ProjectSR20

Any update yet Alex? I am really interested in your numbers. Thanks.

What would some of the ones on the list with staged injector capability?

I agree with helix. You would have to make sure that your fuel is atomizing correctly, otherwise it will form into droplets that are larger than ideal, thus hurting you power output and possibly causing a lean condition. This is along the same lines of why I decided not to do a 4 barrel swap on my L24.

Not too sure on the exact specs on them but I did have a SCI in my old civic. I worked great, never had a single problem. The spark was holding to around 8000 rpm+.

Thanks Alex. That would help alot.

Looks like this thread has been dead for a while, but does anyone know what happened with Nissan Motorsports?Can anyone get these clutches anymore? Phyxius, are you still considering making these?

I have run straight pipes for years on several different cars and never hada single problem. getZ is right too.... make sure you have enough pipe on there. Also about the cops, I have gotten pulled over several times because I was "TOO" loud.

The system we are working on would be like the WOT switch but we are trying to make it adjustable so you could set the point at which it kicks on. I think this could help alot for drag launching. But, like I said, I'm new the the nitrous stuff so I could be totally wrong.

That is something that I have been looking into for a while now. I've been totally against nitrous as well, but I can see some advantages. I haven't really found anything yet that would do that. I did have an idea that you could use some sort of switch mounted to the floor board with some sort of voltage regulator on it. When you put the gas down it would send out more voltage the further you push down the pedal. So basically you have a set throtle point where the nitrous activates. Im not too sure of the ability to do this but a friend and I are working on it now to see of it would work in his turbo Civic hatch. There would be the issue of having some sort of "ECU" or maybe realy to tell the nitrous when to activate. I'm not that great of an electrician so its a slow process, but my dad used to work for Boeing so he knows all that stuff and a good buddy of mine is a total computer whiz. Ill let you know what we find out.

I have been looking into the Power FC, but haven't totally decided on it yet. I'm still keeping the MegaSquirt option open. I would like to go with the AEM EMS but it seems a little too expensive compared to the others out there. Any reccomendations of any that I should look into?

Doesn't the Lexus IS300 have a 2JZ in it. If so does it follow the same general rule? They share the basic motor design but have little things like cams, injectors, etc changed?

So turning the ECU off after you turn the car off will avoid clearing the memory? Just want to be sure I understand. Thanks.

So does buying the Datalogit fix the problem that you were having with it resetting when you turned the car off?

Keep us posted Lewis. I'm really curious to see if that fixes it. Thanks for the info man.

Another option, from what I have read on the bords, if you want to go another route than a 4 cylinder is an LS1. I have seen several people here claim that it gets over 20 mpg, and know other people not on this board that claim the same thing. The only problem is that it seems to be pretty expensive. I choose the SR20 for some of the same reasons you want. Just read alot, and when you think you have read everything, read some more. That is the key with any sort of swap. Do this and you will be amply rewarded.

In my experience, the only thing you get out of something like confusing the ECU is a rich running motor and horrible gas milage. It would be worth your wile to get some form of engine management system. I would be too concerned about the accuracy of the A/F ratios. If you are running 15+ lbs of boost and suddenly get too lean, you are sitting on a grenade.

I guess I never really thought of it that way. I had to read that about 4 times to really understand what you were getting at, but now I think I got it. You are the man. Thanks for opening a blind persons eyes.

Yeah, Ive heard of that one before. I forgot all about it. I remember reading somewhere that alot of people found it really helpful for tuning.

Point taken. Im sorry if I came across making it look like you were bashing 4 cylinder engines. That wasn't my intent at all. The last thing I want to do is bash you because I have read a good portion of the posts you have made and you seam like a great, knowledgeable guy. I also agree that there is no way you could make 500hp all motor out of a 4 cyl and make it streatable. I never intended to make it seem like that and I would laugh at anyone who thought they could. You also do have a point on the Camaro being 1000 lbs heavier. I guess its like comparing apples to oranges. I probably should have thought of a better comparison, but that was the only thing coming to my mind at that moment. And about the lower ammount of rotating mass....I wasn't trying to say that WAS the reason. That is just something that makes sense in my head when I think about why, in my experiences, smaller motors seem to rev faster than larger displacement ones. This could just be another point I am totaly wrong on. So sorry to anyone that I have upset with my last post. I just take what I know of physics and how the world works and try to apply that to motors.

I'm not sure how much truth there is to this. But I remember back when I had my civic, on the honda tech forums there were a number of people that said to stay away from the vtec heads if you are going to go turbo. From what I remeber everyone was saying that it make tuning it a real PITA. Does anyone know if this holds true for Nissan motors?

I guess now that I think about it some more, if you turbo a v8 then you are going to still make more power compared to a turbo 4. So maybe I am just ranting and raving about nothing.....

Does anyone else think that the saying there is no replacement for displacement is too over used? Im not trying to start a flame war but I am curious. All the V8 guys seem to say it over and over. In my experience, when you are talking about the N/A world this holds true. But when you get into turbo's I think it somewhat goes out the window. I know that V8's have more torque and horsepower off the line than a 4 cylinder, but what about peak power?? Yes, a flat power curve with gobbs of hp and tq is cool, but isn't peak power peak power? Example: A friend of mine has an '87 Camaro with a 350, a few bolt ons and such. I had an '89 civic with exhaust, header, cam, ignition....the list goes on. I know for a fact that off the line he was making twice the power I was. The thing that makes me think that the old saying is over used is because of the way I have noticed the engines reved (the speed). He had a way better power curve than me, tons of HP and TQ off the line where as mine didnt kick in till about 3-4 k rpm. Even though my redline was a couple thousand rpm's higher than his, I could get to it faster than his could. So we were putting out about the same peak power, but due to the lower ammount of mass in the rotating assembly I could get to my peak power faster than him. Does this make any senes to anyone else here or am I just ranting about something thats over my head? I would really like to hear what others think. ***pparaska what about a 400 hp engine in a car that weighs 2100 lbs? I believe that was about the specs on Amir's 240 w/ an sr20. I think that would give some, not all, V8's out there a run for their money, dont you??***