in my previous post i stated that i am leaning towards getting a SR20VE instead of a SR16VE N1 and the reason why is because i want to turbocharge it. I figure the 12:1 compression of the SR16VE N1 is way to ridiculous for forced induction. Do you think the 11:1 compression on the SR20VE is turbochargable(new word)? I have seen in magazines a S2000 turbocharged with stock internals and Integra type R's turbocharged with stock internals. If i piece together a turbo kit it would probably consist of a FMAX manifold with a T3 or a T3/T4 turbo and an engine management system. Now i know there are limits to high compression and forced induction and wasnt planning to run insane amounts of boost like what other people here are capable of running with their DET's. Again thanks a lot for your help.

*edit*

ohh and also the though of using a thicker head gasket crossed my mind as a less expensive alternative to lower the compression ratio.

It is certainly doable. A friend of mine has a turbo SI on stock compression and he runs 10psi all day long. The trick will be proper tuning (air/fuel mixture) and since you will be treading in a territory that only one other known person has gone - you will have your work cut out for you.

If you are seriously considering it, I would suggest duplicating Bubba Zinetti's (http://www.gonzonx.com/nxindex.html) work and using the same JWT program since his car has actually gone to JWT for tuning. He has the only known turbocharged SR20VE.

If you opt to stick with stock compression you are going to have to keep the boost low and fine-tune the air/fuel yourself. JWT might still be able to help based on their previous program.

If you seriously consider it, let me know since I have some brand new SR20VET turbo cams looking for a good home.

i was looking at the SR20ve myself and was wondering some of this. personaly i want to get the sr16ve n1(if at all possible) and just keep it NA for a lil while. turboing it has also crossed my mind and i didnt realize it had such high compression. if yall see any for sell or if you get any good info ide love to know. thnx fellas

i think turboing the n-1 is just straight up ludacris.......but the sr20ve sounds quite doable......quite groundbreaking but quite doable

Or you could take the route im going and just use the top end of the VE and bolt it down to an SR20DE block, reinforcing engine internals while you go. That way you get the compression of the SR20DE with the variable valve timing on the Neo.

Originally posted by Nissan2NR
That way you get the compression of the SR20DE with the variable valve timing on the Neo.

You will not have the compression of the DE. It will still be higher. You will also not have the piston coolers of the VE. Really all you people looking to purchase a VE and turbo it should just get a det. Now if you have a VE and want to turbo it then go for it. But to start the project from scratch with the purchase of a VE makes very little sense. The det has the built in oil cooler. You need this with a stock VE but dont get it. Throw a turbo on a VE and you really need it. To make a VE run right with a turbo you really need the VET cams. This all adds up so quick. Or you could just get a DET and be done with it. Its not that hard to surpass the limits of a Nissan transmission with a turbo. You really dont need VVL to get there.

Are there any know sources for the SR20VET found in the X-Trail? And if so would it be a viable option for most of the cars that frequent this board: b11-b15 and P10-P11?
Zoli

98sr20ve - thanks for your advise but the whole reason im getting a SR20VE is because it will cost me a lot less than a SR20DET. I have a base model sentra parts car that i was gonna swap the motor into and the deal that i was getting on the SR20VE cost a lot less than a BB SR20DET plus i dont have to worry about getting a transmission(also i live in hawaii so our resources are very limited, no junkyards with SR20 parts).

oil cooler - cant you buy a kit from jegs or summit for cheap?

VET cams - why would you need those cams? yes the VE motor has lots of duration but wouldnt it be fine with the T3/T4? Infact my friends Integra type R with stock cams ran 10.9 this saturday at the Hawaii IDRC Toyota Nationals.

Originally posted by egg
getting on the SR20VE cost a lot less than a BB SR20DET plus i dont have to worry about getting a transmission


sr20ve's come with a CVT not a 5 speed. I would not count on it coming with a transmission that you can use.

Originally posted by egg
oil cooler - cant you buy a kit from jegs or summit for cheap?


You want a plate and fin cooler NOT one of those cheap tube and fin ones you see. It needs to have turbulators to keep the oil from sludging up inside the cooler. There is a reason for the expensive coolers. Also, the det cooler uses coolant to cool the oil and does not overcool the oil. For a daily driver it is clearly a better choice.

Originally posted by egg
VET cams - why would you need those cams? yes the VE motor has lots of duration but wouldnt it be fine with the T3/T4? Infact my friends Integra type R with stock cams ran 10.9 this saturday at the Hawaii IDRC Toyota Nationals.

What are your goals? How fast do you want to run? Is is for drag racing only? The big issues with a VE and turbo is the exhaust manifold and tuning. You might be able to get a FMAX manifold and you might be able to get a JWT program. Neither of these issues are insurmountable. You can always get a manifold made and you can always use stand alone like SDS or TECIII. Frr a daily driver shooting for 12's this is all overkill and would be much easier to achieve using a DET even if you paid more for the DET from the start. Dont assume that because a ITR did X that a VE will behave the same. Gonzo found the cams did not work well with a turbo. His power before switching to good cams was not any better then a DE with a bolt on kit from FMAX

Originally posted by 98sr20ve
You want a plate and fin cooler NOT one of those cheap tube and fin ones you see. It needs to have turbulators to keep the oil from sludging up inside the cooler. There is a reason for the expensive coolers. Also, the det cooler uses coolant to cool the oil and does not overcool the oil. For a daily driver it is clearly a better choice.


What about something like this?

http://www.bakerprecision.com/aqp10.htm

http://www.aeroquip.com/media/catalog/Jc125c33.pdf

Packaging would be must easier, you may just be able to mount the unit to the firewall right back by the oil filter bracket. However, I don't know how effective this setup would be?

I don't know about the quality of the aeroquipe unit. I would think it would be good. The problem is the added strain this places on the cooling system. I chose to use a Setrab cooler. I then have a Mocal thermostat and I can easily remove it for the colder months. I can reinstall it for track days in about 15 minutes.

Originally posted by egg

VET cams - why would you need those cams? yes the VE motor has lots of duration but wouldnt it be fine with the T3/T4? Infact my friends Integra type R with stock cams ran 10.9 this saturday at the Hawaii IDRC Toyota Nationals.

If you are going to go to the trouble of turbocharging an SR20VE, why not do it right and go with optimized cams? It seems silly that you would be willing to leave extra horsepower sitting on the shelf.

Read some notes about someone who has already taken this path less traveled: LINK 1 (http://www.gonzonx.com/modifications/modificationsiii.html) LINK 2 (http://www.gonzonx.com/veseries/thesr20vetcams.html)

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)."