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