Wait, so a 7AFE puts out more power and tq with a header and CAI than a 5SFE with stock exhaust manifold and airbox?  If this is so, I might go that route.  But I want leather interior and it looks like only the GTs have that.  >>
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Wait, so a 7AFE puts out more power and tq with a header and CAI than a 5SFE with stock exhaust manifold and airbox?  If this is so, I might go that route.  But I want leather interior and it looks like only the GTs have that.  >>
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One of the main causes for the high torque rating is because the 5SFE has some pretty long intake runners, which in turn increase torque numbers, the restrictive head and long IR make for higher torque with lower horsepower, it's been proven time and again. If you could modify the current runners you would lower torque but increase the horsepower potential, or you could rebuild the motor with forged pistons and rods, give the head some mean work, get some high profile cams and boost it, you'll have a beast, but of course $$$. I have realized that the head is the most restrictive part of the entire engine and it's actually pretty beefy to be aluminum. The main reason nobody builds parts for the Celica is because it  is a fairly rare car compared to a 240SX and Civic (not to mention when the car was popular the import scene was still small and most americans couldn't tell you what a WRC is), the 5SFE may not have a lot of potential as is, but it really isn't much to make it a beast, if we could get the aftermarket on our side. Also cars like the Corolla and Prizm, 5SFE had the Camry and MR2, I don't think that was the reason.
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Yeah I know how the ratios work, but last time I checked most large displacement engines were oversquare which means nothing, it's actually better for street use, undersquare revs higher due to the added stability of the longer rods and rod travel, but don't rule undersquare engines out, I remember when I first came to this forum and you told me I came to this looking like a domestic guy, well when you have half a friggin V8 sitting under your hood yeah it's easy to look at it that way. Unfortunatly that half is a crappy half, but you must remember that the block is very strong the crank is strong, and the head is beefy leaving plenty of room for upgrading, it actually doesn't help this car by having DOHC but who'll complain. In most cars you'll run into the domino effect you upgrade this and break that and that is one problem the 5SFE does face, weak internals and valvetrain. If everyone stop trying to make this motor hit 12,000 rpm and take it for what it is we might see a few better mods, oversquare engines never do well with long runners and the 5SFE is nearly 10 inches where the 7A is what 6".
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Ah yes but this is missing the whole point.  BOLT ONs.  A header and intake made a significant difference on my MR2.  The MR2 is more rare than the 6th gen celica, so that's not the reason.

NO internal engine work, NO turbo, NO completely changing around the engine bay and many of it's parts.  Just a header and intake.  Plain and simple.  I think the confusion here is everyone thinks "street beast" when modding.  I just want a boost in power.

Nevertheless, I guess I'll just wait for a nice MR2 or GSR to show up around my area and buy that instead.
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You talk like the 5SFE is a diesel, it's stroke is smaller but it is still a good motor, like I said the IR is almost always overlooked in engine building and can make a difference if it was chaged, but that would be changing the way the motor sits under the hood, either way torque is a good thing and even though Honda's are everything horsepower, a car can have a lot of horsepower and make very little torque and yes it still runs good but you have to ride at 7,000 rpm to get anywhere, without torque horsepower is useless, i'm not going to get into a horsepower vs. torque, every car mag on the planet has explained it, neither are better than one another but if you want a quick street cruiser increse the torque, if you want a race car that can run high rpms all day go for horsepower. I do agree with Kwanza on the get an MR2 thing, basic bolt ons won't help because the head is to restrictive to make good use of them, that explains that dabble I went into earlier about cams and stuff.
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anyone know if this is any good for the gt?

http://cgi.ebay.com/ebaymotors/ws/eBayISAP...7980867020&rd=1
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Not all cars are Hondas, the Celica tops out way before it's redline (I shift at 5,000 rpm) with ok numbers, having a lower rpm means less stress on the engine which in turn makes a better street car, an S2000 in not a street car it's a motorcycle with 4 wheels. Do you want me to explain the definition of ft.lbs., lbs. ft. and horsepower because if you think they are the same your wrong. You're thinking ft. lbs. (as in 1 hp=550ft. lbs.) which translates crankshaft force into horsepower, i'm talking lbs. ft. if we use the way you describe it my motor is making about 88,000ft. lbs. at the crank, nobody goes under the peak horsepower because when you shift you drop below the peak torque range, but if there is only a thousand rpm difference between peak horsepower and peak torque you'll want to shift at peak horsepower so that you'll be at peak torque in the next gear, lbs. ft. is the driving force making the car go faster horsepower is what helps maintain that speed and increase speed when te car is already in motion if a motor is designed to work in a 4,000 rpm range it can put the equivalent amount of power out as a car made for a 8,000 rpm range yet it only needs to reach 4,000 rpm to meet that. Large engines typically have a lower rpm range put are still capable of running high power numbers but the higher the power and lower the rpm and displacement the more engineering is involved, in the case of the S2000 there is a lot of engineering involvede yet they couldn't reach that horsepower number without increasing the rpm and a major flaw with Hondas is to reach higher horsepower numbers they must sacrifice torque, high horsepower and low torque help when you have a small light vehicle like a motorcycle, but when you are dealing with 2800lbs. cars it shows that a car with lower horsepower can overcome one with higher horsepower through means of having higher torque, the reason why Honda can have numbers like those and not have to drive at such a high rpm is through VTEC which in a way stretches the powerband out and allows the engine to take advantage of horsepower over a larger area basically flattening the horsepower curve in a sense. If you put a car that has 300hp 500lbs. ft. against a 500hp 300lbs. ft. car most likely the 500hp car will win, now if you take a 160hp 180lbs.ft. car and put it against a 180hp 120lbs.ft car then the 160hp car will most likely win (ex.gearing in that) I could go into the gearing of the Celica also but that is a whole other can of worms.

BTW if that is what you meant by horsepower being the same thing as torque you were close but they are different, if they were the same Freightliners would haul some major a**. You can't have a very high horsepower car without sacrificing torque and you can't have a very high torque vehicle without sacrificing horsepower (you can balance them also but you wont have either extreme without increasing displacement or a power adder), if you want a street beast that you can take out for more than just a weekend go for torque, if you want a track star that you can run at 8,000 rpm the entire time go for horsepower, it's more preference.
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