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Center feed SR20VE intake manifold design

Thread: Center feed SR20VE intake manifold design

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Posts: 51-60 of 85
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2013-11-11 17:34:39
#51
Nice!
Thanks Jamie and the crew..
I just wanna go fast....carry on!
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2013-11-11 18:24:28
#52
Originally Posted by LHP
If the 54c is the typical early SR20 head, (not familiar with all the Nissan head #'s),
The center divider is wider to accomidate the hydraulics for the forked cam follower, when they did that they also moved the port walls outward to go around the this obstruction.
This port to the unimformed looks good, but now if you port the heck out of it, the port looses velocity big time, ideally you want the port to be as straight as possible,
not with a big bow out to the sides half way down the port,
the ports to each intake valve bend out and around and come back to the valve seats.

When I first saw an early SR20 head, I said wow this looks good,
untill I looked down the port and saw this horrible design with the big deviation in the middle.

The SR20VE is a better Cleaner design,
even though it's not as downdraft as the earlier head !

LHP


This is not the typical highport SR20 head. Those are the worst head in the family for all the reasons above listed. This head does not contain hydraulic lifters, it has solid lifters. The 54C is the design used in the Pulsar GTi-R engine/chassis. The casting was created for Nissan to go racing, (to up production numbers to allow it entered for rThe early normal highports follow that silly design. This 54C head is a bit different.

There is proof on here that a member ported a 54C head to outflow a stock SR20VE head. That member was ran off of here a long time ago. He also made a nice little N/A engine of the car before he put a turbo on it and made a bit more power.

With the same reasoning as to why you cannot hog out the 54C head because volume is lost. That same logic can apply to the VE ports being so large and why soooo many people have claimed a VE feels slower than a DE when driving on the street when they are hanging out in low RPM range.

I don't want to continue anymore in this thread. I feel it may be a bit too off topic.
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2013-11-11 18:34:57
#53
To get the thread back on track, who would be interested in buying one of these manifolds? More interest = less cost.
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2013-11-12 02:10:04
#54
this guy
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2013-11-12 03:37:18
#55
nvrmd
Last edited by klassickrican on 2013-11-12 at 04-34-50.
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2013-11-12 19:34:51
#56
Originally Posted by Kyle
Originally Posted by LHP
If the 54c is the typical early SR20 head, (not familiar with all the Nissan head #'s),
The center divider is wider to accomidate the hydraulics for the forked cam follower, when they did that they also moved the port walls outward to go around the this obstruction.
This port to the unimformed looks good, but now if you port the heck out of it, the port looses velocity big time, ideally you want the port to be as straight as possible,
not with a big bow out to the sides half way down the port,
the ports to each intake valve bend out and around and come back to the valve seats.

When I first saw an early SR20 head, I said wow this looks good,
untill I looked down the port and saw this horrible design with the big deviation in the middle.

The SR20VE is a better Cleaner design,
even though it's not as downdraft as the earlier head !

LHP


This is not the typical highport SR20 head. Those are the worst head in the family for all the reasons above listed. This head does not contain hydraulic lifters, it has solid lifters. The 54C is the design used in the Pulsar GTi-R engine/chassis. The casting was created for Nissan to go racing, (to up production numbers to allow it entered for rThe early normal highports follow that silly design. This 54C head is a bit different.

There is proof on here that a member ported a 54C head to outflow a stock SR20VE head. That member was ran off of here a long time ago. He also made a nice little N/A engine of the car before he put a turbo on it and made a bit more power.

With the same reasoning as to why you cannot hog out the 54C head because volume is lost. That same logic can apply to the VE ports being so large and why soooo many people have claimed a VE feels slower than a DE when driving on the street when they are hanging out in low RPM range.

I don't want to continue anymore in this thread. I feel it may be a bit too off topic.


Still pipe dreaming on a DE in a VE section? lol
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2013-11-12 21:02:05
#57
Originally Posted by nismo94tuner
To get the thread back on track, who would be interested in buying one of these manifolds? More interest = less cost.


I'm interested but a little concerned about a how to run it as a daily plus all the other shit to back it up such as running map.
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2014-01-22 23:12:31
#58
Bump how goes this project?
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2014-01-22 23:43:20
#59
Product goes nowhere with a cheap community. Lol.
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2014-01-23 00:09:26
#60
Originally Posted by nismo94tuner
Product goes nowhere with a cheap community. Lol.


I can understand that with an ITB setup but I can't believe people wont get in on this! Plus your not forced to go with a TPS based ecu setup
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