5SFE Block. Old or new?, Going 5SGTE Options

[RichieRichJP]

After doing a bunch of research and deciding with what to do with my set up, I've decided to go 5sgte rather than 5sfte. The reasons should be obvious since I'm going for a performance build.
In recent weeks, I've done a lot of reading and made a few phone calls and found out that there are two versions of the 5sfe block. Great.
Now between both Camry's and Celica's, what years are the older version blocks and which ones are the newer versions?

[RichieRichJP]

I called a few places and asked on several forums and it's apparently very doable and for Camry guys like myself, is cost efficient vs. doing a full 3rd gen5 3SGTE swap.
The two garages I called, EngineLogics and ATS Racing, both said there's a BIG misunderstanding as to how difficult, or should I say easy, the swap is to perform.
From the information I have been gathering, the two different blocks are really the same, except some come with a forged crank and knock sensor, and the water jackets will either fit directly (1992-prior) or it will be a hit and miss (1993+ 5sfe). So only a couple hundred dollars of machining out the water jackets and head gasket to match the holes will make them fit. That is directly from machinists who've built and have 5SGTE cars from both of those garages. To answer someone above, the 5SGTE is a 3SGTE cylinder head with a 5SFE block. Some people say that power is less achievable but that's stupid. Simply go to raceeng.com and order a set of 3SGTE/5SFE connecting rods and pistons and install. Reason being that the 5SFE block is better to use is like I said forged crank (for some) and a larger displacement. As well as that it's no different really from a 3SGTE. Everyone knows that. You can easily get those same rods and pistons from raceeng.com and install them in the 3SGTE block and come up with the same bore and displacement, but the stroke may be shorter.
The only parts you need to make the head fit (excluding the head gasket issue) are pretty much just the timing belt components, idler pulleys, water/oil pump... The obvious are the map sensor, harness, ecu and such. All in all, I believe it's an easy setup to go with.

[presure2]

I called a few places and asked on several forums and it's apparently very doable and for Camry guys like myself, is cost efficient vs. doing a full 3rd gen5 3SGTE swap.
The two garages I called, EngineLogics and ATS Racing, both said there's a BIG misunderstanding as to how difficult, or should I say easy, the swap is to perform.
From the information I have been gathering, the two different blocks are really the same, except some come with a forged crank and knock sensor, and the water jackets will either fit directly (1992-prior) or it will be a hit and miss (1993+ 5sfe). So only a couple hundred dollars of machining out the water jackets and head gasket to match the holes will make them fit. That is directly from machinists who've built and have 5SGTE cars from both of those garages. To answer someone above, the 5SGTE is a 3SGTE cylinder head with a 5SFE block. Some people say that power is less achievable but that's stupid. Simply go to raceeng.com and order a set of 3SGTE/5SFE connecting rods and pistons and install. Reason being that the 5SFE block is better to use is like I said forged crank (for some) and a larger displacement. As well as that it's no different really from a 3SGTE. Everyone knows that. You can easily get those same rods and pistons from raceeng.com and install them in the 3SGTE block and come up with the same bore and displacement, but the stroke may be shorter.
The only parts you need to make the head fit (excluding the head gasket issue) are pretty much just the timing belt components, idler pulleys, water/oil pump... The obvious are the map sensor, harness, ecu and such. All in all, I believe it's an easy setup to go with.

building the stroker motor is really not a big deal, just a matter of doing the proper homework, and getting the right parts, and having a good machine shop to work with.
the only real obsticals in building the motor is oil supply for the turbo, (which any good machine shop can take care of by drilling out the location where it normally is on a 3s block, or tapping the oil pressure sensor location on the head)
and deciding if you want the oil squirters for the pistons or not.
for most people, the problem is understanding the electrical side of it.
you dont just need a few sensors ect. you need a FULL 3sgte harness, (from whatever generation head you use of course) ALL the 3s sensors, waternecks, ect.
like others have said, its a 3sgte swap, as far as wiring is concerned, without the 3s block.
i've never heard anyone say you cant make as much power with a stroker, quite the contrary, its obvious to me, and should be to anyone who knows anything about these motors that larger displacement, and in most cases the 9:1 compression ratio that most go with will always yeild more power over a stock 3s setup.
not to mention quicker spool, and more area under the curve (which is more important than peak #s IMO)
researching on this forum wont do too much good in your research. ice is an example of how its done, but for more results check out mr2oc, in the 3sgte engine forum.
there are LOTS of guys over there running stroker setups in various forms.
the big thing that holds most 6gc guys back is the fact of getting all the parts needed together without actually having a swap to start with.
all the various electronics and stuff you need to swap the 3s head on makes it a bit tougher than what it is for the mr2T guys, who are already starting with a 3s equipped car.
guys like ats and enginelogics will be more than willing to hook you up with whatever machine work you decide you want done, but that isnt gonna get you a running stroker 3s equipped 6gc. whoopps just edit in camry instead of 6gc, its the same thing, you still would need all the same electrical work.