Thread: How to build a 300 WHP/Liter SR (on the cheap?) discussion.

What's the difference in the counterweights?

I am pretty sure Andreas was just throwing out the coast of the motor it would take to handle the power and make it.

Ofcourse the cost of all the small thinsg it takes to complete a turbo set up add up to be a lot.

A quality/reliable build will add up to be a lot. I guess people have different opinions on what is cheap. I agree that cheap and quality don't belong in the same sentance.




VE crank has 4 counterweights and the DE, DET has 8.

i am in agreement with dax... there is not really a need to go sleeve/overbore... keep the stock bore and go gt35r... the twin scroll gt42 seems impressive on spool up considering size of turbo.
but i am also not denying the 90mm bore.. that would make things alot more interesting... but it is some what of a budget build right?

So the VE head (FWD or RWD?) will bolt right up to a typical RWD DET block? No troubles?

i dont see why people think they need to bore over to make only 600hp now if your trying to make 1000+ what you guys are going to need is to rev higher like upward of 10k rpms

I've boned up on my VE knowledge a bit. The wikipedia article on VLL helped.

For all intents and purposes, the SR16VE might be a better choice for this endeavor given it's shorter stroke. It would only need to make 480 WHP to satisfy the goals and it seems to have been designed for higher revs (not sure what else about it makes it better suited). Sounds like a better idea than the CA18DET as well even though the CA18DET eliminates the rocker arms with its cam on bucket design and is much happier at high revs than the hydraulic lifted (or even the solid lifted) SR20s.

Since we got on the topic of the DE vs VE crank shaft, do these posts hold any water? 4 counter weights for less windage loss at high rpms? Seems like 8 counter weights would be best because it would allow for a more balanced assembly and possibly less moment of inertia?
I need to find pics of a VE crank.

Here's a DE crank for reference:

Source: http://www.frsport.com/Tomei-221009-SR20DET-87-0mm-Crankshaft---Piston-Kit-S13-S14-S15_p_9058.html

This looks like a VE crank but not sure as the web site says it is a DET crank:

Source: http://www.powerenterpriseusa.net/products/engine/metal/f1_metal.htm

I think I've found the answer in one of Mike K's articles:


The SR crank’s counterweights are easier to see here. A fully counterweighted crank is less stressed by torsional vibrations at high rpm.

Source: http://www.nittotire.com/blog_detail.asp?id=23

So the DET crank would be the way to go. Seems like the VE crank and subsequent newer DE cranks were designed to save money?

What is involved with this? The crank already has a 19mm bearing surface, it's just a matter of getting rods made to accept the GTi-R size bearings, yes? Should be no machining involved, unless you're talking about the added oil channel. Is this what you meant?

I think this is what you are looking for:

http://www.sr20forum.com/sr20ve-sr16ve/166428-my-thoughts-sr16ve-turbo-setup.html

Very good thread. And a good example:

`http://www.youtube.com/watch?v=5mc5CIJTO68&feature=related

The GT4292r isn't really big. It will flow plenty of air for 750whp. But you wouldn't have to rev high to get really impressive numbers! I have seen what this turbo can do and twin scroll makes tons of torque. You wouldn't need to rev much past 8k, but the beauty is you can keep the stock head with sr16 cams.

Literally just a built bottom end, huge injectors and this monster turbo. It would be amazing. I wonder why no one else has done it? It would easily make over 500whp revving to 8k on only 15psi. Not to mention the power under the curve would rape a similar gt35r setup. Now if you went twin scroll on the gt35r then we are in business.

Sleeving not necessary, portwork not necessary, if you buy some of the parts used you can save a lot of money too!

ahh come on my buddys stock head with aftermarket valve springs and retainer 1.8t vw is bringing is t3/67 precision turbo with a .82 back all the way to 9k rpms no problems making power to the redline! theres no reason we should punk out at 8k rpms esp when there isnt any restriction in flow with the ve head, its just more power to be made, and that turbo is not falling of anywhere near there