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Added the N1 cams to the N1 manifold, now we are going somewhere!
As we left off, I added a ported N1 intake manifold to my stock VE a few days ago with crappy results. Nothing happend but nothing got lost either.
To recap this is a bone stock SR20VE with a Gen 6 header, 3" race exhaust and a custom 3" CAI with a ram air box, cobra MAF and a JWT ECU.
Today we added some N1 cams (thanks Greg V) and JWT adjustable timing gears, setting the intake to plus 5 degrees and the exhaust to minus 5 degrees, we confirmed safe piston to valve clearance and dynoed again.
Our previous baseline was164.2 whp and 127.3 lb/ft of torque. Our rev limit was a mandated 7100 rpm and the power was climbing fast at the cut with a very flat Hondaesque torque curve.
Now remember we are using a Superflow eddy current, loaded, non intertial dyno so this reading is about 10-15% lower than dynojet or JWT's dynopack.
So with the cams we got a whopping 184.3 whp and 138.3 lb/ft of torque! The power is really climbing at the fuel cut, simply rasing the rev limiter is going to gain gobs of power. The engine gained a minimum of 10 hp everywhere from the bottom of the powerband all the way up to a maximum of 20 whp at the fuel cut.
I htink this gain is greater than typical of just N1 cams alone so i assume that the cams are now taking advantage of the manifold.
Whats cool is that this combo is probably making 205 or so dynojet hp.
A JWT chip with an 8000 rpm rev limit and tuning developed for this exact combination is on its way.
I am going to test the higher rev limit, then its on to the SR20Turbofreak headers and collectors.
This is exciting I am sure we can gain at least 10 more whp and lb/ft torque from a rise in rev limit and the new headers. my DE gaind 18 whp over the gen 6 from a trick header.
Finaly it will be off to JWT to see if we can extract more power from some custom ECU tuning.
I am relativly confident we can break 215 whp on a more conventional dyno soon with just bolt ons.
n1 cams with stock springs.... wow i need some and soon
__________________ KL0 P11 Sport
VE, JWT Pop Charger, Carbing: Tri-FSTB RSTB LCA Bar, SS Autochrome Header, Greddy Evo, Rear sway bar
------------ Surround Sound My VE thread
I know you have some loyalty to JWT but have you ever thought about trying the Calum real-time ecu?
iI have an excellent working relationship with JWT, as I become more busy in life, I go from being the guy who figures things out to more of a glorified project coordinator, thus for tuning I defur judgment to Clark Steppler and get much of my information from Andreas and SR20turbofreak.
Now days I am not the guy on the cutting edge of SR20 development, I simply follow what the smart guys are doing. I mean right now I am building 3 different cars, a 300ZXTT, a Spec-V and the race B14. I am about to refurbish the dog car to PTD specs, I am about to redo the motor in the Street 200SX and I have an EVO IV and a 350Z waiting in the wings. I don't have the time to do every bit of stuff myself like the old days.
On top of it I plan on returning to racing again and am launching my own business and remodling my moms house.
I want to get a Calum ECU but I havent even had the time to contact him.
let me get this straight...you are using n1 cams on stock ve(non n1) springs/retainers?
Things are looking pretty promising for the VE community.
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Cripes guys!! A few of us kiwi's here have been running N1 cams and S4 cams on stock SR20VE springs for donkey's years and you wouldn't believe us!!! :P
Interested to see about the gains too actually. Quite an ideal time to be doing some tests like this, smack bang in the middle of my engine build
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Anybody who cannot comprehend mathematics is not fully human. At best he is a tolerable subhuman who has learned to wash, cook food, and not make messes on the floor.
Has anyone done dyno comparisons of the VE and N! Intake manifolds in a boosted application yet? These numbers are great, shows that the intake can make a difference. I wonder if the N1 would be any comparison to the O2 induction manifolds. I know the runner length is a major difference moving torque curve and power band.
Brent
__________________ Coach - EEN Member/The Fist Don't F with me!
1993 NX 2000 -- Slate Grey Metallic bitches
1999 SE-L -- Turbo stuff on it
Now thats the spirit. Every SR20VE owner should have 205-210 WHP with no problem. There is no reason why not and can be had fairly cheap to.
SR20VE motor $1400
N1 cams from Greg V $650
Fuji Header or 4 into 1 Greg V header $650-$850
3 inch exhaust $450
Calum or JWT ECU $250-$550
Clutch JWT, Clutch Master and ACT $400
And for a little more powa
Greg V pullys $200
Aluminum flywheel $320
Thats an easy $4800 spent and you are running with the big boys below. With this setup daily driver 13.5 sec car with no problem and on slicks 13 flats
Now look at the comparison.
A B18 Type R swap just buying the motor and trans before install is $4500 and if you add intake headers exhaust and so on the most you will have is about 200 WHP with no torque. Thats an easy $5500-$6000 spent
A K20 swap just buying the motor and trans before install is $5,500. The you must buy the $1000 engine mount kit. Now after header, intake and exhaust you have like 205-210 WHP. Thats an easy $7500-$8000 spent.
I am 100% sure that buy the time September roles around with some of the things I know and whats cooking making a 225 WHP with 165 Ft Lb torque bolton SR20VE will be comon. SHould make a few Honda guys cry.
Just wait and see. I even have a feeling the Mike K will bring the last bit of info to light at the end of this thread.
I know I am waiting for the last bit of info as I know what it is and it will bring a little shock to a few select people.
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