Sr20,16 Ve/+т

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Давайте собирать может информацию какую-то интересную по этим движкам.

Только что надыбал
При турбировании sr20ve есть проблема с катушками - там отверстие под свечу тоньше чем на дете и в стоке движок работает на ВВ проводах, есть вариант AEM CDI Pencil Coils,
http://www.aempower.com/ViewCategory...CategoryID=123



Цена за 4 катушки даже немного меньше чем новые сток-катушки для СА18

4 Pack Coil Kit, CDI Long Pencil 30-2851-4PK $290.43
4 Pack Coil Kit, CDI Short Pencil 30-2850-4PK $290.43
Single Coil Kit, CDI Long Pencil 30-2851 $77.45
Single Coil Kit, CDI Short Pencil 30-2850 $77.45


Вроде бы они требуют АЕМ системы зажигания http://www.aempower.com/ViewCategory.aspx?CategoryID=79, но про это я не до конца понял из текста описания.

Пример использования - з32 + ср20ve+t
http://www.sr20forum.com/sr20ve-sr16...-projects.html

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http://en.wikipedia.org/wiki/VVL - вики про ввл

[Denny]

на сколько я помню, на фото дэт с головой от ве и у парня очень амбициозные планы, хотя и по фото опять же видно

чего там собирать, вся инфа на ср20форуме, даже фак есть какой-никакой свой
я только закладочки в избранном делаю по полезному с форума и достаточно

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у меня есть уже какие-то вещи на эту тему, на сбор которых фака не хватило

[Denny]

стучись в асю, обсудим

[Nitro]

про ввл читаю, спасибо, а вот Z32 + Sr20.. это значит что владелец вынул Vg30dett и поставил Sr20?! :???: :???: :???:

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1. Head gasket Cometic

All SR20VE motors SR16VE, SR16VE N1, SR20VE, SR20VE 20V and SR20VET. Part number starts H1794

All SR20DE motors FWD SR18DE, SR20DE, and SR20DE RR. Part number starts CM-C41

All S13 SR20DE and SR20DET. Part number starts C4324

All S14 and S15 SR20DE and SR20DET. Part number starts C4285

2. VE headgasket would work with the DE no problem (FWD at least)

3. How many different VE motors are there?

There are five (5) VE motors.

SR16VE - 173hp 5 speed Manual 97-2001

SR16VE N1 - 197hp 5 speed Manual 97-98

SR20VE - 187hp CVT 6 speed Auto 97-2001

SR20VE - 204hp 6 speed Manual 2001-Present

SR20VET - 276hp AWD Turbo 2002-Present

4. How much power does the VE have?

SR16VE - 173hp @ 7800rpm / 119lb torque @ 7200rpm

SR16VE N1 - 197hp @ 7800rpm / 134lb torque @ 7600rpm

SR20VE - 187hp @ 7000rpm / 145lb torque @ 6000rpm

SR20VET - 276hp @ 6400rpm / 228lb torque @ 3200rpm

5. How much do they cost?

SR16VE - $1000-$1600

SR16VE N1 - $3000+ good luck finding one*

SR20VE - $1000-$2500

SR20VET - unknown

*Only 500 of these engines are thought to have been produced.

**These are average prices based on availability and engine condition. Actual prices may vary.

6. What are the origins of these motors?

SR16VE - 1.6L VVL motor found in the Nissan Sunny Lucino VZ-R, Sunny GT and Pulsar VZ-R.

SR16VE N1 - 1.6L VVL motor found in the Nissan Pulsar VZ-R N1 and Pulsar VZ-R N1 SSS.

SR20VE - 2.0L VVL motor found in the Nissan Primera (Infiniti G20 bodystyle), Bluebird, Wingroad, and Autobacs Garaiya.

SR20VET - 2.0L turbocharged VVL motor found in the Nissan X-Trail SUV, and Trailrunner Concept Car.

7. Where can I buy one?

Andreas Miko in Miami, FL (305) 282-3643

sr20development in CA (619) 69-TURBO

JGY Customs in VA (540) 379-1848

Yuji Ueno at MotoGumi Partners (626) 437-2058

Storm Performance in CA (925) 895-9793 & FL (954) 987-7355

Soko Engines (800) 338-7656 or (800) 598-3535

8. I need some parts for my VE, do you have parts codes?

13020 1N503 SR16VE intake cam

13020 1N509 SR16VE exhaust cam

11044 1N500 SR20VE head gasket

12200 2J200 SR20VE crankshaft

13500 1N501 SR20VE front cover and oil pump

14036 1N500 SR20VE exhaust manifold gasket

16600 1N500 SR20VE fuel injectors

21010 53J03 SR20VE water pump

22100 1N510 SR20VE distributor

22157 1N510 SR20VE distributor rotor

22162 1N511 SR20VE distributor cap

22401 1N516 SR20VE NGK BKR6E-N spark plugs

22680 5J000 SR20VE MAF (mass air flow sensor)

13020 8H600 SR20VET intake cam yes the turbo cams!

13020 8H610 SR20VET exhaust cam

11110-2J210 SR20VE oil pan. This is the same as the 2000-2001 SR20DE

*These are JDM Nissan part numbers and will not come up in your local dealerships computers. Some dealers have connections to get them, such as Courtesy Nissan in Texas and SR20Development in California. Call them for prices.

**Here is a link for many additional VE part numbers.

9. Where can I get headers and other JDM stuff for my new VE?

JDM Spec Performance Good site for aftermarket JDM.

10. What modifications can I perform to make my VE faster?

You can use the standard SR20DE exhaust such as Greddy, HKS, etc. and CAI (cold air induction) like the AEM, Hotshot or Place Racing. The SR20VE is a low port motor. You will need an intake for a low port (94) B13, or any B14 SR20 car. The B15 SR20 intake does not have both intake hoses the earlier and VE motors do.

A standard DE header will choke the VE as there is about 1/8"-1/4" overlap on the exhaust ports on the VE. Hotshot is currently developing a VE specific header to resolve this issue. Fujitsubo and Impul in Japan also make headers specifically for the VE. Jim Schumacher, "Shoes59", currently has a Fujitsubo header on his VE and will be sharing dyno results in the near future.

Other options include installing SR16VE cams in the SR20VE for a guesstimated increase of 18 crank HP. If you are an SR16VE owner you can install a 2001 Nissan SE 4 counterweight crank with new rods and pistons to increase displacement to 2.0L. Specifics on the rods and pistons are currently being tested and we will provide more information as it is available.

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Where can I find more information about VE engines?

98sr20ve Steve Foltz's VE install resource.

Gonzonx Carl "Bubba" Zinetti's turbocharged SR20VE NX2000.

Nibbana's SE-R Chuck Nibbana's SR20VE powered 200SX.

NPM Articles SR20VE Installation by Justin McClanahan.

Nissan Primera The SR20VE powered Nissan Primera.

Nissan X-Trail The SR20VET powered Nissan X-Trail.

Pulsar VZ-R The Nissan Pulsar with the esteemed N1 engine.

Pulsar VZ-R II More info on the Pulsar N1.

Shoes59 Jim Schumacher's 94 B13 VE photo album.

SR20VE powered 240SX Highly modified SR20VE.

VVL engines Nissan site about VE engines.

VZ-R N1 Another N1 site with some Tech Data

12. What kind of 1/4 mile time can I expect with an SR20VE?

Average 1/4 mile times for a full interior SR20VE powered SE-R are 13.8 - 14.2. Forum member "bigtom" currently has the fastest known SR20VE running a 12.8!!

13. Cams

SR20VE



Intake cam

Low lobe: 8.4mm lift @ 220 duration

Low lobe center angle: 110deg

High lobe:10.7mm lift @ 264 duration

High lobe center angle: 104deg



Exhaust cam

Low lobe: 6.6 mm lift @ 244 duration

Low lobe center angle: 122deg

High lobe:10.34 mm lift @ 268 duration

High lobe center angle: 114 deg



SR16VE



Intake cam

Low Intake Duration: 200

Low Intake Lift: 7.1

Low Intake Center Angle: 100



Low Lobe Center Angle: 111

Low Overlap: 0



High Intake Duration: 280

High Intake Lift: 11.1

High Intake Center Angle: 100



High Lobe Center Angle: 105

High Overlap: 70



Exhaust cam

Low Exhaust Duration: 244

Low Exhaust Lift: 7.95

Low Exhaust Center Angle:122



High Exhaust Duration: 280

High Exhaust Lift: 11.1

High Exhaust Center Angle:110



SR16VE N1



Intake cam

Low Intake Duration: 220

Low Intake Lift: 8.4

Low Intake Center Angle: 110



Low Lobe Center Angle: 116

Low Overlap: 0



High Intake Duration: 288

High Intake Lift: 12.0

High Intake Center Angle: 104



Exhaust cam



Low Exhaust Duration: 244

Low Exhaust Lift: 7.95

Low Exhaust Center Angle:122



High Exhaust Duration: 288

High Exhaust Lift: 11.9

High Exhaust Center Angle:110



SR20VE (20V)



Intake cam

Low duration: 228deg

Low lift 10.10mm

Low center angle: 114deg



High duration: 278deg

High lift: 12.00 mm

High center angle: 114deg



Exhaust cam



Low duration: 244deg

Low lift: 8.30mm

Low center angle: 106deg



High duration: 280deg

High lift: 11.15mm

High center angle: 108deg



Other cam info

Timing Events:

All of the above (except lifts ofcourse) can be calculated from teh timing events.



SR16VE



Intake Low: Opens at 0deg before TDC, Closes at 20deg After BDC

Intake High: Opens at 40deg before TDC, Closes at 60deg After BDC

Exhaust Low: Opens at 64deg before BDC, Closes at 0deg After TDC

Exhaust High: Opens at 70deg before BDC, Closes at 30deg After TDC



SR16VE-N1



Intake Low: Opens at 0deg before TDC, Closes at 40deg After BDC

Intake High: Opens at 40deg before TDC, Closes at 68deg After BDC

Exhaust Low: Opens at 64deg before BDC, Closes at 0deg After TDC

Exhaust High: Opens at 74deg before BDC, Closes at 34deg After TDC



14. Crank

Cranks from 91-99 are all the same, these cranks are 8 counter weight cranks. All of these motors run a girdle in the block. All 2000 and newer SR20s run the 4 counter weight crank which is 8 pounds lighter. These motors all come roller rocker. In Japan this change over to roller rocker started in 97. Also all VVL motors come with the 4 counter weight crank and no girdle

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15. Преимущества валов VET


excerpts:

"Duration: Take a look at the duration/timing specs. This spells out the overlap. The VE has 48 degrees of overlap on the high-rpm cams. There is no overlap with the SR20VE on the lower-rpm cams. The VET has 13 degrees of overlap on the high-rpm-intake cam and single exhaust cam. There is no overlap with the SR20VET on the low-rpm-intake cam and single exhaust cam. The SR20VET has a LOT less overlap than the SR20VE.



Higher Lift: The lift is higher on both the SR20VET high-rpm-intake cam and exhaust cam. The VE has a lift of 10.7mm on the high-rpm-intake cam and the VET has 11.0mm on its corresponding cam. The VET exhaust cam is indeed stuck on high (11.3mm) but the lift is higher than the high VE spec (10.34mm)."



Bottom line - The SR20VET cams work well in a boosted SR20VE. If you want a Nissan motor w/boost and variable valve timing and lift, go for the SR20VET. If that's impossible, swapping the VET cams into a VE motor is a good alternative. The procedure is essentially the same as a DE cam swap that doesn't require a spring change-out.



YOU WILL NEED

SR20VET cams (part numbers - 13020-8H600, 13020-8H610)

zip ties

timing light

bungie cords

silicone gasket maker

inch/lbs torque wrench

bench (or other) grinder

27 mm wrench for cam hex

up to ~200 ft/lbs torque wrench

a new valve cover gasket if yours is old

assembly lube (we used synth engine oil)

28 mm socket for crank, w/ratchet of course

basic tools (smaller wrenches, sockets, ratchets)

for the tensioner and the other odd bolts that will have to be removed.

1-2 inch micrometer (best) or caliper (OK in a pinch) to verify base circles

24 mm socket, breaker bar & pipe (floor jack handle will do) for cam sprocket bolt



Anyone need a set of used OE SR20VE cams?



Check out the VIDEO

WARNING THIS VIDEO IS 10.6 MB. IF YOU DO NOT HAVE A DSL, CABLE OR BETTER CONNECTION, THE DOWNLOAD MAY STALL!



The video is in Quicktime format. Quicktime works on all of your Windblows based PCs. Download it here for free.



1. Рецепт

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.

2. Еще

Putting a VET in a B13 or B14 is easy.



1.Get rid of the CAS and coils.

2.Use B13 or B14 dist with wires.

3.Have ECU programed for (VET 444cc injs and MAF you are going to use by JWT) ( 20V would be 350cc injs and MAF you are going to use thats how I did my car )

4. 20V put on N1 TB. VET put on regular SR20VE TB.



Thats it done you are driving.



If you want to use the coils and CAS. Then it is another story.



1. Standalone



or





2. Get a S13 ECU and have it programmed by JWT for corresponding MAF and injs for the VET or 20V. add 3 more pins in the B13 harness. Pin 1 is already there which goes to the original B13 coil. This one will go to Cylinder 1. 2, 3 and 4 the ones you added would go to coresponding cylinders. These are the trigger wires.



The coils each have 3 wires, we have just taken care of the trigger wires. The remanding 2 wires on each coil are the ground wire and the 12 V ignition wire. Ground can go to the battery negative terminal or the engine. loop all these 4 wires together and ground them to parts listed. The 12V wire can go to any ignition on source again loop them together and you are done.



VET and 20V do not use an igniter box like S13 ans S14 so dont put it in or you will blow out the coils. The coils on the VET and 20V have internal ignitiers.



Walla.



The dumb ass has spoken.



Any other info need my brain has just gone blank and if you dont understand anything I have wrote I cant help you.



I love you all, the dumb ass is out.



3. Катушки

SR20VET uses the same CAS signal as an S15 SR20DET

The SR20VET coils and 20V are also the same as an S15 SR20DET

The S15 ECU can therefore run the 20V engine and with the Bikirom making it fully programmable(in realtime) it makes it extremely flexible for tuning them.

4. Stroking 2.3ve na

Well if you are going to do what you say about stroking the motor, you are better off getting a SR16VE motor from me. Why, it will cost you less because you will have the SR16VE cams that you will not have to buy and you will be replacing the crank, rod and pistons which you will not need from the SR16VE.

5. Pistons

"The SR20VE and SR16VE have the same bore 86mm but the pistons are diffrent. SR20VE has a 4cc dish and the SR16VE has a dome. If you put the SR16VE piston in a SR20VE it will give you 14-1 compression. The heads are the same, cams are diffrent, rod length is diffrent and crank is diffrent. "

6. RPMs

the 1.6 has a higher rev limit because there is less mass and the ramp angles on the cams are not as agressive and les likely to cause valve float at high rpm. i had my 2.0 vvl to well over 8,000 while testing. the thing still runs fine. 2L botom end with 1.6 cams will be just fine to 8,000 rpm

7. ДЕТ – ВЕТ

It is a lot easier to convert a SR20VE to turbo than to convert a SR20DET to VE. Trust me on this. Also I see now real reason to make you SR20DET to VET its just a big waste of time and money. If you are doing it for HP gains there would be none.

8. Cams overlap

SR20DE 16 8.84

SR20VE 48 10.7 Intake Cam

SR20VET 13 11.3 Exhaust Cam

JWT S3 20 11.2

JWT S4 28 11.7

JWT C1 24 12.35

JWT C2 32 12.75

JWT C3 32 13.6

9. VET conversion Pulsar http://forum.pulsar.org.au/showthread.php?t=67061

10. DET+VE 180sx http://www.boostcruising.com/forums/...owtopic=223172

11. Roller head

Also, remember that roller engines can use wilder profiles with less trouble because they are rollerized. The ramp shape itself is very different because a roller can be accelerated much more quickly than a friction contact.

the roller actually limits agressive cams because it is eating up 1mm lobe height. the roller ads a completely different geometry. it has less friction and frees hp.

12. Crank

The de and ve bottom end are pretty much the same. The newer cranks (roller rocker DEs and all VEs) have a lighter 4 counter weight crank than the older 8 counter weight crank.

13. Пружины

20V springs are a good bit stiffer. 20V cams have a lot of more lift and duration on the low side and high side. This mod will cost about $250 for valvesprings instaled on head $500 for 20V cams and you are better off getting aftermarket springs and retainers for $550. Great mod but high cost.

14. Шатуны

Here is how the rods go as far as strength.

1. DE and VE rods good for a very safe 350 WHP

2. DET rods good for a very safe 400 WHP

3. GTIR rods good for a very safe 450 WHP

4. SR20VET rods ( I have no idea but they are bigger than GTIR rods )



15. last night took some measurments with a digital vernier.

DET
dowel holes in head - 15.1mm
head bolt holes in head - 13mm
head bolts - 11.9mm (under the head of the bolt were its slightly wider)
head bolts - 10.8mm (around thread)

VE
dowel holes - 13.6mm
head bolt holes - 12mm
head bolts - 10.9mm (under the head of the bolt were its slightly wider)
head bolts - 10mm (around thread)

basically we are going to machine the VE head to the same measurements as the DET head. 1mm out of the head bolt holes and 1.5mm out of the dowel holes.



well i realized i havent updated for a while on this forum, not much to be honest.

this may be of interest to some of you. instead of drilling out the holes for the dowels i couldnt find a slot cutter to the size i needed so we made some custom stepped dowels that look something like this

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17. Коичиго



hahaha sorry steve

sr20- there coming along mate we are just doing some more testing on the current 20ve head we have just doing standard checks vs some minor port work and a freshin up. If we get the bottom deck plate made up in time we will do some flow comparisons between the 20ve standard and ported as well as comparrison to the det head plus ported.
Im pretty confident that the 20ve head will out flow the ported det head from factory although the exhaust outlets seem to be a bit of a restriction hence we are going to machine down the throats of the exhaust port completely reshape the bowl and then match port it out of the head, new guides and belly rings and a nice 3 angle valve grind should pull up nicely.
Some guys in the states have showed me there figures for porting the ve head and its absolutely ridiculous there pulling well over 300cfm per ports compared to a worked det head which would be around 170cfm
So i guess the next gen of sr head designs is looking like a 400hp is very achievable with daily driveablity, not to mention an incredible torque band very linear like a v8 non of this great curvy slope bull crap.
The kits im working on have actually worked out quite cheap the only thing thats gonna add $$$ to them is sourcing the 20v CAS from the p12 primeras as well as the single solinoid (this makes it a million times easier to tune) and the fact you need a descent ecu to run it, im doubting a fc is going to be able to handle itand im yet to talk to sam about a mapping out the stock ecu to accommodate twin fuel maps.
Although i think sam may have scored him self a sr16ve n1 but i dont know if this is talk or not but if he has expect to see something special come out of his workshop soon.

at the moment your looking at about 4.5k drive in drive out for
20ve head, and valve train
bc springs and retainers kit (dual row springs 128lb on the nose woo yeah)
p12 single solinoid
p12 cas
ve oil pump
braided line feeds to rocker arm bars
few mods to the head and some adapters for the block
vet metal head gasket
fidanza adjustable cam gears
s15 timing chain kit

so all you need after that is an ecu to tune the bugger and some splicing of wires depending on your ecu. That set up is ready to make a daily 300kw and feel like response of a t28 with heaps pof low end and mid range torque.

I was toying with the idea of making a billet valve block to go on the back for the solinoid and relocating it in a easier place to make it easy to install in the engine bay but after costs for making this its getting to pricey of an upgrade.
Ill keep you posted man dont worry its almost finished give it another 2 weeks after some more testing and i finish balancing the bottom end then its fitting time yeahh





18. Распредвалы

franklin stage 4 cams

Kelford Cams

JWT



19. Пружины


13203-1N500 SR16/20VE Outer Spring
13204-1N500 SR16/20VE Inner Spring


Used on N15,B14,B15,U14,Y11,P11



13203-1N520 SR16VE.N1 Outer Spring
13204-1N520 SR16VE.N1 Inner Spring



20. Максимальные обороты

Are you talking about the valve springs or the bottom end of the motor going over 7500? 9k and 9500 I have seen myself on the road and on the dyno.



Run 30 is to 9500 on the Franklin Stage 4 cams. Drove it on the street and took it to 9k as best as I could tell with the factory tach. The bad part about not having a rev limiter and big cams is it feels like it wants to keep going lol. 8k-8500 should be fine. The SR20 still dosn't like reving that high for long because the water pump just can't keep up with it for a long time still.



21. Обороты и зависание клапанов - проблема стоковых пружин

True - We have just pulled my FS4 equipped high-compression engine apart after 48,000kms with a 9,250rpm rev limit and standard springs & retainers. I hit that limit more times than I could count & anybody that looks at my dyno sheets will see that we really revved it right up there. There is no sign of any damage to the valves or pistons on that engine.

My new head has Kelford uprated springs but the new build also has a more radical cam grind than the FS4.