasket swap isnt truly ideal but works well to lower compression to a nice 9.2:1. When doing GTE pistons and rods, compression will already be lowered to that, and then if you did the gasket also, it lowers to around 8.4:1
That is close to stock GTE, but that low is not necessary.
The pistons and rods I have are out of an Aristo motor, unknown mileage. They are in good shape and have been recently cleaned.
That is close to stock GTE, but that low is not necessary.
The pistons and rods I have are out of an Aristo motor, unknown mileage. They are in good shape and have been recently cleaned.
#6
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Once upon a time when nice standalone engine management ecu's didn't exist, the only way to combat detonation was with lowering the compression ratio. With modern engine management, you can fine tune everything so well that you can tune around even a very high compression motor.
I made almost 500 whp on pump gas on 10:1 compression ratio. I then turned around and made over 650 whp on the same motor with e85.
I made almost 500 whp on pump gas on 10:1 compression ratio. I then turned around and made over 650 whp on the same motor with e85.
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Once upon a time when nice standalone engine management ecu's didn't exist, the only way to combat detonation was with lowering the compression ratio. With modern engine management, you can fine tune everything so well that you can tune around even a very high compression motor.
I made almost 500 whp on pump gas on 10:1 compression ratio. I then turned around and made over 650 whp on the same motor with e85.
I made almost 500 whp on pump gas on 10:1 compression ratio. I then turned around and made over 650 whp on the same motor with e85.
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