Thread: SR20VE 20V setup - advices?

how did you put the barbed nipple on your fuel rail? how do you plan to run aicv? bout a 20v has a lot of small diffrences that the ve, these are two areas that I need to address.

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how did you put the barbed nipple on your fuel rail? how do you plan to run aicv? bout a 20v has a lot of small diffrences that the ve, these are two areas that I need to address.

Hi
We built a B13 SR20VE 20V with Ported Header, Stock Plenum with a 71mm Throttle Body from a Ford F150 lightning, N1 CAMS, 3" Catback, Nistune and WAI
It made 200 whp with a rev limiter of 8500 rpm. (dynojet dyno).
We made 192 whp with a P11 SR20VE engine with the same setup. Both engines differed on power from the point of activation (which was 5700-5900 don't remember exactly), P12 made more power all the time and have a much better top end.

I will recommend Nistune over Nismotronic. Is far more precise if you use a modern ECU core (CC, CD, W4 and other ECUs from the 2J200 family with A19-001 Y29 BOARD) versus Nismotronic which uses the old style core (A12 - 001 B57 BOARD), AFRs on transition loads are very exact. Using a O2 sensor is a must to achieve good driveability.
It's also cheaper and it will have the option of using the VE table for tuning (which on the practice with the ALPHA N factor extends on 16x16 more for the main fuel table), and will have a solid REV Limiter which it can be program to very high values using the stock code embedded on the ECU. It will have the option of editing the table axis values to do a proper tuning.
Anyway, regardless those points, more resolution for a 8500rpm car, is not justified. Ignition and AFR values are pretty stable for more than 500 rpm increments on most parts of the curve, you just need to choose wisely. The rpm axle points are the key, specially on the VVL activation zone.

Greetings!

PS: We were using P11 SR20VE Distribuitor (NO COPs), CC 23710-39J05 ECU from a P11 built in Japan for LHD, Lowport RR, non OBD2, white connector ECU

You're using the 32bit ECU @PuPPiesOnAciD?

First off let me start off by saying good job, and you do raise some points in your post. However it came off harsh and may be alarming to others using nismotronic. Also I am in no way, shape or form associated with nismotronic, dave, john, moates, etc. I just enjoy tuning on the nismotronic platform.

1. If you know how to properly use the accel, fuel trim parameters and can build a decent fuel map, than you should have no problem keeping precise air fuel rations during open loop. Closed loop has target AFR tables that work very well.

2. This should not be the case for any tune ever. O2 feedback / Closed loop is nice but if your car does not run well in open loop, than its just tuned poorly.

3. Nistune is cheaper by roughly $100 USD

4. VE maps are good if you know how to use them. This is one of the features that I wish nismotronic had.

5. Nismotronic offers hard and soft rev cuts.

6. Nismotronic allows for a very high rev limiter. Im not really worried about how it is done, as long as it works well and does not require an additional component

7. Nismotronic allows for full controll of the axis values

8. More resolution on a map can give you more precise control.

9. This may be true for most set up's however I personally use much smaller increments when possible. It allows me to make things smoother.

10. I prefer to have separate maps for my high and low cam's. You can set very detailed axis points on low and high cam maps to make the switch over into into vvl flawless.

Thank you to all those who have contributed new information the past few days. This is hugely appreciated! Please keep up the constructive discussion! Don't be hesitant, folks!

My buddy and my self are prepping a 20v for installation in a b14.

As far as the IACV, we are going to be having a 3/8 NPT bung welded into the Plenum. From there we will run a fitting and hose to a sr20ve IACV. The IACV will require a excessive type 3 relocation flange, and we will make a custom bracket to mount it somewhere.

Its stock fuel rail, we just cut out the stock rubber hose which is pressed in. IACV plate is welded on the plenum, done by Xcessive company for extra money.

Well here is my P12 20V setup I built back in 2004, which was put in my Blue 94 Sentra SER


I made 216 WHP and 160 lb ft torque with bolt ons on my p12 20V motor.

My car runs 13.3 to 13.5 at 105 MPH with either 2.1 or 2.2 60 ft times on street tires 205 40 17s. I never tried slicks because my brakes are too big. I run 13 inch brakes up front. My car is full interior. My car is lighter than stock because of Carbon fiber hood and trunk with the lighter JDM front and rear bumpers. I do have a light weight battery.

My setup.

P12 20V engine.
N1 cams
Home made intake manifold with n1 70mm throttle body
3 inch intake pipe with 95 Maxima MAF and JWT Pop Charger
Ultra wires
4 into 1 header
3 inc exhaust with Apexi N1 muffler
JWT flywheel
JWT clutch
G spec Pulley
JWT ECU
MSD red epoxy coil
MSD Digital 6

The rev limiter on my car is set at 8700 RPMs. I generally rev it to 8500 RPMs on a daily basis.

So............now time for my crappy opinion with some facts.

The 20V runners are the longest runners, while at the same time having the smallest runners.

If you are going to make a short runner intake manifold using a factory rynners, get your hands on some VET runners, which are larger than 20V si more air flow.

I am currently finishing up a VET runner with Xcessive plenum setup. You have to use the P11 xcessive plenum with VET runners.

I am 100 sure the 20V springs are the stiffest springs ftom factory for VE and the N1 springs are the weakest. That being said if you can rev to 8300 from the factory with a SR16VE N1 motor, you can rev to 9000 RPMS with N1 cams in your 20V.