|
Search the archives: |
Date: Tue, 22 Feb 2000 21:31:51 -0800 From: Bill Dacat <blldacat@san.rr.com> Subject: Re: SR20DET vs VG-30T sorta longJerry + List, > I'm sure you guys have talked about this issue before > but I need some reassurance. I started a VG-30T > conversion for my 510 with a kit provided by Dave at > Experimental Engineering, I've seen a few dimes with > VG's in them and they seem to have a lot of balls and > some good potential power wise that is. But lately > I've heard a lot of good things about the SR20DET > engine and I'm considering scrapping the VG for the > SR20. What do you guys think VG or SR20? I need major > HP's!... > > Thanks Jerry... > Either option will probably net you enough HP to scare you more than once. Oh yeah. Scary power. Isn't it cool?!?! > Beyond that, how much do you need, and where in the powerband do you like > it? The V6 will give you more grunt, all things being equal (which they > never are). But there are probably more options for hotting up the > SR20DET than there are for the VG30T. Ultimate HP? Costs ultimate $$$. Making either motor make more power the right way is gonna be pricey. I'm not totally sure about the VG but I know you'll need a custom exhaust manifold for the SR motor if you want to keep the stock steering configuration. That could mean building 2 manifolds for the VG. Cha-Ching! The stock turbos on both motors, especially the VG are really junk. If you're gonna be making serious power you'll be on the phone with turbonetics. Cha-Ching again. Not to mention intercoolers and plumbing, fuel system etc. I've just recently gone through this sort of thing with my WAY less exotic Z18ET and lemme tell ya. Power costs. > there was a thread a year or two ago about VG30Ts in an airplane putting out > about 1000HP. These VG's were ex GTP/GTPspec. motors built by electromotive. They sold a whole bunch of em to some of the pylon racing guys out in Vegas. BIG power, Unbelievable cost. > What is the power rating for the VG30T you plan on dropping in? Stock > SR20DET is ~240HP. But, then, what about parts availability? If you plan > on turning up the boost in either motor, you can get a new piston for the > VG from Nissan. Hole an SR20DET piston, or pop the headgasket, and it's > Hurry up and spend a lot of money...then wait for the slow boat from Japan. I'm not so sure of that. Nismo USA stocks the DET pistons and they're really quite affordable. I know if I had an SR motor and I holed a piston I certainly would not be putting stock cast pistons back in. I'd be on the phone with JE or Arias or something. Gaskets for the SR are readily available at you local dealer with the exception of the DET head gasket which Nismo USA stocks. The DET and the DE are virtually identical as far as gaskets are concerned. Heck, most of em are silicon sealant anyway. Tune up parts like cap and rotor may possibly be an issue. But I doubt it. Between the G20 the B13 and B14 I'm sure there's a US application that'll fit. Even if there isn't, If you can afford to do a DET swap then you can probably afford a Programmable EFI system. Then you can just ditch the distributor all together. Later DET's are direct fire anyway. My worry of the SR is the tranny. Where are you gonna get new synchros and bearings when you beat it into the ground and want to put it back into action? If you could somehow adapt a more readily available tranny to the sr motor I'd feel a lot better about it > Sourcing an SR20DET is not the easiest thing to do, especially complete, > especially for under $2500-3000. They ARE hard to find and pricey too. You could buy a 84-89 300ZX turbo for similar money. > What are your goals? Driveability, HP, reliability, hop-up-ability? Good question. What about ease of install? Mr. Carrol has made the VG swap really quite easy. I know of no bolt in SR kit so you are looking custom making your mounts. Driveability I think is really not an issue IMO. These motors will drive different but as far as saying one is more driveable goes it really depends on what you're used to. I like to shift a lot. Makes me feel like a cool guy race car driver y'know *L* So I don't mind shifting more to keep the motor where the power is. Datsunized V8 heads will probably prefer the torqueier down low V6. HP and hop ups are again a toss up between these two. I think ultimately the VG will make more power due to it's displacement. But you are talking wildly modified motors and huge $$$ to get either over 400 ponies. The SR will need block reinforcements at this point. Cha-ching! How much power do you think the 510 rear suspension can put down to the ground hmmm? Another point to the performance issue is the much debated weight issue. You can't argue all alloy four vs. cast iron V6 with count em TWO heads in that department. VG cats will point out that the added weight can be placed where it doesn't matter. Sounds like firewall modifications and even wilder motor mount mods to me. I don't think Dave's kit puts it all that far back. This goes back to asking what you want from the car. Reliability is one I feel is not so well balanced. Both motors operating at the same power level will see the VG at a lower stress level. Lower Cylinder pressures and lower rpms. The SR20 gets my vote as the more exotic and cool of the two. I really like the modern mechanicals in the old car theme. Plus, chicks dig SR motors. You already have the VG kit right? As much as I am a 4cyl guy. Given your current situation you would be nuts to change your mind now. Trust me, you'll be happy with the VG. Jake Sweeney "I can't believe I just talked a guy into a V6. Must be the Pacifico with lime talkin." 69 2dr San Diego, CA This message comes to you from the Datsun 510 mailing list. List rules and instructions are available at: http://bluebirds.datsun510.com/bluebirds/listcharter Authors retain implicit copyright to their material. Obtain permission from the author before redistributing messages.