picked a 2jzGE vvti up for 420 dollars a year ago. broke it down and sent block to machine shop. Honed and spec check. I got GTE pistons and Manley H tuff rods, king xp bearings, stock main caps, Titan pulley , GSC S1 cam and GSC springs and Ti retainers. I’m still waiting on main bearings tho.
@@expaship6610 Manley H tuffs - 740.00 GTE pistons (from toyota) - 560.00 Block checked and honed - 200.00 King race xp standard bearings - 100 King race xp main bearings - 115.00 Titan ATI crank damper - 450.00 OEM main cap bolts - 75.00 GSC S1 VVTI cams - 1,080.00 GSC springs and TI retain - 499.00 GSC stems - IDK cost - 20.00? machine shop - valve seat job, head check, cam install and shimmed, decked. head looks brand new - 550.00 OS GIKEN TR2CD 350z Clutch - 1,800.00 Haven’t received clutch so i haven’t balanced the rotating assembly yet. still need trans, Bell housing , Intake manifold, turbo, wastegate , Turbo exhaust manifold , BLAH BLAH!!!!!
@@bigjdm5460thanks for the breakdown. Ik it’s two years later but fr much appreciated for ur time and effort. Goodluck with the build hope it’s treating u nicely
The very first Gen VVTi 2JZ-GE used only in the Crown Royal Saloon (JZS-155) 1995-1997 do have the thicker rods, and some other differences (piston rings). You can verify this yourself by looking at the connecting rods part # on the JZS-155 on toyodiy and comparing to the connecting rod part # on the later 2JZ vvti (the ones you are talking about here).
Cool man. Coming from the h22 red top world of the s2k to the 2jz is300. Incredibly overwhelming but these videos help tons. I'm glad people know their stuff
Coming from the DSM scene and I wanted to get more in details about this matter about non vvti vvti and ge and gte well let tell you that this is nothing new, both platform have almost the same age on the market and this is going to be sweet for me. After so many 4g63 engines and now starting to do my first 2jzge I think this will bring happiness to my life.
There’s a lot of old information floating around say ge sucks or vvti sucks, etc. But that’s not the case and is becoming more apparent now that technology has improved and more people are trying it
Thanks for the knowledge! Building up a VVTi engine for N/A use in an originally 6-cylinder classic car which only weighs about 2600lbs. Figure some bolt-ons and a tune should make for a lively daily driver that is rock reliable Toyota as well.
@@Teysik Yes, but I already have a fully realized turbo 1st gen RX-7 that's been trying to kill me for almost 20 years! This will be a more balanced, resto-mod of a beloved family car (59 Studebaker Lark) that originally had about 85hp from a flathead six. Tripling the stock hp will make it responsive and modern feeling, but minus the torque of a turbo, I wont have to reinforce and strengthen what is a fairly flimsy old car.
@@Teysik Yea, should be fun and pretty simple. Got everything I need from a PnP and only about $700 in so far. 01' GS300 vvti engine, W58 and a Ranger 7.5 rear end with Mustang discs. Already have discs up front and planning out a R&P steering mount to go behind the 2J's sump. No need for power steering since the car is so light and this engine is hundreds of lbs lighter than the old iron.
Big thanks to your video, my GS spun a rod bearing so with your video I went to a junkyard 2 hours away and got a SC300 bottom end and it was practically perfect shape, paid 147. Putting engine in tomorrow, will the non vvti ge pistons mess up anything on the vvti head? Not running a turbo set up yet
Nope, all will be good except you will need a custom line for the vvti oil feed. Drift motion sells one. You’ll also want to make sure you use the gear behind the crank pulley from your original vvti engine, it has a different number of teeth than the non vvti one. And use all the sensors from your vvti engine
im building a vvti ge and im putting gte pistons and rods, if you do my setup you have to buy ge head gasket cuz valve squash will be low if you run gte gasket. This means that those gte pistons which are 8.5 to 1 compression will be 8.3 cuz ge vvti head has a bigger dome in the head.
@@Teysik If you are running stock ge pistons which are 10:1 with vvti head it'll be something like 9.8:1 so as long as you use e85 like you said then it'll be some what knock free and higher compression is better for drifting since it'll give you better response and spool
Hi Teysik. Thanks for sharing. Very interesting stuff. Is this what they call a 1,5JZ? Btw I'm no longer an e36 guy. I'm an n54 guy since oct. 2020. I sold the 325 vert to a collector. Dutch regards, Nico.
@@SGQ12 the pistons are also weaker so you’ll need non vvti rods and pistons. Use GTE headgasket, not GE. If you’re swapping rods and pistons it’s a good idea to get block machined while you’re at it and replace all the bearings. That adds a lot of cost, which is why it makes more sense to just use the whole non vvti bottom end if possible
@@neilapril1681 the vvti has technically a mid sump. The mid sump and front sump were only factory ones offered that I know of. Mid sump worked for my car. What chassis are you putting it in?
For a first gen IS300, transplanting a 2jz GTE with stock twin turbos, transmission and ECU, overall how easy is it for a professional Tuner shop to make this transplant a reliable car, like it came from the factory, daily driver? What would a Tuner shop charge for the labor for the transplant? Thanks.
Pop questions! Is there any other way to run sequential ignition, without welding the cam sensor on nonvvti GE head or swap the vvti head onto nonvvti bottom? Great vids btw
You can use the original camsensor in the distributer, a COP kit and a standalone. Or get yourself a triggerkit it wil use one of the bolds on your campulley for postition, that way you can delete the distributer. most kits require a gte oilpump to fit the cranksensor but i think supravword has a kit for the GE non vvti that allows you to keep the original oil pump, you'll just need a gte ecu
@Teysik thank you for you answer so if y replace piston ,piston rings and rods I am ready to go with the internals for 500hp or is another part that I need to replace?
@Teysik if you has to pick one engine which do you pick to do the turbo build the ge non vvti and install coil on plug kit or the ge vvti and replace pistons and rods ?
the non vvti came pre 98? I have a 1996 vvti motor and hear they have the strong rods like you mentioned with the non vvtis. The car it’s in is JDM so I’m assuming they simply got the motor before North America but I can’t figure out if it’s got the best of both worlds or not, strong rods and vvti or just the vvti and thin rods
I do have one question since most of these engines by now probably have really high miles will they still be reliable I mean I plan to get a least a head refresh but would that be all I'd need and be able to get a lot of more miles and years out of them?
That’s always questionable. You have to think about wear items like crank bearings and piston rings. I’ve heard that these engines typically don’t have any major wear even with high miles. I wouldn’t count on getting years of daily driving out a high horsepower build. But you can definitely get years of mild track driving
@@Teysik my build na block. gte head waterpump piston. But im use vvti na oilpump. Turbo maybe gt25-660. 500cc injector. How about that bro? And i try evergreen gasket kit set.
No, it’s very common because people are scared of tuning vvti. There’s a lot more to deal with when doing a NA-T with vvti, but it’s a much better result at the end of the day
Absolutely. But any time you disassemble a bottom end you should do all new seals and bearings and should really get the block honed and machined. It just adds cost. Plus, I doubt you can get a set of rods and pistons much cheaper than what it costs for an entire junkyard engine
@@Teysik well your absolutely right, I have a is300 and I’m going to buy a ge vvti long block for 400 bucks which I’m going to rebuild for boost anyways, I can go snatch non vvti rods and pistons at the junk yard and basically gte head gasket and keep everything oem and reseal and put new bearing, and take it the the machine shop to check the block etc so I’m going for 400hp to 500hp which ideal is perfect and honestly I can’t see my self buying 2 engines to make one when I can grab those rods and build the engine like that but I appreciate it the advise I just wanted to make sure !!!
non-vvti Ge's are going for $2,300-$3,500 shipped. vvti Ge's going for $1,000-$2,000 shipped and the trash part is my local junkyard hasn't been getting any 2jz cars for a while.
@@T5_T-Rell that's still fairly cheap and if your like me and trying to do this build for an is300 anyways which most people will or at least one of these cars from the 2jz platforms you got one of the engines already. The challenge will be finding another one.
The vvti ge has “paper thin” rods as people like to call it. I’ve never seen anyone running it at 500hp reliably. Especially in a drift car that spends a lot of time at high rpm
@@jasiantheasian8894 you can get gte rods and pistons for fairly cheap. Non vvti GE rods even cheaper. So basically for $1000 or less you can have an engine capable of 700hp.
Not a bad idea at all, but it adds cost. If I’m gunna do rods and pistons I’ll want the block machined first. And also, gte rods and pistons alone cost more than an entire GE engine. I plan on using the spare vvti block that I now have and doing forged internals on it eventually
I'm just looking for 3-500hp mainly cause I want to build to handle 500hp but tune it down for mid 400hp for reliability. I don't plan on drifting my 240sx just have it for a fun car to daily while my FC Rx7 is in the works. I think I might go for the 2jz GE-T
ok i don’t understand where you people think it will make 1000hp on the stock bottom end. I mean maybe you could but it wouldn’t last at all. EVERYONE that truly rips these motors and knows them in and out know that with today’s management systems 600-700 is the limit
Sounds like a good idea for me since I'm only doing 600-700whp anyways. I'm just a little weary on dissembling the head and screwing it up. I'm hoping that's not something that easily screw up.
@@Teysik 1999 Lexus sc300 with 255k miles its my first car had it sense 2017 also I got the head rebuilt and arp head studs put in and replaced every seal on the motor plus water pump and oem crank pully also got coilsovers and a spare vvti ge with 178k on it going to be putting bc 264 cams and cp10:1 compression pistons and rods
There’s a lot of debate that the block, rods, and crank are the same strength between the two. I’m pretty sure people have made 1000hp on stock ge bottom end
For decent rods, yes. Plus if you’re doing rods you want to do new bearings and may even want to do some machine work while the whole bottom is apart. It becomes a rabbit hole that costs a lot more.
![ไลฟ์สุ่ม iPhone 295 บาท... โกงมั้ย?[ โกงมั้ยครับ ep.97 ] | DOM](http://i.ytimg.com/vi/gdstHEE4UUE/mqdefault.jpg)
Finally someone with an in-depth knowledge and info on a 2jzge.....thanks man. I needed the boost
Thank you!
@@Teysik so I have a 2jzge vvti can I use the same pistons with H beam rods if I swap them out I want around 425-500hp lol I got a 99 gs300
@@jaytalent45 yes, you can! Should handle 500 no problem with upgraded rods
@@Teysik thanks bro 😎 when we gunna see u drift the BMW 😝
@@jaytalent45 soon I hope haha, but probably not until next year
picked a 2jzGE vvti up for 420 dollars a year ago. broke it down and sent block to machine shop. Honed and spec check. I got GTE pistons and Manley H tuff rods, king xp bearings, stock main caps, Titan pulley , GSC S1 cam and GSC springs and Ti retainers. I’m still waiting on main bearings tho.
How much did all that cost?
@@expaship6610 Manley H tuffs - 740.00
GTE pistons (from toyota) - 560.00
Block checked and honed - 200.00
King race xp standard bearings - 100
King race xp main bearings - 115.00
Titan ATI crank damper - 450.00
OEM main cap bolts - 75.00
GSC S1 VVTI cams - 1,080.00
GSC springs and TI retain - 499.00
GSC stems - IDK cost - 20.00?
machine shop - valve seat job, head check, cam install and shimmed, decked. head looks brand new
- 550.00
OS GIKEN TR2CD 350z Clutch - 1,800.00
Haven’t received clutch so i haven’t balanced the rotating assembly yet. still need trans, Bell housing , Intake manifold, turbo, wastegate , Turbo exhaust manifold , BLAH BLAH!!!!!
@@bigjdm5460thanks for the breakdown. Ik it’s two years later but fr much appreciated for ur time and effort. Goodluck with the build hope it’s treating u nicely
@@bigjdm5460did you finish your build
The very first Gen VVTi 2JZ-GE used only in the Crown Royal Saloon (JZS-155) 1995-1997 do have the thicker rods, and some other differences (piston rings). You can verify this yourself by looking at the connecting rods part # on the JZS-155 on toyodiy and comparing to the connecting rod part # on the later 2JZ vvti (the ones you are talking about here).
Cool man. Coming from the h22 red top world of the s2k to the 2jz is300. Incredibly overwhelming but these videos help tons. I'm glad people know their stuff
The learning never ends haha. Thanks for the support!
Coming from the DSM scene and I wanted to get more in details about this matter about non vvti vvti and ge and gte well let tell you that this is nothing new, both platform have almost the same age on the market and this is going to be sweet for me. After so many 4g63 engines and now starting to do my first 2jzge I think this will bring happiness to my life.
There’s a lot of old information floating around say ge sucks or vvti sucks, etc. But that’s not the case and is becoming more apparent now that technology has improved and more people are trying it
@@Teysik you are obviously right.
Well laid out video I’m looking forward to what you have to come in the future
Thanks!
You should also note that oil squirters are basically useless if going with aftermarket forged setup anyways. Good breakdown, i like this
Thanks!
Thanks for the knowledge!
Building up a VVTi engine for N/A use in an originally 6-cylinder classic car which only weighs about 2600lbs.
Figure some bolt-ons and a tune should make for a lively daily driver that is rock reliable Toyota as well.
They’re not bad NA but definitely better with boost
@@Teysik Yes, but I already have a fully realized turbo 1st gen RX-7 that's been trying to kill me for almost 20 years!
This will be a more balanced, resto-mod of a beloved family car (59 Studebaker Lark) that originally had about 85hp from a flathead six. Tripling the stock hp will make it responsive and modern feeling, but minus the torque of a turbo, I wont have to reinforce and strengthen what is a fairly flimsy old car.
@@84gssteve sounds like a sick project!
@@Teysik Yea, should be fun and pretty simple. Got everything I need from a PnP and only about $700 in so far.
01' GS300 vvti engine, W58 and a Ranger 7.5 rear end with Mustang discs. Already have discs up front and planning out a R&P steering mount to go behind the 2J's sump. No need for power steering since the car is so light and this engine is hundreds of lbs lighter than the old iron.
Big thanks to your video, my GS spun a rod bearing so with your video I went to a junkyard 2 hours away and got a SC300 bottom end and it was practically perfect shape, paid 147. Putting engine in tomorrow, will the non vvti ge pistons mess up anything on the vvti head? Not running a turbo set up yet
Nope, all will be good except you will need a custom line for the vvti oil feed. Drift motion sells one. You’ll also want to make sure you use the gear behind the crank pulley from your original vvti engine, it has a different number of teeth than the non vvti one. And use all the sensors from your vvti engine
Appreciate the help, when I do turbo I'll follow the playlist you have
im building a vvti ge and im putting gte pistons and rods, if you do my setup you have to buy ge head gasket cuz valve squash will be low if you run gte gasket. This means that those gte pistons which are 8.5 to 1 compression will be 8.3 cuz ge vvti head has a bigger dome in the head.
btw if you swap ge vvti head onto ge block then you'll have to run another oil line to the vvti solenoid for the head
Good info, I thought about using a ge head gasket since I’ll be running e85 but decided to stick with the tried and true gte gasket
@@Teysik If you are running stock ge pistons which are 10:1 with vvti head it'll be something like 9.8:1 so as long as you use e85 like you said then it'll be some what knock free and higher compression is better for drifting since it'll give you better response and spool
im building a 2j tacoma thats a street/roll race focus so 8.5 is really safe for pump gas
Sounds like a sick project!
this is helping a lot i am very interested in sticking a 2jz ge in an e36 and this is def motivating me even more
Happy to help!
good video my friend, so vvti is the winner right?
Ge VVTI, either on a non vvti ge block, or with gte rods and pistons. That’s the best bang for buck anyways
Great info brotha! I should have built a 2J. This barra is getting expensive quick lol
I bet 😂
I envy that you guys have the Barra , such a great sounding in-line 6
@@24kNick great if you have the budget 😂
this is gonna help me out a lot. thank you man!
No problem!
Hi Teysik. Thanks for sharing. Very interesting stuff. Is this what they call a 1,5JZ? Btw I'm no longer an e36 guy. I'm an n54 guy since oct. 2020. I sold the 325 vert to a collector. Dutch regards, Nico.
No, a 1.5jz is a 2jz bottom end with a 1jz head and requires custom machining. Thanks for the comment, hope you enjoyed the video
Hello bud, just curious here what if just take the rod and head gasket from not vvti and put them to the VVTI add turbo. Is that works?
@@SGQ12 the pistons are also weaker so you’ll need non vvti rods and pistons. Use GTE headgasket, not GE. If you’re swapping rods and pistons it’s a good idea to get block machined while you’re at it and replace all the bearings. That adds a lot of cost, which is why it makes more sense to just use the whole non vvti bottom end if possible
I exactly was searching for a video like this since im planning on dropping a 2jz na-t to a 280z
Awesome!
@@Teysik can I run stock internals with small boost? Or is it better choice to go forged man
@@aldo.z3485 stock crank is already forged and good for 1000hp. Rods and pistons in the non vvti block are good for 500hp or more
Subbed!! Thank you for all the info 👌
Thanks!
Very informative video. Thank you so much.
For sure! Thanks for the feedback!
definitely subscribe!
looking forward to turbo my JZX115,
Best regards
Thanks! Good luck!
Good job 👏 what gearbox are you using
BMW ZF 5 speed
I'm in need of a rear sump for my 2jz .I just want to know what sump should I use
@@neilapril1681 the vvti has technically a mid sump. The mid sump and front sump were only factory ones offered that I know of. Mid sump worked for my car. What chassis are you putting it in?
@@neilapril1681 my apologies, mine technically is a rear sump. You can find them in Lexus sc300s
Thanks but we don't have the lexus sc300s in south africa
super cool videos, love these
❤️
For a first gen IS300, transplanting a 2jz GTE with stock twin turbos, transmission and ECU, overall how easy is it for a professional Tuner shop to make this transplant a reliable car, like it came from the factory, daily driver? What would a Tuner shop charge for the labor for the transplant? Thanks.
A good shop could do that easily. But with the price of GTEs and all the other parts you’re probably looking at at least 20k for a shop to do it
Awesome vid and great explanations
Thanks!
Is there any downside to 2jz-gte vvti? For example weaker pistons and rods? Or they are strong for that version of engine, thanks!!
Both versions of the gte were very strong and can handle close to 1000hp on the stock bottom end
@@Teysik sweet, thank you for answer!
thanks for teaching me soemthign mate
We shared the exact same burp at the exact same time, fuck it I subbed 😂😂
😂
Is it the same relationship between the 1jzs?
Sadly I don’t know much about the 1jz
The dizzy has same cam and crank signals as gte fyi. Only way to get sequential is a bung or the dizzy base
Sequential ignition? Where would you put the bung?
Check out Alberto Big Boost channel he covers the way to do it
Pop questions! Is there any other way to run sequential ignition, without welding the cam sensor on nonvvti GE head or swap the vvti head onto nonvvti bottom? Great vids btw
Not entirely sure on that, but my guess would be no
I believe yes, show a set up which goes on the crankshaft
@@baazigaj9125 sequential ignition usually requires both a crank and cam sensor.
You can use the original camsensor in the distributer, a COP kit and a standalone. Or get yourself a triggerkit it wil use one of the bolds on your campulley for postition, that way you can delete the distributer. most kits require a gte oilpump to fit the cranksensor but i think supravword has a kit for the GE non vvti that allows you to keep the original oil pump, you'll just need a gte ecu
Jajajaja you right no one wants a ugly distributor jajajajaj 🤣🤣🤣🤣😅😅 awesome video bro new sub here
Thanks! 🤣
Questions my friend if I buy a 2zj ge vvti can I just replace the rods with gte rods or i need to replace the Piston and rings also?
I believe you can just replace the rods but I’m not positive on that one
@Teysik thank you for you answer so if y replace piston ,piston rings and rods I am ready to go with the internals for 500hp or is another part that I need to replace?
@@Morm1175 that’s it, and putting in gte rods and pistons is safe for 700+ hp, people have made 1000 on them
@Teysik if you has to pick one engine which do you pick to do the turbo build the ge non vvti and install coil on plug kit or the ge vvti and replace pistons and rods ?
@@Morm1175 vvti always. Much better torque curve, just better performance if all other thing are equal
Are you guys sure that the 2jz ge vvti head will sit completely perfect on 2jz ge non vvti block?
Yes
thinkin about putting a 2JZGE vvti into my ra65 chassis
That would be sick!
My dad left me a 02' gs300 vvti. Want to make it turbo. So basically i just need to replace the rods to handle the turbo?
Yah that’s the jist of it. The vvti can handle about 5 pounds stock
@@Teysik so how much HP can the ge block handle with 5lbs?
@@hectorg7090 the block can handle 1000hp. The rods aren’t good for much more than 300hp
the non vvti came pre 98? I have a 1996 vvti motor and hear they have the strong rods like you mentioned with the non vvtis. The car it’s in is JDM so I’m assuming they simply got the motor before North America but I can’t figure out if it’s got the best of both worlds or not, strong rods and vvti or just the vvti and thin rods
You could probably tell by pulling the oil pan, if you can get a decent view of the rods
@@Teysik Looked up some parts sites and manuals. Looks like japan got turbo internals on all the vvti motors, mischief shall ensue haha
I do have one question since most of these engines by now probably have really high miles will they still be reliable I mean I plan to get a least a head refresh but would that be all I'd need and be able to get a lot of more miles and years out of them?
That’s always questionable. You have to think about wear items like crank bearings and piston rings. I’ve heard that these engines typically don’t have any major wear even with high miles. I wouldn’t count on getting years of daily driving out a high horsepower build. But you can definitely get years of mild track driving
@Teysik great content ,I would like to get more information from you Please .Best wishes from Sunny South Africa.
Thanks!
@@Teysik any chance you can email me .need some info pls.
@@kidronreddy1671 dm me on Instagram
Single turbo na block. Still use na vvti oil pump its oke right?
If change gte oil pump bigger diameter pump. High pressure.
The gte pump is better overall, but expensive. You can use the stock na pump for a basic build
@@Teysik my build na block. gte head waterpump piston.
But im use vvti na oilpump. Turbo maybe gt25-660. 500cc injector.
How about that bro?
And i try evergreen gasket kit set.
@@frankzane7326 I think the na oil pump would be fine for anything under 5-600hp
Buenos días amigo, se puede casar un bloque de un 7mge con la tapa de cilindros de 2jz con vvti, gracias
Do people avoid the ge w/dizzy?
No, it’s very common because people are scared of tuning vvti. There’s a lot more to deal with when doing a NA-T with vvti, but it’s a much better result at the end of the day
Would you need a stand alone ecu or would you use is300 ecu or sc300?
I will be using a jdm 2jz gte ecu
Can’t you use a 2jzge vvti and get non vvti rods and pistons and swap them in ? Then combining head and block ?
Absolutely. But any time you disassemble a bottom end you should do all new seals and bearings and should really get the block honed and machined. It just adds cost. Plus, I doubt you can get a set of rods and pistons much cheaper than what it costs for an entire junkyard engine
@@Teysik well your absolutely right, I have a is300 and I’m going to buy a ge vvti long block for 400 bucks which I’m going to rebuild for boost anyways, I can go snatch non vvti rods and pistons at the junk yard and basically gte head gasket and keep everything oem and reseal and put new bearing, and take it the the machine shop to check the block etc so I’m going for 400hp to 500hp which ideal is perfect and honestly I can’t see my self buying 2 engines to make one when I can grab those rods and build the engine like that but I appreciate it the advise I just wanted to make sure !!!
@@alexanderroque1590 for sure. Have fun with your build! 👊
And with this video the 2JZ GE has now cost 1k and are now impossible to find.
😂 junk yard prices never change though
Ur right bro these forsure are gonna sky rocket now because u won’t be able to find the gte
@@diegovazquez2722 you’ll be able to find the gte no problem, but most people aren’t going to want to spend 6k on one
non-vvti Ge's are going for $2,300-$3,500 shipped. vvti Ge's going for $1,000-$2,000 shipped and the trash part is my local junkyard hasn't been getting any 2jz cars for a while.
@@T5_T-Rell that's still fairly cheap and if your like me and trying to do this build for an is300 anyways which most people will or at least one of these cars from the 2jz platforms you got one of the engines already. The challenge will be finding another one.
You could definitely run about 500 hp on the vvti ge with just a head gasket and arp head studs
The vvti ge has “paper thin” rods as people like to call it. I’ve never seen anyone running it at 500hp reliably. Especially in a drift car that spends a lot of time at high rpm
Wouldn’t a gte vvti be another option? Or is that too expensive?
Most expensive option there is. About $7000 just for the engine right now
What make the slow over hill
junkyard, is 550$ due to base 300$, 60$ enviromental fee, extra 90$ for 3 month warranty so its about 500$ after tax
Depends on the junkyard. My local pull it yourself was $300 total
@@Teysik must be nice, i went to lkq and base was 300$
@@jasiantheasian8894 still better than $8k for a gte 😂
@@Teysik true, but swapping internals getting to handel more than its max 350-400hp is expensive
@@jasiantheasian8894 you can get gte rods and pistons for fairly cheap. Non vvti GE rods even cheaper. So basically for $1000 or less you can have an engine capable of 700hp.
So i can also use a 2jz ge vvti with modified internals right?
For sure, mainly the rods. But I’ve heard the ringlands on the pistons are weak points too.
What rods would you recommend for aftermarket for the vvt-i
Basically any reputable H beam rod. Eagles are popular
Any vid on how you wired it
That’s coming up soon ish
@@Teysik 👍🏽 glad to hear
Could you please name the year of Vehicles and model where both engines were pulled from?
95 sc300 and 2001 is300
@@Teysik thanks!
Can new non vvti rods will fit vvti ge crank
Yes, all 2jz rods are interchangeable
also a big major differences between those two is that the non vvti ge is non interference and the vvti ge is interference
Yah I’ve heard that, but couldn’t confirm it one way or the other. Thanks for the input
The gte head gasket fits the ge??
Yes
Good but rather than buying a non-vvti just buy some gte or aftermarket rods, bearings and pistons
Not a bad idea at all, but it adds cost. If I’m gunna do rods and pistons I’ll want the block machined first. And also, gte rods and pistons alone cost more than an entire GE engine. I plan on using the spare vvti block that I now have and doing forged internals on it eventually
I'm just looking for 3-500hp mainly cause I want to build to handle 500hp but tune it down for mid 400hp for reliability.
I don't plan on drifting my 240sx just have it for a fun car to daily while my FC Rx7 is in the works.
I think I might go for the 2jz GE-T
Do it!
2021 2jzgte Costs 15k
Might sound dumb but vvti head on non vvti block is it possible ….. bruh I just saw the part where u said that was possible
🤣 that’s what I’m doing
ok i don’t understand where you people think it will make 1000hp on the stock bottom end. I mean maybe you could but it wouldn’t last at all. EVERYONE that truly rips these motors and knows them in and out know that with today’s management systems 600-700 is the limit
The GE? Yah most likely. The GTE? Many people have made 1000 on stock bottom. Does it hold up through hardcore abuse? Definitely not
Sounds like a good idea for me since I'm only doing 600-700whp anyways. I'm just a little weary on dissembling the head and screwing it up. I'm hoping that's not something that easily screw up.
It’s really not too complicated.
get 2jz ge vvti + build it = 1000hp
That’s the plan in the future!
I made a similar video 2jzge is the way
For sure!
👍🏾
My sc300 came vvti boy
What year?
@@Teysik 1999 Lexus sc300 with 255k miles its my first car had it sense 2017 also I got the head rebuilt and arp head studs put in and replaced every seal on the motor plus water pump and oem crank pully also got coilsovers and a spare vvti ge with 178k on it going to be putting bc 264 cams and cp10:1 compression pistons and rods
Single turbo1995 nice, vvti started in 99 as far as I know, didn’t know they made any SCs with it, but that’s awesome
@@Teysik i mwan 1998 sc300 have vvti and the 1998 sc400 and up have vvti
ahh, so it mustve started in 98 not 99
But your not making 1000hp with a ge on stock internals. Gte has different internals....na-t 2jzge completely different
There’s a lot of debate that the block, rods, and crank are the same strength between the two. I’m pretty sure people have made 1000hp on stock ge bottom end
@Shndon430 Hurtado they basically share the same block, only minor differences
@Shndon430 Hurtado exactly
Just build a 426HEMI
Don’t think that would fit too well in my engine bay haha
Stop what you are doing and let the normies keep buying gte's T_T Also I saw a few gte's going for $9k.
😂 there’s plenty of GEs to go around lol
@@Teysik no
can you convert the 2jzge to fwd?
I’m sure you could, but it wouldn’t be easy or cheap
Are rods more expensive than buyinga 2jz GE non vvti?
For decent rods, yes. Plus if you’re doing rods you want to do new bearings and may even want to do some machine work while the whole bottom is apart. It becomes a rabbit hole that costs a lot more.