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search button is your friend ;-) Also 2j pans fit 1j's that is a starting point for your search or atleast a hint

Come on people!?!?! no help?

I remember about 6 months ago there was an in depth head rebuild thread for a 1jz does anybody have the link? I used the search tool again and again looking for 1jzgte head rebuild, jzgte head rebuild, how-to rebuild head, etc. Help would be great thanks in advance!

is there going to be reassembly coverage... I am sort of to taht point lols

go to 2jzswap.com they have quality kits made for this swap; Use the manual tranny it will hold the power all day long; it is pretty straight forward once you have the motor in if you have done swaps before. I have an s14 and a good list of stuff for it to swap out my sr and the jz in, the tech...

if you want a reusable headgasket buy a cometic, I used to reuse them constantly at a mustang shop, the shop cars were 400+ cubic inch 16.5:1 compression nitrous motors that were broken down monthly, so the reuse of the cometic gaskets was a godsend, and we never blew them even with motors...

it's 140 from champion toyota in houston... the complete gasket set that is

thnx! What springs/retainers did you go with? Cams? bucket to shim replacement? I was thinking about replacing this all, but wanted input from people who had done so with proven results.

it is going to be a going in a 2500lbs. car including driver; 500whp is the goal; currently has a 2200lbs. pressure plate I am repucking the clutch with cerametallic pucks.

Yes I have a 2001 Mustang GT BULLITT edition it is true blue clear coat #04839 has less than 10,000 miles on it, it sits in one of the garages at my parents house. Lol I have way to many cars, it is one of 5. I believe I spoke with your friends down in florida, they do the bracket attachment...

gotcha, you like to split hairs on words and thoughts that's great but at least you said something pertinent to the thread. Hopefully your experience holds true. Now what springs, cams, are retainers "needed" are a good economical upgrade? I have read some about the comp cams springs that can...

if you put in a flex pipe off the DP it will free up a lot of the vibrations, also adding a few exhaust hangers/rubber pts to your exhaust after the flex pipe will also help out. Think about it like a tuning fork that runs off of your engine. The longer the fork the longer the vibrations...

expertise? or just hear-say?

what was your power range? and the more pucks better drive ability, fewer pucks higher holding or so the clutch makers have all told me.

that was the most jumbled not read or thought about post I have read in a while; the pertinence of this post to the thread is only slightly relative, but at most it is wrong a motor can make power to the moon if it has the right turbo, cams, and all the supporting items, but redline is a quoted...

what is the economic built head? valve springs? if retainers are needed? cams? makers?

here are some teaser pics; the big stuff I will get around to later... http://s162.photobucket.com/albums/t277/BULLITT04839/

I am merely want to know safe rev range/power range. I like a motor that revs. with a larger turbo the more rev range the more time there is to utilize the turbo being spooled up and making power; shifting=time spent not going forward. So what I am undrestanding is the stock cams start to out...

I have a TRD 3 puck sprung clutch that I pulled out out of a 1jz-gte I just got; I am having it repucked and all that jazz; does anyone have one? What is its holding potential? how has yours performed? Did yours have a flywheel with it also?

I was wondering the stock 1jz-gte all day long rev range? Which gives first the head or the short block? Then what is the weakest link between the two. I have heard 8k all day long, but then I have also heard 7200. Everything excluding the engine is good to the moon; I am saying the turbo...