The Unofficial NA-T Roll Call Thread - 2JZ's & 1UZ's Are Welcomed!
I like reading the cost, mileage, and reliability issues with NA-T kits. I'm hoping to go NA-T next summer and want to do things the right way.
07-18-11, 10:40 AM
#17
Model: SC300
Miles When Turbo'd: 158,000
Mileage Now: 163,000
Reliability: 9 (On a scale of 1-10, ten being the MOST reliable)
Total Cost: $ 1,500
D.I.Y: Yes
Ease of Project: 4 (On a scale of 1-10, 10 being the most difficult)
car runs great daily and sees at least 8 psi boost regularly sometimes 10psi, tuned with an afc neo, to4e cheapo ebay turbo, automatic.
Miles When Turbo'd: 158,000
Mileage Now: 163,000
Reliability: 9 (On a scale of 1-10, ten being the MOST reliable)
Total Cost: $ 1,500
D.I.Y: Yes
Ease of Project: 4 (On a scale of 1-10, 10 being the most difficult)
car runs great daily and sees at least 8 psi boost regularly sometimes 10psi, tuned with an afc neo, to4e cheapo ebay turbo, automatic.
07-18-11, 10:41 AM
#18
Driver
Thread Starter
let me jump in here for a minute
with the gte inventory drying up at the source in japan , you are picking from the bottom of the barrell ( in manner of speaking).. higher milage engines and alot full of sludge etc etc ..
also i dont care for the low compression of the gte setup at 8:5:1 .. running that compression is 15 yr old technology only because toyota wanted to play it safe in case people put 87/89 octane in instead of 92/93.. it would still be able based on toyotas programming of its ecu with knock map to pull enough timing at stock boost to prevent engine damage..
in todays time i personally would not go any lower than say 9:2:1 my goal is doing close to 10:0:1 setup .. at present im at around 9:5:1 give or take ..
makes driving in vac very peppy and allows you to make power with less boost meaning less wear and tear on engine..i did 592 @only 19psi on 93 octance on conservative rich tune.let me see any gte on a pte 67mm turbo make that at only 19 psi without meth / race gas or e85..
the only key ingredient on na-t is ecu .. must go standalone and get a quality turbo manifold like boostlogic etc ,but hey even if doing gte to go beyond 550ish standalone should be used to tune safely ( yeah i know about people using safc ,vpc ,map ecu) but the cars never really run right with those .. stock ecu always fighting and changing things , not for me
thats my take , and for me will always remain na-t to the bone btw ffim is not essential for prior to using one i made 561 on stock intake and 2.5 mm piping..my car is going on 4 yrs this october being boosted and its the same stock 14 yr old block that came with car in 1997...
with the gte inventory drying up at the source in japan , you are picking from the bottom of the barrell ( in manner of speaking).. higher milage engines and alot full of sludge etc etc ..
also i dont care for the low compression of the gte setup at 8:5:1 .. running that compression is 15 yr old technology only because toyota wanted to play it safe in case people put 87/89 octane in instead of 92/93.. it would still be able based on toyotas programming of its ecu with knock map to pull enough timing at stock boost to prevent engine damage..
in todays time i personally would not go any lower than say 9:2:1 my goal is doing close to 10:0:1 setup .. at present im at around 9:5:1 give or take ..
makes driving in vac very peppy and allows you to make power with less boost meaning less wear and tear on engine..i did 592 @only 19psi on 93 octance on conservative rich tune.let me see any gte on a pte 67mm turbo make that at only 19 psi without meth / race gas or e85..
the only key ingredient on na-t is ecu .. must go standalone and get a quality turbo manifold like boostlogic etc ,but hey even if doing gte to go beyond 550ish standalone should be used to tune safely ( yeah i know about people using safc ,vpc ,map ecu) but the cars never really run right with those .. stock ecu always fighting and changing things , not for me
thats my take , and for me will always remain na-t to the bone btw ffim is not essential for prior to using one i made 561 on stock intake and 2.5 mm piping..my car is going on 4 yrs this october being boosted and its the same stock 14 yr old block that came with car in 1997...
2JZ-GE is the future. A lot of people seem to think that they're still getting low-mile examples of engines when they outsource from Japan. That isn't the case now in 2011 and it's only going to get worse.And you're right, the higher compression on the GE is going to make the car much more fun to drive when it's not in boost... not to mention, since using E85 is becoming more popular, you would actually want your compression as high as possible.
It seems as though the holy grail of NA-T tuning is a standalone... which is unfortunate because they're rather expensive. But than again, they're much cheaper than buying a 2JZ-GTE block.
07-18-11, 03:08 PM
#19
Lead Lap
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Model: SC300 92
Miles When Turbo'd: 130k
Mileage Now: 139k
Reliability: 8 never, had a problem getting me anywhere when i had it together
Total Cost: $ 3500-4k with fully built r154 n standalone
D.I.Y: Yes
Ease of Project: 6-8 rebuilding the R154 was a bit trickey
did most of the work myself to save money and thats where alot of the cost is, labor
Miles When Turbo'd: 130k
Mileage Now: 139k
Reliability: 8 never, had a problem getting me anywhere when i had it together
Total Cost: $ 3500-4k with fully built r154 n standalone
D.I.Y: Yes
Ease of Project: 6-8 rebuilding the R154 was a bit trickey
did most of the work myself to save money and thats where alot of the cost is, labor
Last edited by broda805; 07-18-11 at 03:13 PM.
05-02-14, 05:02 AM
#21
dont waste your time with anything less then standalone or the very least gte ecu mod as ali sc reccomends .. ge ecu has no lookup maps for timing or fueling in positive boost .. timing will jump ll over the place , it will never be happy
i might be selling my aem v1 ge box with dli soon to go to a upgraded box as i go up in power
05-02-14, 07:24 AM
#22
Lexus Test Driver
Ok, I'll play too.
Model: SC300 97 5spd
Miles When Turbo'd: 114k
Mileage Now: 114k
Reliability: 4 It drives, but doesn't drive right just yet
Total Cost: $ 8,000+
D.I.Y: No. Paid a friend plus 2 different shops get the car running right. Still work in progress
Ease of Project: 5. I did the research as to what I want to do, but I do not work on cars myself (no garage, time, tools, and most importantly knowledge). Decided to go with the OBDII TT ECU, and it has been nothing but a pain in the ***.
Considering I'm in a situation where I have to pay for most labor besides basic maintenance, I would never do this again. It is an endless money pit. I will just buy a built car in the future and save money and spare major headaches
Model: SC300 97 5spd
Miles When Turbo'd: 114k
Mileage Now: 114k
Reliability: 4 It drives, but doesn't drive right just yet
Total Cost: $ 8,000+
D.I.Y: No. Paid a friend plus 2 different shops get the car running right. Still work in progress
Ease of Project: 5. I did the research as to what I want to do, but I do not work on cars myself (no garage, time, tools, and most importantly knowledge). Decided to go with the OBDII TT ECU, and it has been nothing but a pain in the ***.
Considering I'm in a situation where I have to pay for most labor besides basic maintenance, I would never do this again. It is an endless money pit. I will just buy a built car in the future and save money and spare major headaches
05-02-14, 07:56 AM
#24
gte & na-t
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Ok, I'll play too.
Model: SC300 97 5spd
Miles When Turbo'd: 114k
Mileage Now: 114k
Reliability: 4 It drives, but doesn't drive right just yet
Total Cost: $ 8,000+
D.I.Y: No. Paid a friend plus 2 different shops get the car running right. Still work in progress
Ease of Project: 5. I did the research as to what I want to do, but I do not work on cars myself (no garage, time, tools, and most importantly knowledge). Decided to go with the OBDII TT ECU, and it has been nothing but a pain in the ***.
Considering I'm in a situation where I have to pay for most labor besides basic maintenance, I would never do this again. It is an endless money pit. I will just buy a built car in the future and save money and spare major headaches
Model: SC300 97 5spd
Miles When Turbo'd: 114k
Mileage Now: 114k
Reliability: 4 It drives, but doesn't drive right just yet
Total Cost: $ 8,000+
D.I.Y: No. Paid a friend plus 2 different shops get the car running right. Still work in progress
Ease of Project: 5. I did the research as to what I want to do, but I do not work on cars myself (no garage, time, tools, and most importantly knowledge). Decided to go with the OBDII TT ECU, and it has been nothing but a pain in the ***.
Considering I'm in a situation where I have to pay for most labor besides basic maintenance, I would never do this again. It is an endless money pit. I will just buy a built car in the future and save money and spare major headaches
really sorry to hear about what you are going through..its all wiring related issues you are having..which is not fun if you don't know how things work.
Pm me you want I may have a solution for you, maybe I can help you out
05-02-14, 10:30 AM
#25
Lexus Test Driver
Well, the wiring is a confusing for most mechanics, and lots of the issues stem from the fact my car is OBDII and some new info came out that i was unaware of when i started the mod. You can now use the stock distributor, and OBDII will require OBDI GE lower runners so the injectors seal properly. Had I have known this, it would have cost me a lot less money.
Thank you for the kind words. Yeah, I had to have the second shop fix the wiring the first shop messed up, and a whole bunch more boost leaks from multiple places I need to address. Car should be finished soon I hope, but I will definitely hit you up if i have some more issues.
Thank you for the kind words. Yeah, I had to have the second shop fix the wiring the first shop messed up, and a whole bunch more boost leaks from multiple places I need to address. Car should be finished soon I hope, but I will definitely hit you up if i have some more issues.
05-02-14, 07:03 PM
#26
Model: SC300
Miles When Turbo'd: 158,000
Mileage Now: 163,000
Reliability: 9 (On a scale of 1-10, ten being the MOST reliable)
Total Cost: $ 1,500
D.I.Y: Yes
Ease of Project: 4 (On a scale of 1-10, 10 being the most difficult)
car runs great daily and sees at least 8 psi boost regularly sometimes 10psi, tuned with an afc neo, to4e cheapo ebay turbo, automatic.
Miles When Turbo'd: 158,000
Mileage Now: 163,000
Reliability: 9 (On a scale of 1-10, ten being the MOST reliable)
Total Cost: $ 1,500
D.I.Y: Yes
Ease of Project: 4 (On a scale of 1-10, 10 being the most difficult)
car runs great daily and sees at least 8 psi boost regularly sometimes 10psi, tuned with an afc neo, to4e cheapo ebay turbo, automatic.
12-05-14, 05:17 AM
#27
Driver School Candidate
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Location: florida
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2001 lexus is300 na-t boost at 168,000 miles precision 6262
stock fuel injectors with a 255 walbro fuel pump
auto tranny
afc neo
8-10psi
whats your opinions on the reliability because ive been told my motor is going to blow up due to not retarding the timing.
stock fuel injectors with a 255 walbro fuel pump
auto tranny
afc neo
8-10psi
whats your opinions on the reliability because ive been told my motor is going to blow up due to not retarding the timing.
12-23-14, 04:57 PM
#29
I will play this game since I'm bored
Model: SC300 94
Miles When Turbo'd: 200k
Mileage Now: 6k (semi built block)
Reliability: 8 It drives but still needs some love.
Total Cost: $ 10,000+ (3rd turbo setup, 2 blown motors, and all types of mods in my sig)
D.I.Y: YES, I LOVE WRENCHING MY CAR . But fabrication is where it started hurting my pockets and learning from my owning trial and errors!
Model: SC300 94
Miles When Turbo'd: 200k
Mileage Now: 6k (semi built block)
Reliability: 8 It drives but still needs some love.
Total Cost: $ 10,000+ (3rd turbo setup, 2 blown motors, and all types of mods in my sig)
D.I.Y: YES, I LOVE WRENCHING MY CAR . But fabrication is where it started hurting my pockets and learning from my owning trial and errors!
Last edited by BAD954BOI; 12-23-14 at 05:02 PM.
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