get at least a horsepower goal in mind.
the ge is just as reliable as the gte.
the difference in what to do is dependent on your goals like others have mentioned..
you want 300whp? do nothing except turbo the car..use a safc and be done with it.
want 500whp...put a tt hg arp head studs for added insurance grab a stand alone upgrade fuel and tranny and boost away..

theres no reason the ge cant make as much as the ge..the intake manifold isnt a drawback other then possibly running into clearance issues with large turbos..the dist. isn't an issue either other then clearance..both are sufficient enough to make huge horse power.

 

It's not that. It's the way the gasoline atomizes with the air.

 

wow....you really think because the way that the GTE head atomizes gasoline better with the air(which i dont believe is necessarily true even if it is its not a big enough difference to matter)..is the reason to spend upwards of $5,000 to go with it over the GE...

you won me over..gte it is.

 

it depends on your goals as some have said here. You can get what you want with both sides. For example in my previous SC I had a stock GE motor with a head gasket, head studs and semi-built head. 750cc injectors, medium sized turbo(T67), Standalone and few other supporting mods and a w54 tranny. I was pushing 400+ and I dd the car for a while on 17psi and it handled and responded fine. So what i'm trying to say is NA-T does the job well enough.

 

Both are great motors and you can't go wrong with either one. Like everyone been saying it all depends on your HP goal and budget. NA-T is a little less expensive and yields better HP rather than a stock GTE which you spent almost double that you would've on a NA-T setup. Either way you got to do it right the first time, you can swap a GTE and it won't be reliable, same goes for NA-T.

 

If you are boosting a ge, go standalone with a pro tune and it'll run smooth as stock. (I hate piggy backs)

But then that can be said for a gte as well.

As others have said though, you need to pick a point, set a goal, set a price, and accept the inevitable compromises therein. There is no end to this game! Like the great GE vs. GTE debate, it goes on ad infinitum.

It's relatively easy to make X-hp, but then there's the supporting mods that you'll need to keep pace with what you did to the engine. And they don't increase in nice digestible increments that just keep pace with what you did. They seem to hit these quantum thresholds of time and money where you're either on one side or the other until you make the next upgrade . . . and then that upgrade starts the whole bloody process over again with the next component in line. The "perfect build" doesn't exist; every build is ultimately an exercise in compromise at some point.

Decide what you want and be happy with it. In the bigger picture it really doesn't make a whole heck of a lot of difference whether it's GE or GTE, because you can have an awful lot of fun with either and they're both ultimately compromises anyway.

$.02

 

The top part of the head is the same, i just told you why, you can even bolt gte valvecovers to a ge head. Even all the oil passages and everything line up perfectly, the headgaskets are interchangeable, the valve stem seals, the list goes on and on. Na-t will have slightly higher compression with just the TT headgasket, but most see this as an advantage.

 

http://www.supraforums.com/forum/sho...=1#post7365532

 

That says don't use tt hg with tt pistons and na head...which will provide lower the stock gte comp which will suck *** for most ppl and yea it won't be as efficient as it would using a tt head or keeping the na pistons and na head...

 

The combustion chamber and pistons are designed to work as a pair. If you go mixing and matching parts you run the risk of creating a setup that is not optimal. He didn't say there is anything wrong with the na head, just that it doesn't work well with the tt pistons. The tt pistons are cupped on top which allows the tt chamber area of the head to be fairly small. On the other hand, the na pistons are flatter on top which means the chamber needs to larger on the head to keep a reasonable compression ratio. Combining the tt pistons with the tt head gasket and a na head makes for a very low compression ratio that doesn't have good quench without crazy boost. This doesn't mean the na head is bad, just that this setup isn't recommended.

 

Man you guys can't admit you're wrong can you

http://www.supraforums.com/forum/sho...=1#post7379421

 

just stop already, your digging yourself deeper and deeper...

 

I'm guessing this is the post you're referring to:

Well, I actually don't agree with the higher compression.

The limitation on vehicles is their ability to get o2 in and out of the vehicle. These days raising boost will always increase power over compression. I honestly don't care about the 15 whp I lose going from 9.1: to 8.5:1 but I do enjoy the safety of the lower comp on pump.

If you want to raise cylinder pressure add timing and if down the road you wish to push it, drop the timing to what you would have had to run at 9.0:1 and now you're able to run 2-3 more PSI, which is a better o2 density when things are setup reasonably.

I'll always be faster with lower comp and more boost than you will be with lower boost and higher compression...

HOWEVER....


If you are talking about E85 or Q16 or something like that, I'd say there is room for high compression! :]

This doesn't have anything to do with what we are discussing.

 

First of all there is nothing to discuss GTE > GE
Second it has everything to do with what we are discussing. The compression ratio of the motors, stock & modified and how it affects them.

 

But you can make the compression ratio of either engine be whatever you want it to be, the na motor isn't permanently locked in to its ratio.