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"The best way to do what you want to do is buy a SR16VE $1500 shipped and change the internals over. 2001 crankused $250, DE rods used $100 bearings new $100, head gasket new $60 and SR20VE pistons with rings $280 all can be had for about $800 in parts then do the switch. You will have a motor that puts out about 215 crank HP as oposed to a regular SR20VE with 190 crank HP. will all cost about the same price and you end up with 25 more HP."
Since I've got these two US DE bottom ends laying around, how about getting the SR16VE for $1500, swapping in a normal SR20DE crank and rods that I have laying around for nothing, and keeping the high compression SR16VE pistons? That would be a very cheap SR20VE, especially for someone with spare SR20 bottom ends laying around such as I
Above Andreas also said to get SR20VE pistons. Why is that? Are SR16VE pistons different? Thought they had the same 11:1 compression?
Here's an idea: how about using the DE 9.5:1 pistons or even some BB DET 8.5:1 pistons for a VVL turbo motor?
__________________ 99.5 Audi A4 Avant 2.8L quattro 5-speed 03 Honda Odyssey EX-L
If the search function worked I could find the post (not a jab) but I will have to go by memory. The sr16ve piston would give you and insane high compression for the street. 13/14:1. This is from memory. Also the DE crank is heavier but fully counter weighted for what its worth. THe 2000+ crank is lighter and partially counter weighted.
I believe that if you use a 2.0 liter crank, and rods with the SR16VE pistons, you will get a very high compression that in unstreetable. Don't quote me on that though!
Ok, so if that's the case, what compression would you net using the 9.5:1 DE pistons instead of the SR16VE pistons with this setup?
13/14:1 compression. That's 0.928/1 compression if you divide 13/14
What's the highest compression that one can typically run on 93 octane? FWIW in this discussion, remember that the VE is much better at thwarting detonation than the DE due to better designed combustions chanmbers.
Andreas probably knows this whole thing a lot better than I can even fathom, but here is my two cents.
You probably don't want to run more than 11-11.5:1 on the street. You just can't trust pump gas too much.
I am not sure what the 9.5 pistons would get you on the VE. It depends on teh combustion chamber volume, which I do not know, but again, I am sure Andreas knows.....
Andreas................go ahead now and spew forth the gospel for us feeble folk.
do the sr20ve pistons fit right in the sr16ve block or is boring of the block needed?? I am very new to this setup but am very interested too. Seems a lot more dependable then a basic turbo kit and no to mention DIFFERENT and makes about the same horsepower numbers.
oh and will this setup bolt into a b15 blatform and still allow the usage of all accessories (p/s, a/c, c/c)?? basically is it a straight forward swap?
I am not sure what the 9.5 pistons would get you on the VE. It depends on teh combustion chamber volume, which I do not know, but again, I am sure Andreas knows.....
Basically, with the VE 1600cc engine you start with 11:1 compression. If you up the displacement by 25% you increase the amount of compressed air by 25%. This also then increases the compression 25%. In previous post by Andreas he confirmed that the compression on the sr16 would go up to 14:1 (with the upgrade of crank and rods) which is basically a 25% increase (I bet he rounded up). By the same logic if you put sr20de pistons in an sr16 that has an sr20 crank it will retain its 9.5:1 compression (assuming it had the same volume in the head as the SR20VE). It probably doesnt but I would bet they are close. It wouldnt make much sense to lower the compression on a VE
unless of course you were going turbo.
sr16ve pistons with de rods and crank in a ve is about 13.7:1. using de 9.5's in a ve should be near 10.5:1. i have seen all the pistons including the n1....it's interesting what the differences are.
on the SR16VE vs. the SR20VE, what is the difference?
the bore or the stroke?
by what Steve is saying about the 25% stuff, I am assuming it's the stroke?
so the surface area of the 16 piston is similar to the 20?
but the crank moves the piston more in the 2?
86.0~68.7
Stevey was kind enough to give me this link: http://www.nissan.co.jp/COMPASS/TECH/VVL/frame7.htm
so the stroke is 68.7?
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jason
with more se-r's, g20's, and 240's with custom motors than what's allowed to be posted here JGY.cc
(1.6/3)*4=2.0 an increase of 25%. the bore on the 1.6 and the 2.0 is the same. piston speeds in the 2.0 are greater, which is why the 1.6 is happier revving higher. there is a lot less stress and mass moving. but whats the idea of combobulating some 13+:1 compression engine on non-forged pistons nice to think about, but realistically. sure maybe turbos have a dynamic compression ratio higher than that, but static compression ratio is still much different. the surface area of the two pistons are much different. the diameter is the same however. if you are going to get into all of this i would recommend an engine building class of some sort. it's good knowledge for turbo or n/a.
Originally posted by Jason Garrett Young on the SR16VE vs. the SR20VE, what is the difference?
the bore or the stroke?
so the surface area of the 16 piston is similar to the 20?
but the crank moves the piston more in the 2?
86.0~68.7
Stevey was kind enough to give me this link:
Jason,
The difference is in the stroke. The bore on all the ves is 86mm. I have been told that the sr16ve has a domed piston with cuts for valve clearance. So technically the surface area is greater because of the dome and the cuts.
