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I am going to eventually get a sc down the line but I have a couple of concerns. I have read all the forums and things and learned alot about sc's but my main concern is that I want a engine that will be reliable because I have to keep this car for a while. Wut if I say I get a PLP SC and change the internals like the pistons and piston rods and put a gte head on it. Will this take care of most of the problems of blowing a engine? I need someone who knows alot about this topic to inform me. What else can go wrong? I need to know some info. People who have SC's, let me know of your reliabily of your engines. Thanks
 

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manawar300 said:
I am going to eventually get a sc down the line but I have a couple of concerns. I have read all the forums and things and learned alot about sc's but my main concern is that I want a engine that will be reliable because I have to keep this car for a while. Wut if I say I get a PLP SC and change the internals like the pistons and piston rods and put a gte head on it. Will this take care of most of the problems of blowing a engine? I need someone who knows alot about this topic to inform me. What else can go wrong? I need to know some info. People who have SC's, let me know of your reliabily of your engines. Thanks
If you do rods and pistons, then you will have a strong engine. I wouldn't worry about swapping to a gte head. If you want head work, just go ahead and get titanium valves, springs and retainers, but that to me is not as important as the rods and pistons.

By the way, the engines are not blowing because the engine cannot handle boost. Most of the blown engines are caused by a lean A/F ratio and the resulting detonation.
 

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If I were you, I would definitely check out PLP since they're close to where you live. Many members on this forum will tell you in-house installation and tuning is highly recommended. Each tuner knows best about his own products. Heck, if anything were to go wrong, they'll be right there to help you.

I wish I live close to one of them.......... :crazy:
 

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The weakness of the tranny is one of the reasons I bought a supercharger. I think that the way the power is delivered you won't have the "jolt" to the tranny that you'll get once you reach full boost on a turbo.

Reliablility and daily driveability is another reason. I have all stock functionality and the engine has been running great. The power delivery is smooth and relatively linear through the rpm range.

I do recommend gauges for general piece of mind so you know what's going on with the engine.

BTW I have a TBKO Supercharger Stage I kit.
 

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glogik said:
The weakness of the tranny is one of the reasons I bought a supercharger. I think that the way the power is delivered you won't have the "jolt" to the tranny that you'll get once you reach full boost on a turbo.

Reliablility and daily driveability is another reason. I have all stock functionality and the engine has been running great. The power delivery is smooth and relatively linear through the rpm range.

I do recommend gauges for general piece of mind so you know what's going on with the engine.

BTW I have a TBKO Supercharger Stage I kit.
The turbo has an exponential curve which is no where near instantaneously. Nitrous is the bad one.
 

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Wxman said:
glogik said:
The weakness of the tranny is one of the reasons I bought a supercharger. I think that the way the power is delivered you won't have the "jolt" to the tranny that you'll get once you reach full boost on a turbo.

Reliablility and daily driveability is another reason. I have all stock functionality and the engine has been running great. The power delivery is smooth and relatively linear through the rpm range.

I do recommend gauges for general piece of mind so you know what's going on with the engine.

BTW I have a TBKO Supercharger Stage I kit.
The turbo has an exponential curve which is no where near instantaneously. Nitrous is the bad one.
Agreed about the nitrous, i'd bet those can pop a w55.
I didn't mean to infer that a turbo would be instantaneous, exponential is a much better way of describing it. Thanks for clarifying.
 

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It has been mentioned to me that an SC kit putting out higher boost with a 2mm headgasket to lower compression is actually safer than a SC kit running lower boost without a 2mm headgasket to lower compression. Keep that in mind.

As far as changing out your short block, I would save that for RWHP numbers above 500 if you want to be safe, otherwise, I wouldn't worry about it. As mentioned above, proper tuning is everything.
 

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The 2JZ is a solid engine capable of handling close to 1000 HP with stock internals! 8) Check out this month's Turbo magazine for a story of a particular Supra generating 980 RWHP. The weak point was the tranny and the car actually had a modified GM TH-400 automatic! A really good article overall with some great tuning ideas. Check it out!
 

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Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.

Folks who plan on running more than that have been upgrading their internals to GTE internals which consists of stronger pistons and rods. There have been at least a few folks on this board who have cracked GE pistons.

Zinger said:
The 2JZ is a solid engine capable of handling close to 1000 HP with stock internals! 8) Check out this month's Turbo magazine for a story of a particular Supra generating 980 RWHP. The weak point was the tranny and the car actually had a modified GM TH-400 automatic! A really good article overall with some great tuning ideas. Check it out!
 

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-SuperleX-iS- said:
Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.

Folks who plan on running more than that have been upgrading their internals to GTE internals which consists of stronger pistons and rods. There have been at least a few folks on this board who have cracked GE pistons.

Zinger said:
The 2JZ is a solid engine capable of handling close to 1000 HP with stock internals! 8) Check out this month's Turbo magazine for a story of a particular Supra generating 980 RWHP. The weak point was the tranny and the car actually had a modified GM TH-400 automatic! A really good article overall with some great tuning ideas. Check it out!
Those 900 rwhp Supras will not run that kind of hp daily without melting a piston. That is truly a mis-conception.

Our 2JZ is not even the same as the Supra 2JZ. The rods are different and weaker in our car than they were in the N/A Supra vers\ion of the 2JZ-GE.
 

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Wxman said:
-SuperleX-iS- said:
Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.

Folks who plan on running more than that have been upgrading their internals to GTE internals which consists of stronger pistons and rods. There have been at least a few folks on this board who have cracked GE pistons.

Zinger said:
The 2JZ is a solid engine capable of handling close to 1000 HP with stock internals! 8) Check out this month's Turbo magazine for a story of a particular Supra generating 980 RWHP. The weak point was the tranny and the car actually had a modified GM TH-400 automatic! A really good article overall with some great tuning ideas. Check it out!
Our 2JZ is not even the same as the Supra 2JZ. The rods are different and weaker in our car than they were in the N/A Supra version of the 2JZ-GE.
I forgot to mention this, thanks!
 

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-SuperleX-iS- said:
Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.
As far as being totally different engines, the GE and GTE are actually very similar, there are minor differences in the internal oiling of the block as the Turbo has more sophisticated piston-oil-cooling and wrist-pin lubrication. The GE does however have a higher compression ratio compared to the GTE engine. According to mkiv.com, a newer model Supra enthusiast's dream site, the GE I-6 can reliably accomodate 600 HP. Internally the 2JZ-GE is as strong as the GTE. 8) Click here for more info: http://www.mkiv.com/faq/nafaq.htm

I might have been mistaken on whether the Supra featured in the magazine had the GE or GTE engine but there are definately limits to what the stock I-Shift transmission can handle! As always check the article out for yourself before doing any serious mods.
 

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Zinger, we do not have same internals that the N/A Supra 2JZ-GE engine has. This point is well documented. A search will yield plenty of info on this. The rods on the IS300 2JZ-GE are thinner and weaker than the 2JZ-GE on the N/A supra.
 

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as far as i know about sc, from my dads knowledge...(he build race motors, and toyota specialist) from mine and his knowledge is really depends on the amount of boost you are going to put out and how deep your pockets are. i would recomend get some orfices in the valve body drilled out in the tranny to increase line pressure a bit. but thats only if you gonna jump to 4 or 500 horse. and i really wouldnt recomend using stock interanls for an everyday car. an over built internals engine, that doesnt have that much hp will last along time as long as you use correct oiling and use good rod bearings and so forth..that my 2 cents, but im sure someone else know more about these motors than i do
 

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Zinger said:
As far as being totally different engines, the GE and GTE are actually very similar, there are minor differences in the internal oiling of the block as the Turbo has more sophisticated piston-oil-cooling and wrist-pin lubrication.
In saying totally different animals, I meant the above. I did not say that they are different engines. ;)

Your research yielded good points, but as Wxman said, the GE that was put into the IS300 is different than the GE put into the MKIV.
 

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-SuperleX-iS- said:
Wxman said:
-SuperleX-iS- said:
Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.

Folks who plan on running more than that have been upgrading their internals to GTE internals which consists of stronger pistons and rods. There have been at least a few folks on this board who have cracked GE pistons.

Zinger said:
The 2JZ is a solid engine capable of handling close to 1000 HP with stock internals! 8) Check out this month's Turbo magazine for a story of a particular Supra generating 980 RWHP. The weak point was the tranny and the car actually had a modified GM TH-400 automatic! A really good article overall with some great tuning ideas. Check it out!
Our 2JZ is not even the same as the Supra 2JZ. The rods are different and weaker in our car than they were in the N/A Supra version of the 2JZ-GE.
I forgot to mention this, thanks!
Yah, thanks for posting up in my thread. :wink:
 

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why would you put a GTE head on to keep from blowing the motor?





manawar300 said:
I am going to eventually get a sc down the line but I have a couple of concerns. I have read all the forums and things and learned alot about sc's but my main concern is that I want a engine that will be reliable because I have to keep this car for a while. Wut if I say I get a PLP SC and change the internals like the pistons and piston rods and put a gte head on it. Will this take care of most of the problems of blowing a engine? I need someone who knows alot about this topic to inform me. What else can go wrong? I need to know some info. People who have SC's, let me know of your reliabily of your engines. Thanks
 

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Zinger said:
-SuperleX-iS- said:
Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.
As far as being totally different engines, the GE and GTE are actually very similar, there are minor differences in the internal oiling of the block as the Turbo has more sophisticated piston-oil-cooling and wrist-pin lubrication. The GE does however have a higher compression ratio compared to the GTE engine. According to mkiv.com, a newer model Supra enthusiast's dream site, the GE I-6 can reliably accomodate 600 HP. Internally the 2JZ-GE is as strong as the GTE. 8) Click here for more info: http://www.mkiv.com/faq/nafaq.htm

I might have been mistaken on whether the Supra featured in the magazine had the GE or GTE engine but there are definately limits to what the stock I-Shift transmission can handle! As always check the article out for yourself before doing any serious mods.
are you the guy that makes those cool little wannabe twinkies at the gas stations???
 

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10secondIS said:
Zinger said:
-SuperleX-iS- said:
Your post is misleading. There are two types of 2JZ engines, the 2JZ-GE and 2JZ-GTE. Both are totally different animals. Our IS 300 has just a GE which as I said can handle only up to 500 rwhp before you need to worry about the internals. The GTE can handle much more than that and 1,000 rwhp has been acheived successfully.
As far as being totally different engines, the GE and GTE are actually very similar, there are minor differences in the internal oiling of the block as the Turbo has more sophisticated piston-oil-cooling and wrist-pin lubrication. The GE does however have a higher compression ratio compared to the GTE engine. According to mkiv.com, a newer model Supra enthusiast's dream site, the GE I-6 can reliably accomodate 600 HP. Internally the 2JZ-GE is as strong as the GTE. 8) Click here for more info: http://www.mkiv.com/faq/nafaq.htm

I might have been mistaken on whether the Supra featured in the magazine had the GE or GTE engine but there are definately limits to what the stock I-Shift transmission can handle! As always check the article out for yourself before doing any serious mods.
are you the guy that makes those cool little wannabe twinkies at the gas stations???
Twinkies > Zingers
 
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