Jimmy Mac 1999 SC300
10-07-17, 05:32 AM
#337
it’s goong to be a good winter! Trying to decide on fuel management. My car is obd2 :-( so the easiest way would be to register the car my dads house where emissions don’t exist. But the IS300 guys have worked through this (remember my car is vvti so there is no obd2 stock turbo computer). So maybe an AEM FIC. I’m going to call sound performance and see what they suggest since they will be tuning the car.
10-11-17, 11:01 AM
#339
Moderator
Nice progress JM
10-12-17, 05:33 AM
#340
Thanks guys. I think I am making some progress as my parts pile just keeps getting bigger and bigger. I am currently looking for fuel systems to use. I’m certain that with my low power goal of 450 I can run a single walbro pump with the stock lines, aeromotive FPR, and 550 injectors (might go 725cc injectors though) any thoughts are appreciated.
Also found a company in Georgia that makes patch harnesses for the 98-00 SC300 (also the IS300 and 98-01 gs300) so I can retain use of my stock computer while using an AEM V2 to control everything needed by the motor. Www.dezod.com. Any input there would also be greatly appreciated.
So once the fuel and ems are figured out, it’s on! Yes, I’m staying vvti. No, I don’t think I’ll be doing a full gte swap. Am I dumb for this, probably. I’m going to push my weak rod block to 450 hp. If it blows up, I have quick access to a 92-97 ge block. Or maybe I’ll be smart and just switch the block first.
So so if anyone has any input on fuel system or ems, please let me know. I contact Spund Performance and they have no issue tuning the AEM V2. They basically just said “don’t get a V1” so I won’t.
Also found a company in Georgia that makes patch harnesses for the 98-00 SC300 (also the IS300 and 98-01 gs300) so I can retain use of my stock computer while using an AEM V2 to control everything needed by the motor. Www.dezod.com. Any input there would also be greatly appreciated.
So once the fuel and ems are figured out, it’s on! Yes, I’m staying vvti. No, I don’t think I’ll be doing a full gte swap. Am I dumb for this, probably. I’m going to push my weak rod block to 450 hp. If it blows up, I have quick access to a 92-97 ge block. Or maybe I’ll be smart and just switch the block first.
So so if anyone has any input on fuel system or ems, please let me know. I contact Spund Performance and they have no issue tuning the AEM V2. They basically just said “don’t get a V1” so I won’t.
10-12-17, 02:40 PM
#343
I'm excited for the new phase of your project, Jim! 
It didn't take long!
^^ I can't offer anything about the way you'll be using the AEM V2 but regarding the 98+ GE VVT-i block vs your 92-97 GE block I'd recommend using the latter from the start. Even with some more miles on it you'll already have all the rod and piston strength you'll need for your goal. As I've understood it you can get away with some reliable boost to at least to 300hp crank on the stock GE VVT-i bottom end but I don't think 450hp crank will last for long. They are the same blocks and cranks anyway with exactly the same deck heights so you could just keep the GE VVT-i block for an even more built up replacement bottom end down the road.
Regardless, I am eager to see this come together! It sounds (and looks) like you will be moving fast on the engine build
It didn't take long!^^ I can't offer anything about the way you'll be using the AEM V2 but regarding the 98+ GE VVT-i block vs your 92-97 GE block I'd recommend using the latter from the start. Even with some more miles on it you'll already have all the rod and piston strength you'll need for your goal. As I've understood it you can get away with some reliable boost to at least to 300hp crank on the stock GE VVT-i bottom end but I don't think 450hp crank will last for long. They are the same blocks and cranks anyway with exactly the same deck heights so you could just keep the GE VVT-i block for an even more built up replacement bottom end down the road.
Regardless, I am eager to see this come together! It sounds (and looks) like you will be moving fast on the engine build
Last edited by KahnBB6; 10-12-17 at 07:15 PM. Reason: typo correction
10-12-17, 06:27 PM
#344
I'm excited fro the new phase of your project, Jim! It didn't take long!
^^ I can't offer anything about the way you'll be using the AEM V2 but regarding the 98+ GE VVT-i block vs your 92-97 GE block I'd recommend using the latter from the start. Even with some more miles on it you'll already have all the rod and piston strength you'll need for your goal. As I've understood it you can get away with some reliable boost to at least to 300hp crank on the stock GE VVT-i bottom end but I don't think 450hp crank will last for long. They are the same blocks and cranks anyway with exactly the same deck heights so you could just keep the GE VVT-i block for an even more built up replacement bottom end down the road.
Regardless, I am eager to see this come together! It sounds (and looks) like you will be moving fast on the engine build
It didn't take long!^^ I can't offer anything about the way you'll be using the AEM V2 but regarding the 98+ GE VVT-i block vs your 92-97 GE block I'd recommend using the latter from the start. Even with some more miles on it you'll already have all the rod and piston strength you'll need for your goal. As I've understood it you can get away with some reliable boost to at least to 300hp crank on the stock GE VVT-i bottom end but I don't think 450hp crank will last for long. They are the same blocks and cranks anyway with exactly the same deck heights so you could just keep the GE VVT-i block for an even more built up replacement bottom end down the road.
Regardless, I am eager to see this come together! It sounds (and looks) like you will be moving fast on the engine build
10-12-17, 07:28 PM
#345
^^ That all sounds great! Good on using the 92-97 block. It just eliminates one more weak point in the system. 200k miles can still be okay to use for boost if the rings are in good shape. Usually we recommend doing a compression and/or leak down test but without a head on it it's moot, I think. Get some ARP head studs and an OEM 2JZGTE head gasket or a thicker one for less compression with the GE pistons if you need/want (such as an HKS 2.0mm) but the OEM GTE head gasket is what most people use with 92-97 block NA-T setups. I am not sure how different compression ratio will be with the cylinder head combustion chambers in the 98+ VVT-i GE head though. You'll be fine of course but it's the exact final compression number you might want to know.
Are you going to build your fuel system for E85 flex? And are you staying with the W58 transmission that you picked up last month? If you use that it may be safer to keep your initial tune closer to 300-350whp max. How it will live even against that level of power depends on how you operate it, especially in regards to when you boost load it's relatively small internal gears.
I just realized a white SC is in the picture above! Is this an engine project for your blue restored SC or this white one?
Are you going to build your fuel system for E85 flex? And are you staying with the W58 transmission that you picked up last month? If you use that it may be safer to keep your initial tune closer to 300-350whp max. How it will live even against that level of power depends on how you operate it, especially in regards to when you boost load it's relatively small internal gears.
I just realized a white SC is in the picture above! Is this an engine project for your blue restored SC or this white one?