rb20det or sr20det into vs commodore

[dons vs]

you really are an idiot aren't you.
get the hell out of this thread your only widening the chance of someone catching your retardedness

 

[ari666]

im still tryin to figure out what the SR20Vet is from... the Autech silvia s15? that is a NA but just scrapes through the power to weight ratio needed to be on the SEVS list.

or is it just not in a car eligable for compliance?

for everyone else, standard featurs of a 26 include;
4 bolt mains,
peened rods,
forged crank
center spark plug,
4 valve per cylinder,
3 angle cut seats,
8.5:1 comp in the top.
a coil pack for EACH cylinder,
twin over head cam,
nissans version of 'variable cam timing' which is pants and is usually ditched for solid timing gears.
ball bearing turbos,
3 throttle bodies,

i must say the little shims on top of the valves are a bit of a archillies heel though. it seems they need replacing every 50 thousand. but if thats the worst thing about this engine... well....yeah.

 

[ari666]

neermind, googled it;

The 2.0 L (1998 cc) SR20VET was the first turbocharged engine from Nissan with variable timing and lift control. It produces 280 PS (206 kW) @ 6400 rpm and 309 nm @ 3200 rpm.

It is used in the following vehicles:

Nissan X-Trail GT

sounds like a badass engine what are they worth?

 

[dons vs]

im still tryin to figure out what the SR20Vet is from... the Autech silvia s15? that is a NA but just scrapes through the power to weight ratio needed to be on the SEVS list.

or is it just not in a car eligable for compliance?

for everyone else, standard featurs of a 26 include;
4 bolt mains,
peened rods,
forged crank
center spark plug,
4 valve per cylinder,
3 angle cut seats,
8.5:1 comp in the top.
a coil pack for EACH cylinder,
twin over head cam,
nissans version of 'variable cam timing' which is pants and is usually ditched for solid timing gears.
ball bearing turbos,
3 throttle bodies,

i must say the little shims on top of the valves are a bit of a archillies heel though. it seems they need replacing every 50 thousand. but if thats the worst thing about this engine... well....yeah.

neermind, googled it;

The 2.0 L (1998 cc) SR20VET was the first turbocharged engine from Nissan with variable timing and lift control. It produces 280 PS (206 kW) @ 6400 rpm and 309 nm @ 3200 rpm.

It is used in the following vehicles:

Nissan X-Trail GT

sounds like a badass engine what are they worth?

thats right the turbo version was from the xtrail gt which we never got here only in japan.
the primera's in jap and usa came with the non turbo variants.
a primera is much like a pulsar.
there area few different variations of the ve engines.
sr16ve, sr16ve n1, sr20ve p11, sr20v p12 and the sr20vet
all have there good and bad points, but being an east to west engine, you have to modify the head to fit on a rwd sr block, its quite an effort and there is only a hand full of us in the world to have done it so far.
the turboed version only has single acting vvl system where as the other models have dual vvl, and 2 activation solenoids so both cams can be changed independently.

The vet's are very hard to come by as there is limited numbers and they get snapped up pretty quick, same with the 20v as its basically a vet with dual vvl cams but no turbo.
they go for around 5-6k for the engine alone.
the 20ve on the other hand is quite readily available and i have bought 2 now for 1800 delivered from japan.
the 16's are roughly the same price.
the rocker arm system and cam lobe design enables the engine to rev very high in the rpm, and haveing 2 cam specs per camshaft means you can broaden out the effieiency of both camshafts making it a much meater power band.
If you look at a normal sr power graph making around 300kw you will see it makes all its power between 4500-7000rpm.
the vvl engines enable you to make a power band between 3000-9000 and can rev higher with a big enough turbo.
The other guy in aus to have completed the conversion did the 2.2 big bore kit with a set of wet sleeves and some 90mm cp pistons and slapping on a garrett gt3076 charger.
it was tuned up making 300 odd kw on the run in tune on the dyno.
I think fully tuned it make about 360kw on like 18 psi.
has heaps more in it and the meat of the map was in the mid range was unbelievable.

These new bread of jap engines are more or less nissan catching up to hondas technology in efficiency with nissans own little twist of pleasure which is what makes them so good.

 

[dons vs]

im still tryin to figure out what the SR20Vet is from... the Autech silvia s15? that is a NA but just scrapes through the power to weight ratio needed to be on the SEVS list.

or is it just not in a car eligable for compliance?

for everyone else, standard featurs of a 26 include;
4 bolt mains,
peened rods,
forged crank
center spark plug,
4 valve per cylinder,
3 angle cut seats,
8.5:1 comp in the top.
a coil pack for EACH cylinder,
twin over head cam,
nissans version of 'variable cam timing' which is pants and is usually ditched for solid timing gears.
ball bearing turbos,
3 throttle bodies,

i must say the little shims on top of the valves are a bit of a archillies heel though. it seems they need replacing every 50 thousand. but if thats the worst thing about this engine... well....yeah.

the 26 doesnt have 4 bolt mains man, most jap engines run a girdle instead of caps bolted to the block.
all rb and sr series run a line hones block with caps that fit down into a valley and a girdle is placed on top and the bolts then go through that, the rb,s have the girdle and mains as one piece though, but only 2 bolts per cap but thats all they need as its an inline 6 there isnt as much cross force from the rods than from a v style motor.
http://justskylines.com/skyline/knowledgebase/images/rebuild/nocrank.jpg
the individual coil packs is much the same across the board as well, most jap efi engines run an ignitor and single coil pack per plug on turbocharged engines, only the na ones run dizzys and single coil pack.
and the 26's have individual throttle bodies so there is 6 not 3.

 

[dons vs]

some pics of the vet i built

 

[vn calais manual]

that is one horny motor!

 

[dons vs]

indeed that set up should make a nice responsive 300-320kw atw on around 20-22psi, the turbo could do around 25psi and the engine will handle 400kw but not worth running the engine to its limits to make more unusable power anyway.
any more than 300kw in a 180sx is to much power to have fun with. This car was built to hit the hills and hammer corners hard so no need for massive hp, he just wanted a broad torque band and enough juice to beat everyone else through the mountains.
Should hit 20psi by about 3500rpm and torque band around 3500-9000 with the dual stage cams.

In the pics you can see the rocker arms have three contact points, the to outer ones are the same and are solid to the hole rocker arm, the middle one can pivot indepentantly to the others, but there is a small piston underneath it that when oil pressure is applied it locks that center contact to the rocker arm and makes the big lobe on the cam shaft run so its changing it from step 1 to step 2 cam.

imagine having a stock cam in the car for that low down response, and then getting to about 4000rpm where that stock cam starts to run out of puff, and then these very small mechanics that sit in your engine bay rip out your stock cam and put in a higher rpm rated cam, with in a matter of 1/4 of a second.
thats virtually what this set up is doing.
here are the cam specs

low lobes (step 1)
intake 220deg/8.4mm
exhaust 220deg/6.6mm

high lobes (step 2)
intake 264deg/10.7mm
exhaust 268deg/10.34mm

With the ecu we are using we can move around those shift points to what ever rpm we like as its controlled with an electronic solenoid into an oil port.
So we simply run an auxilary input to the solenoid connecting it to the ecu, then adjust the relay of the signal wire to act apon rpm, then simply choose the desired rpm we want it to shift.
To get the best out of it what we do is leave it on the step 1 lobe and do a full run on the dyno to 9000rpm, then do another one with the step 2 lobes on all the time till 9000rpm.
overlay the 2 dyno graphs and simply set it to change where the 2 graphs cross over then we have a perfect switching point for the power to climb all the way instead of dipping at the change over point.
Marvelous stuff these jap boat anchors.

 

[Fun_Bucket]

some pics of the vet i built

that would go fully sick

 

[Fun_Bucket]

in a go kart:bang: