SR20DE/VE Conversion

C

Chawkie

Hi,

i've a question regarding the above conversion, do any of ye know if there is any problems fitting the SR16VE gearbox with the LSD to and SR20DE block, i.e. any problem with the flywheel and clutch with the LSD type box.

Another few questions on the above conversion. Should the sensors like oil temperature sensors and what ever else thats fitted to the block connect to my SR16VE ECU.

Is there any SR20DE block to look out for in particular that has a well balanced crank, possibly looking at a Primera GT.

Exhaust: Is there any difference between the exhaust ports of the SR20 and SR16, i've read somewhere there is but can't find it again!

Should the rev limit be reduced for the 2.0L conversion?

SR16VE pistons lead to a propsed compression ratio of 14:1. The SR20Forum say this is too high for a road car, why is this so?

What would the effect on BHP be to use SR20VE pistons instead? It should reduce compression to around 12:1.

Would a GReddy e-manage piggy back be a good ECU for slight adjusting to fuelling etc...

What would the effect of changing the pulleys to lighter ones?

I'm sure i've more questions, i'll leave it at this for the minute!

Any help much appreciated, Thanks
 
I suppose the best sr20de too look for is the one from the autech gti..rare but..with all that hassle just get an sr20ve stick vzr gearbox ecu and cams in it..
 
Chawkie said:
Hi,

i've a question regarding the above conversion, do any of ye know if there is any problems fitting the SR16VE gearbox with the LSD to and SR20DE block, i.e. any problem with the flywheel and clutch with the LSD type box.

Another few questions on the above conversion. Should the sensors like oil temperature sensors and what ever else thats fitted to the block connect to my SR16VE ECU.

Is there any SR20DE block to look out for in particular that has a well balanced crank, possibly looking at a Primera GT.

Exhaust: Is there any difference between the exhaust ports of the SR20 and SR16, i've read somewhere there is but can't find it again!

Should the rev limit be reduced for the 2.0L conversion?

SR16VE pistons lead to a propsed compression ratio of 14:1. The SR20Forum say this is too high for a road car, why is this so?

What would the effect on BHP be to use SR20VE pistons instead? It should reduce compression to around 12:1.

Would a GReddy e-manage piggy back be a good ECU for slight adjusting to fuelling etc...

What would the effect of changing the pulleys to lighter ones?

I'm sure i've more questions, i'll leave it at this for the minute!

Any help much appreciated, Thanks
Click to expand...

All 'SR' series gearboxes for the FWD & AWD applications bolt up together.

The SR16VE & SR20DE & SR20VE all use the same size clutch.

The SR16VE flywheel will fit the SR20VE & SR20DE crank.

The only issue is that some of the SR16VE gearboxes use a cable operated clutch and some are hydraulically operated clutch.

You will obvisuoly have to rectify this if you plan on using it in a different car with the different setup.

The clutch operation conversion can be done quite easily, from both hydraulic to cable & vice versa.

The 'SR' series engine didn't come with an oil temp. sensor from the factory, but the oil pressure sensor should be matched to the cluster gauge, not the ECU. The ECU & oil pressure sensor are not connected.

There are 2 water temperature sensors, one for the gauge cluster and one for the ECU to control the fan relay. The one for the gauge should be matched and the one for the ECU should also be matched, but has quite a bit of play for readings...i.e. I use a P10 Primera eGT water temp. sensor & a Mine's ECU for the GTiR and it is fine.

There are several options for the bottom end. The P10 eGT had the 8 counterweight crankshaft (heavier option) but had a crank girdle to increase rigidity.

The Almera GTi bottom end uses the same bottom end as the early SR16VE engine, albeit with the longer stroke crank & rods and no VVL oil feed to the cylinder head. It also has the same uprated (larger) oil pump as the VE engines.

Best option overall for strength, durability & response IMO is what I have used.

Almera GTi block & crank & oil pump.
Eagle SR20DE rods.
ARP Mains long studs & nuts.
P10 eGT crank girdle.

This will give you a long life engine, with excellent response and has a high tolerance for high RPM applications.

I rev to 8200 rpm everytime I use my car, and never have an issue with either bearing wear or oil useage.

The ports of the SR20VE & SR16VE are the exact same.

However the SR20DE & SR16/20VE exhaust ports are not the same, although they can be port matched to avoid flow issues.

As for rev limit on the 2 litre conversion...if you use my setup, then no, there will be no issues. If you use the stock setup, you may eventually have issues with the rod bolts. What you can do is use the ARP rods bolts and it will be better than stock.

Compression will drop significantly if you use the SR20VE pistons as opposed to the SR16VE pistons. The SR16VE psitons have a large dome to increase compression.

The Greddy emanage will give you good options to fine tune the ECU.

Fitting lightweight pullies will give you an increase in throttle response, reduced bearing wear and a slight increase in horsepower.

Any more questions???

Cheers

Dave
 
So what is the overall difference to the driveability and performance of using the SR20VE over the SR16VE pistons?

What pistons are you using and is valve clearance an issue at all?

Would an SR20VE with SR16 head and ECU be a better/worse or similar setup to above?

What power have you gotten from your setup?

Thanks Dave!
 
Chawkie said:
Don't understand what you're saying.

Gains if what is done?
Click to expand...

The head flow is far greater in the VE head than the DE head.

Chawkie said:
So what is the overall difference to the driveability and performance of using the SR20VE over the SR16VE pistons?

What pistons are you using and is valve clearance an issue at all?

Would an SR20VE with SR16 head and ECU be a better/worse or similar setup to above?

What power have you gotten from your setup?

Thanks Dave!
Click to expand...

Driveability will not really be a concern. You may lose a sight amount in torque and maybe 10 HP or so in power output due to the compression differences, but it will be compensated by the 2 litre capacity.

I don't have a VE engine myself, I have a custom SR20DE+T that I built with the help of number of good friends from the garage BODYTORQUE.

I am using a stock SR20DET piston, whcih has a deep dish for turbo applications (lower compression) and a set of S4 camshafts (266 duration & 11.79 mm lift).

You will not have an issue with SR16VE camshafts and SR20VE pistons with valve clearance.

The only difference you would have with using the SR16VE head over the SR20VE head are the camshafts. That is it. The SR16VE camshafts have more duration & lift than the SR20VE camshafts.

And as you asked, my engine is currently making 409 HP & 322 lbft @ 10 psi.

Cheers

Dave
 
shaun said:
chawkie has obviously never heard of little bandit :confused:
Click to expand...

Yes i have heard of the little bandid but that doesn't have VVL power and with all his knowledge on VVL i thought he might have some other hybrid SR20VE engined car himself.

Dave, cheers for all the info, i think i'll print off this post and send it to the crowd that priced my engine work.

I'm in two minds to stroke my SR16VE engine or buy another SR16VE head and SR20DE block and do the whole oil feeds thing. Would mean i could sell my SR16VE engine complete.

What do ye reckon i'd get for an SR16VE engine with no gearbox but include an ECU?
 
2000-3000 euro depending on mileage...yanks will snap it up..where you gonna get an sr16ve head but?? thats the only reason anyone buys the sr16 block is too mate it to the bottom end of the sr20...i thought about this aswell
 
Chawkie said:
Yes i have heard of the little bandid but that doesn't have VVL power and with all his knowledge on VVL i thought he might have some other hybrid SR20VE engined car himself.

Dave, cheers for all the info, i think i'll print off this post and send it to the crowd that priced my engine work.

I'm in two minds to stroke my SR16VE engine or buy another SR16VE head and SR20DE block and do the whole oil feeds thing. Would mean i could sell my SR16VE engine complete.

What do ye reckon i'd get for an SR16VE engine with no gearbox but include an ECU?
Click to expand...

Good luck in getting an SR16VE head seperately.

I nearly had one from a guy in Ireland, only for him to cancel the deal at the last minute.

Bummer eh!!!
 
On a slightly unrelated note:

if i was taking an SR16VE ECU out of a car, what wiring would be needed to be taken out for it to be useable to other people. Just the harness?
 
why would you be changing the ecu though? it would be easier and cheaper to have a piggyback unit fitetd and mapped after the work is carried out.

the only other things you could replace the ecu with is a standalone system which would be mega £££, or a sr20ve ecu which wouldnt be very good as they have a lower rev limit and dont have the same aggressive map
 
Im sure paul_d was running a sr20ve on his when he first done it, then changed to the sr16ve, although it might have been the sr20de ecu now when i think about it, i cant remember
 
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