headgasket info that you may not have seen
#1
headgasket info that you may not have seen
not sure if you wanna splurge on a $300 headgasket to lower the compression?
THIS article
http://www.supraforums.com/showthrea...threadid=97349
from a very reputable person, states the measurements of headgaskets...
the stock GE motor gasket is .3mm... as most of you know you need a 1.8 to 2.0mm headgasket to achieve 8.3-8.5:1 CR...
the stock GTE gasket is 1.6mm... this achieves 8.875:1 CR from a cheaper $130 gasket... for those of you not running high boost levels (ie. less than 21psi or so), the TT headgasket would actually be superior...
THIS article
http://www.supraforums.com/showthrea...threadid=97349
from a very reputable person, states the measurements of headgaskets...
the stock GE motor gasket is .3mm... as most of you know you need a 1.8 to 2.0mm headgasket to achieve 8.3-8.5:1 CR...
the stock GTE gasket is 1.6mm... this achieves 8.875:1 CR from a cheaper $130 gasket... for those of you not running high boost levels (ie. less than 21psi or so), the TT headgasket would actually be superior...
#3
Re: headgasket info that you may not have seen
Originally posted by Bean
not sure if you wanna splurge on a $300 headgasket to lower the compression?
THIS article
http://www.supraforums.com/showthrea...threadid=97349
from a very reputable person, states the measurements of headgaskets...
the stock GE motor gasket is .3mm... as most of you know you need a 1.8 to 2.0mm headgasket to achieve 8.3-8.5:1 CR...
the stock GTE gasket is 1.6mm... this achieves 8.875:1 CR from a cheaper $130 gasket... for those of you not running high boost levels (ie. less than 21psi or so), the TT headgasket would actually be superior...
not sure if you wanna splurge on a $300 headgasket to lower the compression?
THIS article
http://www.supraforums.com/showthrea...threadid=97349
from a very reputable person, states the measurements of headgaskets...
the stock GE motor gasket is .3mm... as most of you know you need a 1.8 to 2.0mm headgasket to achieve 8.3-8.5:1 CR...
the stock GTE gasket is 1.6mm... this achieves 8.875:1 CR from a cheaper $130 gasket... for those of you not running high boost levels (ie. less than 21psi or so), the TT headgasket would actually be superior...
While I appreciate the complement, please keep in mind the numbers I posted on SF are just that... numbers. I plan on measuring the change in compression by measuring the change in squish band thickness after the head is re-installed with a thicker hg. Until then, what I posted is just the *theoretical* change in compression ratio. In fact, it would be nice if someone confirmed my calculations just to be sure. (It's good science that way.)
Thanks,
-scott
#4
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I'm not convinced it is necessary to drop the compression. That book mentions many other ways to avoid detonation. After experiencing first hand, (though not extensively) with proper set-up, possibly 20 pounds could be run before compression becomes an issue. But I am speculating and wont be able to prove anything for a while (so try it at risk). Of course, ambient temperature must be accounted for:
94 octane, 50F - 17psi, 10:1 - no detonation (2/1/03)
side mount, 2 550 aux, T04, tt pump, stock rail and injectors
94 octane, 50F - 17psi, 10:1 - no detonation (2/1/03)
side mount, 2 550 aux, T04, tt pump, stock rail and injectors
#5
Originally posted by awj
I'm not convinced it is necessary to drop the compression. That book mentions many other ways to avoid detonation. After experiencing first hand, (though not extensively) with proper set-up, possibly 20 pounds could be run before compression becomes an issue. But I am speculating and wont be able to prove anything for a while (so try it at risk). Of course, ambient temperature must be accounted for:
94 octane, 50F - 17psi, 10:1 - no detonation (2/1/03)
side mount, 2 550 aux, T04, tt pump, stock rail and injectors
I'm not convinced it is necessary to drop the compression. That book mentions many other ways to avoid detonation. After experiencing first hand, (though not extensively) with proper set-up, possibly 20 pounds could be run before compression becomes an issue. But I am speculating and wont be able to prove anything for a while (so try it at risk). Of course, ambient temperature must be accounted for:
94 octane, 50F - 17psi, 10:1 - no detonation (2/1/03)
side mount, 2 550 aux, T04, tt pump, stock rail and injectors
I know ComputerWiz ran 10:1 compression on his 60-1, .58 A/R, but I think he eventually blew a hg. If so, he probably should have listened to his tuner and the Toyota engineers.
-scott
Last edited by motorheaddown; 02-18-03 at 04:27 PM.
#6
i think compwiz had a T04E-60, not a 60-1... sc300t has a 60-1 and he hasn't blown his yet...
i plan on testing this out...
but there are also other methods of cooling the intake charge besides an intercooler; and those same methods would also help with detonation control too
i plan on testing this out...
but there are also other methods of cooling the intake charge besides an intercooler; and those same methods would also help with detonation control too
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the stock GTE gasket is 1.6mm... this achieves 8.875:1 CR from a cheaper $130 gasket... for those of you not running high boost levels (ie. less than 21psi or so), the TT headgasket would actually be superior...
I went this route and I have had no problems so far. Then again I'm only running 15psi right know. Hopefully after another trip to the dyno I'll be able to crank up the boost a little more.
I went this route and I have had no problems so far. Then again I'm only running 15psi right know. Hopefully after another trip to the dyno I'll be able to crank up the boost a little more.
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#10
I own a 93 sc300 (5 spd) and have oil in my coolant. Im gonna take the head off myself, i just pray i can put it all back together right, and was wondering witch gaskets would swap.
I was going to get a gasket set from the dealer (240.00)
but im wondering if a tt gasket set would be better.
Correct me if im wrong, but the head gasket is the only one that will swap from the t.t. to the n/a. I figured all the other gaskets and seals for the tt would be different.
Im just trying to get the car to run good untill i go turbo in about a year, at witch point im going with low compression pistons, stronger rods, etc etc.
I was going to get a gasket set from the dealer (240.00)
but im wondering if a tt gasket set would be better.
Correct me if im wrong, but the head gasket is the only one that will swap from the t.t. to the n/a. I figured all the other gaskets and seals for the tt would be different.
Im just trying to get the car to run good untill i go turbo in about a year, at witch point im going with low compression pistons, stronger rods, etc etc.
#11
Originally posted by Gixer 1000
...low compression pistons, stronger rods, etc etc.
...low compression pistons, stronger rods, etc etc.
Also, does anyone *really* know if the TT pistons alone will reduce the compression? I'm not at all convinced that will happen. If you read the new car feature book posted on the mkiv.com web site, the only real difference between the GE and GTE pistons is oil cooling and the top ring. That's it.
Think about it. The heads are different, and the hg's are different sizes. That's probably enough to lower the compression to 8.5:1. Why go to the trouble of making a piston that lowers the compression even more?
Comments anyone?
-scott
Bean, apparently wayne has the answer you were looking for about running just the TT hg.
#12
FYI, the GTE and GE motors share the same rods, crank, and block. Stronger rods are not required IMO.
can someone confirm/deny this info ?
#13
Originally posted by Gixer 1000
I was told these were NOT the same, that the tt motor had stronger internals ....
can someone confirm/deny this info ?
I was told these were NOT the same, that the tt motor had stronger internals ....
can someone confirm/deny this info ?
Read the bottom of this page:
http://www.mkiv.com/specifications/ncf/ncf93/ncf080.jpg
The only real difference between the GE and GTE internals is the geometry of the head, oil cooling of the pistons, and timing on the exhaust cam. The GTE exhaust cam opens one degree sooner and closes one degree later. Believe it or not, that's it.
Regards,
-scott
Last edited by motorheaddown; 02-19-03 at 09:36 AM.
#15
i think throwing in a TT headgasket and either the TT head or the TT pistons (or maybe a combo of all 3) would lower the compression to 8.5:1... there are ways of finding this out
does anyone happen to know the combustion chamber size of the GTE and GE head? are they the same? this has a lot to do with CR too
and how different are the pistons on the GTE motor vs the GE? i've also heard the GTE pistons were heat-treated too
does anyone happen to know the combustion chamber size of the GTE and GE head? are they the same? this has a lot to do with CR too
and how different are the pistons on the GTE motor vs the GE? i've also heard the GTE pistons were heat-treated too
Last edited by Bean; 02-19-03 at 10:40 AM.