Thread: VE vs DE w/aftermarket cams

Its flows soooo much more then a de. The fact that it has two cam profile means the ves tq curve will destroy the de tq.

I have to agree w stratton here

the low rpm lobe is not only smaller, but it's also timed different than the high end lobe....

but on the high end.. again .. I don't see what the difference would be other than the better flowing head itself...

the VE will always dominate a DE, I see no way around it

The Z06 motor will dominate an SR20, i see no way around that either.. But do I want a Z06 small block?

What I'm saying is; i don't disagree with the VE being surperior to the DE for all around performance. The VE head flows more air because of its newer/more developed design. The same is true of a (1994-1999) lowport head which flows more than a (1990-1993) highport head... The VE head was the next thing in SR development from Nissan engineers.

But for a more fair comparison of the TOP END power (above 5500 RPM) - using the same camshaft lobe size, what else makes a VE better on a dyno than the aforementioned better flowing head design?

with the low rpm lobes being both smaller and timed better for low rpm's, of course you'll have more power down low with the VE.... best of both worlds. I understand vtak y0......

So besides more airflow being able to pass, what else makes it better at top end? oil squirters and the better pump will keep it cooler and if you're tracking the car regularly, this is very important.... but i don't know of anything else regarding top end that the VE has over the DE.

The ve also has more coolant flow in the head to reduce detonation. The oil pump is faaaarr better.

One thing you need to get over is the whole cam thing.. like I said before the stock cam is very close to an s4 and how often do u see a de hit 180-190whp w only 10:1 cr.

The other thing to ask is why so set on a de? Now that ves are as cheap as they are why wouldn't you just go with the ve.

To get a de to perform on par would take a hell of a lot of headwork, tons of porting, welded chambers and all that and when your done you end up doing what a stock ve could have done for less money. I guess I'm asking what's the appeal of a de that you see

Yeah but to better make your point about VE being far superior, what you said before about SR20VE cams being the same size as S4 cams isn't right according to this post: http://www.sr20forum.com/2544419-post12.html
S4 cams are about the size of N1 cams high lobe. This plays in favor even more so to the VE head

For me, the appeal of a single cam profile (whether it be installed in DE or a VE head) is very simple:
1) lopey idle.
2) my 2.3 DE build would be different than anything else out there.

Here's talk from a few years ago about eliminating the VVL in a VE head.
Killing VVL with aftermarket cam? - SR20 Forum

all of what I'm finding out about how much more flow is in a VE head might have me ordering a SR23VE-V... (minus V)

oh going back to earlier question I had asked, the compression ratio is greater in a VE than a DE, which also helps top end even when cam lobe sizes are identical........

So VE block/head has both a better flowing head and higher compression to aid in top end power.

Mazworx was going to install a VE oil pump on my RR motor that I had planned to ship to them..

oh and that's another thing, I go this RR motor for free basically, that's also a reason why I wanted to go this route.

I was going to use a lowport head that I picked up for cheap and have it ported and polished... and have my RR motor bored to 2.3L by mazworx... at this time they were going to install the brand new VE oil pump.. then I was going to install a large set of DE cams (BC3 or JWT C2)... I want lopey idle!!

Andreas Miko was saying with a decent tune I should put down about 225 to the wheels.. that was plenty enough for me. i DO NOT need to make 300 hp.... I do want lopey idle.. and i like the idea of a big bore SRxxDE..

but with the superior head design of the VE, I'd be willing to (as a compromise for myself) go with a VE block and head to get the higher compression along with the better flowing head, but I'd really like to kill the low lobe if possible .. and put a larger cam in there.

vqman, you also have to look at a VE in the same state. a 2.3 VE would still IMO have the edge over a DE



Not my VE and i hope the OP doesnt mine me posting reposting his post


My DE




you wont be dissapointed with a VE

oh of course it would.. there are guys putting down near 300 hp on their stroked and bored VE's.. I'd be lucky to get 225 hp with my lowport head and JWT C2 or BC3 cams..

But for ME, I still won't have lopey idle... if I wanted a smooth driving performance car, I'd get another BMW M3....... I loved that car.. but I also love my B13, and to me, the B13 is by far more raw, and I want it to be even more so..

YouTube - Ol' Dirty Bastard - Shimmy Shimmy Ya


EDIT: such a cluster fuck of a thread jack, but I think the OP is getting the point that the VE is far surperior to the DE in regards to power output because of higher compression and better flowing head. And because it has oil squirters, better oil pump and better coolant flow through the head, it should be a more reliable motor in the long run, and run great for a lot longer - and even be better for track days.

headflow data??? - SR20 Forum