Sr20,16 Ve/+т

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22. sr16 n1 - 8 инжекторов, 3" дроссель





23. Детали

SR16/20VE (N1 including)
11044-1N500 Cylinder gasket
14035-1N500 Intake gasket
14036-1N500 Exhaust gasket

P12/T30 SR20VE/VET
11044-8H600 Cylinder gasket
14035-8H600 Intake gasket
14036-AW000 Exhaust gasket
14036-8H600 T30 SR20VET Exhaust Gasket (seems to be cheaper than the others)

If I'm not mistaken stock gaskets are 1,2mm.



24. Масляный насос

13500-1N501 U14,P11,N15,B14,Y11 SR16/20VE (N1 including)
13500-6M00A (old number:13500-6M000) B15(10/1998-05/2002),N15(10/1999+) SR16VE
13500-AW000 P12,T30 SR20VE/VET



25. Голова ве на 3сс меньше, СЖ станет 9:0.

The VE heads are about 3cc smaller than the standard DE heads so putting a VE head on a DE block will rise the DE's CR a small amount (approximately 1/2 CR depending on the starting CR, about 9:1). Using an SR16VE head on a naturally aspirated SR20DE will decrease power from the SR20VE due to the slightly lower C/R. You'll need the VE wiring harness, oil pump, and ECU. Jim Wolf Technology stocks VE oil pumps. Your biggest problem will be finding just a VE head, as they are usually sold as an entire long block. Tap the oil feed on the block for the head as the VE's have an extra oil passage going to the solenoids. The head gaskets are also different. The newer VE's have a redesigned intake manifold and equal length stainless steel exhaust manifold as well as an enlarged header pipe diameter. Also, the later P12 SR20VE "20V" and the X-Trail GT SR20VET have drive by wire and were direct ignition, using a crank angle sensor like the S13 DET's but mounted on the back of the head like a FF distributor. The distributor must be modified. Belts, plugs, wires, oil, fuel, and air filters, etc are all the same between the DE and VE. Depending on the VE cam, the pistons need valve notches because the VE cams run a lot more overlap and some of the DE pistons may not be deep enough. The SR16VE and N1 cams will require deeper notches. The VE intake manifold is shorter than the DE manifold and has a different port design. A 2.0 SE manifold will not bolt up to a VE. On the exhaust side, depending on the port, VE ports shift away from the center between 1/8" and 1/4". For N/A applications, using a DE header on a VE overlaps the ports, causing reversion on the short side of the port flow and slightly decreasing horsepower. A late gen Hotshot or AEBS header slightly blocks port flow but increases flow on the bottom of the port so power decreases in one range, increases in another. Mike Kojima is currently working with Hotshot on a prototype that will fit the VE head.

This is some good info for you guys

http://www.nissanperformancemag.com/june04/ask_sarah/



26. Построение турбо



his was posted by Andreas Miko on the SR20foum.

http://www.sr20forum.com/showthread.php?t=137947

Here is a cheap VE-T combo that will clear 450-480 WHP easily at 20 PSI.

SR16VE motor $1000

SR20 cam gears set at -5 In, +5 Ex

SR20DE crank $100

SR20DET rods $100

SR20DET pistons about 9.3-1 compression New with rings $280 or used $120

SR20VE steal head gasket from Mossy $85

New Crank and Rod Beaings $270.

N1 intake and TB from Mossy $450

740cc side feed injs $540 on EBAY

T3T04 Turbo .63 turbine, stage 5 wheel with 60 trim or larger compressor wheel.

Turbo Manifold Log or equal length $400-$800



That will net 450-480 WHP at 20 PSI all day with no stress.

This comes from the assumption that DET guys make 400-420 WHP at 20 PSI. The VE with better head and bigger cams will net an xtra 50 WHP while costing less t0 build

LIKE YOU GUYS GIVE UP ON THIS THREAD.. Finaly I got info in detail with what to do exactly with a VE to boost the sucker.. Now go play with boost

[Витёк]

27. Турбофрик - чувак потер свои сообщения почему-то



SR20Turbofreak

solid 15psi with better tunning. i set the intake cam gear back to only 2 deg retard. the only boost fluctuation is at 8000 where booost dropped for a sec.

20 min later, my trans took a sh*t and i think i stripped out my final drive....



Originally Posted by SR20Turbofreak
if you use the VE oil pan you need to grind for the bearing girdle.
GTiR oil pump, use GTiR crank pulley, and crank spacer.
VE oil pump, use VE/ DE crank pulley and VE spacer.
Another update....
was out doing a little more messing around and reving the car higher. she's reving freely and happily pretty high, like realllly high. rev limit at 10,500rpm and she's going to 10,700 give or take and pulling haaard all the way. its nuts. 3rd gear hits 15psi at about 60-65mph and hits 10,500rpm at about 130mph in 3rd! 70mph at full boost in 1 gear... its crazy. I know i need video footage but i'm waiting till the car is tweaked out a lot more and i have a few things to change out still...
I know 10,500rpms it s sh*t load. I dont plan on doing this all the time, just having fun while i can where no one else has! she sounds like a freakin bike...
this thing at 15psi is way faster than my last setup at 25psi..
revs are fun... i should be able to do some dyno runs this weekend and print out some 10,000rpm pulls..
OH! i'm also pulling 5.101 volts on my Q45 MAF at 15psi at 10k, anyone know what that is in crank HP? also is the lightning MAF the next upgrade?

Andreas Miko

Thats about 510 WHP and or about 580 CHP. You do not have a boost leak the MAF is toped out.



Originally Posted by SR20Turbofreak
yup. something must be right if i'm still building HP at 10,000rpm and have a flat TQ curve from 5k up...





28. Активация валов

VET only activates intake side, only 1 solenoid
20V activates both, only 1 solenoid
sr16ve and sr20ve activate both, 2 solenoids.



29. Строке оф кранк

if you have the regular sr20de/t crank it has a 86mm storke. if you do the numbers for it the max rpm you can safely run on it for prolonged periods of time is around 8700 rpm. after that point the piston speed become too high. you should not exceed 25m/s for piston speeds. if you get at sr16de crank it has a 62.7mm stroke(i think it close to that). when i did the math with the sr16ve crank you can rev 10200 rpm. formula 1 cars dont exceed 25m/s for piston speeds...neither should your engine.

if you use the sr16 crank and bore and sleeve it to 90mm it will be like 1830cc diplacement. thats is the most you can do with an sr motor. i dont think it is possible to go any bigger that a 90mm piston in our motor. it would be pretty nutty to rev it to 10200 but pointless on a turbo car. he wants torque and with the previously stated setup he wont have any power until he's more that half way down the track....and especially torque.

f1 cars car rev 19000rpm because they have 30mm stroke



30. Профиль противовеса коленвала

Jun has a number of advantages over the BC crank, mainly with their CW designs allowing higher reliable rpm. Not to mention that they have been proven over many years and BC is relatively new with their stroker kit.

The Tomei 91mm with its aerodynamic 'knife blade' CW design allows for much higher rpm(try over 10,000rpm) as there is less wind resistance inside the block. Remember, the CW's are spinning at around 130mph so on a traditional crank design having the aerodynamics of a brick hardly makes high rpm a reliable feature when wind resistance is causing wind drag.

Коленвалы отличаются кроме геометрии (90-91), материалом, отверстиями для масла



31. Обороты и объем - что дает лучшее наполняемость

look up mazworks
http://www.mazworx.com/store/?event=...uct&product=13

We take you SR head and CNC out the combustion chamber (87mm or 92mm) to make it hemispherical. This recommended for high boost applications and is the best way to avoid detonation, provides a better flame path and unshrouds the valves. We run this setup in our Drag 240SX. A valve job is required after machining.

or you could go with:
http://www.mazworx.com/store/?event=...ct&product=108


as for a stroker and a gt3076 my 2 cents which arnt much.
the turbo would act like a gt2871 86ar. due to the volumetric efficancy

122 2.0 247CFM 7000RPM ->
134 2.2 271CFM
146 2.4 295cfm
158 2.6 320CFM
183 3.0 370CFM
--------------- @ 8000RPM ->
2.0 282cfm
2.2 310
2.4 337
2.6 365
3.0 423
--------------- @ 9000RPM ->
2.0 317
2.2 348
2.4 380
2.6 411
3.0 476
Comparison sake:
5.7L Small Block Chevy
@6000RPM: 607CFM
@7000RPM: 708CFM

Theoretical Horsepower @ 7000RPM (assuming slightly hot ambient air but no boost)
2.0 170 //
2.2 186 //
2.4 203 //
2.6 220 //
3.0 255 //

@ 8000RPM
2.0 194 //
2.2 213 //
2.4 232 //
2.6 251 //
3.0 291 //

@9000RPM
2.0 218 //
2.2 240 //
2.4 262 //
2.6 283 //
3.0 328 //

remember to multiply the differences out, as they do not include boost.
When you include boost you need to remember compressor efficiency multiplys in, is not linear. Also As engine displacement goes up generally rotating mass goes up meaning a higher Brake Specific Fuel Consumption.
Also Remember Displacement is displacement, whether you go bigger bore or bigger stroke. There are plenty of 7Liter big block chevys revving past 9000RPM there is no reason a large stroke 2.2 or 2.4 couldnt do it. Balance is the biggest issue, and of course the weight of the actual parts vs the size of the journals supporting them and of course the oil system, but displacement is still displacement.

Using the graph example:
122 2.0 247CFM 7000RPM ->
134 2.2 271CFM
--------------- @ 8000RPM ->
2.0 282cfm

a 2.0 @ 7k pulls 247CFM.
The next like is a 2.2L @ 7k pulling 271.

So if you stroked your 2.0 to 2.2L it goes from 247 to 271CFM.
So If I revved my 2.0 to 8,000RPM it pulls 282CFM (next line)

So a 2.0 @ 8000RPM moves more air than a 2.2 @ 7000RPM, an extra 11CFM.



now after reading that and looking at your turbo map you can pick the turbo best for your application.

Thank you for the great write up rojectdrifter. Unfortunately, I am not sure I quite know how to use your information properly. I know that atmospheric pressure at sea level is 14.7psi. This would mean that if you were to run 14.7psi of boost on top that, then in theory you would make double the horsepower. Tell me if this is correct:

At 8,000 RPM with 14.7 PSI a 2.2L's volumetric efficiency will double and produce twice the theoretical power i.e. going from 213 to 426 HP at the engine ( 350ish at the wheels) The CFM's would would also double and thereby require a turbo that can flow 620 CFM per minute. 620/13.3= 46.6lbs of air per minute.

...Is my math correct (I highly doubt it)?...is 13.3 the conversion rate you use to convert cfm to lbs/min?

Also, how would go about including the compression ratio? It seems that the only way to achieve numbers as high as what I have concluded would be to use high compression pistons.



32. Катушки и КАС

He wants to use the VET coil packs/CAS though and a JWT setup would be costly once it arrives in Australia.

He has access to the VET 80mm MAF as well so unless he is going for over 350Kw@wheels, I don't see a reason to buy a Z32.



33. Коробка от з32

surprisingly the gearing of the Z32 is very close to the SR.
Z32... Gear ratios are: 1st 3.21, 2nd 1.93, 3rd 1.30, 4th 1.00, 5th 0.75 for the manual.

SR...1st 3.321, 2nd 1.902, 3rd 1.308, 4th 1.00, 5th 0.759

The RB26 tranny and the Z32 tranny share the same internals. Of course the Z32 lacks the transfercase. What motor are you coupling this to?



34. for what it's worth, H22A valve springs and retainers work perfectly in the SR20VE. so you can just get the brian crower spring and retainer kit for the H22A, and there's yoru upgraded valvetrain!

35. Стоковые гильзы

The OEM sleeves are about .100" wall thickness. When we machine the block for sleeves, on the second rough pass, the sleeves are already gone. They are not thick at all.

there is only 11mm between cylinder wall surfaces. So if the sleeves where 4.5-5mm, they would almost be touching.

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[Партизан з творчим нахилом]

йоханий бабай... мені б в ноут та й запхати Sr16ve ото б горя не знав

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я думаю это почти реально ))
по крайней мере такой как на фотке ))

[Партизан з творчим нахилом]

вітьок, а автомат переварить стільки коней і такий момент?

[Витёк]

та думаю переварит, но может на высокой скорости пятками погнуть моторный щит

если серьезно, то на ср16ве только вариаторы и были, не считая пульсаров vzr

[Denny]

та думаю переварит, но может на высокой скорости пятками погнуть моторный щит

если серьезно, то на ср16ве только вариаторы и были, не считая пульсаров vzr

Вить, ты перепутал с SR20VE насчет вариаторов

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ну, короче, были и с вариатором и без ))