Guest AlsoRanFPrepared Posted October 16, 2002 Share Posted October 16, 2002 Just out of curiosity what was included in that weight. Was the turbo and all acc's on the engine? Quote Link to comment Share on other sites More sharing options...
Bob_H Posted October 17, 2002 Share Posted October 17, 2002 David, See my thread in the L6 forum, including my links. I think the L6 5 speed is between 75 and 100 lbs,(I can pick it up with a reasonable effort). I would love to find out what a fully dressed L6 and tranny weights. I don't think I'll have the chance to find out with mine b/c it will be picked up, not shipped. -Bob. Quote Link to comment Share on other sites More sharing options...
Drax240z Posted October 17, 2002 Share Posted October 17, 2002 Does the 5 spd really weigh that much? I'd have guessed 60-70lbs. (but its been a little while since I've moved one) Quote Link to comment Share on other sites More sharing options...
David K Posted October 17, 2002 Author Share Posted October 17, 2002 i went to a friends house today. We weighed his sr20det engine and tranny as one peice. It weighed in around 450 pounds! Now this is NICE!!!! the L28 long block weighs about that much. what an advantage! Quote Link to comment Share on other sites More sharing options...
Moridin Posted November 20, 2002 Share Posted November 20, 2002 The Nissan 5 spd, as I've been told by a tranny proffesional, weighs in at 84lbs dry. Quote Link to comment Share on other sites More sharing options...
Guest Anonymous Posted November 20, 2002 Share Posted November 20, 2002 I packed a L6 5 speed with cross member,shifter,slave,throwout bearing with no oil in a box with old blanket packing and UPS told me it was a little over 100 pounds. Quote Link to comment Share on other sites More sharing options...
Nismo280zEd Posted December 18, 2002 Share Posted December 18, 2002 yeah.. but the sr20det motor can handle some serious boost w/ no mods to the engine. It's practically a race engine stock. just play w/ the valves a little. Quote Link to comment Share on other sites More sharing options...
Mudge Posted December 18, 2002 Share Posted December 18, 2002 L28 short block with no head/flywheel/carbs/intake is 228, so it can't be 450 fully assembled I weighed it after I carried it up to my 2nd floor apartment, 4 flights of stairs, so there is no way its that heavy, even though it sure feels like it. Quote Link to comment Share on other sites More sharing options...
fl327 Posted December 19, 2002 Share Posted December 19, 2002 im actually hearing the hot motor is really the ca18det, its basically a rb motor with two less cylinder and a cast iron block. at high horse, one needs cast liners and one doesnt, hmmmmm? Quote Link to comment Share on other sites More sharing options...
Guest Anonymous Posted March 18, 2003 Share Posted March 18, 2003 Does anyone know what a ca18det weighs? I've been cosidering a four banger swap vs. an rb series for weight distribution reasons. I understand the sr20 weighs 450lbs, but the ca18 is an iron block. Will it make that much of a difference? Quote Link to comment Share on other sites More sharing options...
S30Z Bushido Posted March 18, 2003 Share Posted March 18, 2003 CA and SR are both very good motors, but i'f go with the SR personally. There is a reason why the orginally CA powered 180sx was replaced with an SR motor in later years. Quote Link to comment Share on other sites More sharing options...
fl327 Posted March 18, 2003 Share Posted March 18, 2003 sr20 is LIGHT buddy and i picked one up with two hands each, and walked it across a warehouse. Quote Link to comment Share on other sites More sharing options...
pparaska Posted March 18, 2003 Share Posted March 18, 2003 L28 short block with no head/flywheel/carbs/intake is 228' date=' so it can't be 450 fully assembled <img border="0" title="" alt="[smile']" src="smile.gif" /> I weighed it after I carried it up to my 2nd floor apartment, 4 flights of stairs, so there is no way its that heavy, even though it sure feels like it. Mudge, remind me to never pick a fight with you! LOL! Quote Link to comment Share on other sites More sharing options...
Mudge Posted March 18, 2003 Share Posted March 18, 2003 Don't worry, I'm a sissy Quote Link to comment Share on other sites More sharing options...
Guest Anonymous Posted March 19, 2003 Share Posted March 19, 2003 According to SCC Mag, the ca18det shares it's combustion chamber design, and most valvetrain components and cam profiles with the vg30de. They also say that in Japan, the ca18 is just as popular with Silvia tuners as the sr20... They prefer the iron block for higher power outputs. Not saying there's anything wrong with th sr--I know it's a stout motor--but I just think it would be a really cool and original swap... Not that an sr20 swap isn't, but alot of people talk about the sr; no one ever hypes the ca. It would be cool to see one in a Z, and I can't imagine it would be any more difficult that an sr20 swap... I'm assuming they mount the same, ofcourse. Say, that being said, does any one know if they do? They both went in the S13's... Quote Link to comment Share on other sites More sharing options...
Guest Damn Cracker Posted March 26, 2003 Share Posted March 26, 2003 I don't know about an sr20det, but word on the street says that an sr20de weighs about 250 lbs, or so I'm told. Quote Link to comment Share on other sites More sharing options...
karay240 Posted November 11, 2004 Share Posted November 11, 2004 Everyone seems to focus on the weight of the AL block of the SR. The thing people seem to forget is that, since an AL is weaker, the cylinders need to be made beefier than a iron block of the same durability. What this means it that any weight saving from the AL block is counteracted by the amount of metal needed (unless it's sleeved like other manufacturers do). As far as I know, the weight of the SR and CA are about the same. As for the statement made by S30Z Bushido, there IS a reason that Nissan replaced the CA w/ the SR. It can be summed it up in one word--COST. There are other factors such as the lack of low end torque w/ the CA, but ultimately, it was cheaper (in the long run) to create the SR than trying build a torquier CA20DET. Look at all of the different cars w/ the SR motors in them. . . it makes sense, business-wise. There are numerous cost saving methods Nissan used on the SR. Although they seem to be a better motor w/ the publicity of many shops building high HP SRs, w/ the right parts, the CA is just as capable, if not more. The only problem I see w/ the CA is the outdated ECU, but that's easily remedied w/ a EMS. What it boils down to, is how much $$$ you are willing to spend, and your power goals. After installing pistons, rods, cams, and a EMS, the differences are practically none. The CA will be able to rev higher w/ less problems, while the SR will have a marginally better torque curve. It all boils down to what you want out of your car. For an all out race motor, I'd DEFINATELY go CA. If built right, the CA practically has no inferent weaknesses the SR is seemed to be plagued w/ like the block warping or racker armes failing. The CA is capable of using a more radical cams, even w/ lash adjuster killer on the SR. That being said, I'm going w/ the SR, though. . . I'm chosing the SR b/c I'm not planning on high enough hp. . . I'm not going for over 250hp, until I work all of the bugs out (probably at least 6 months), and even after that, I'm only wanting around 350ish, so I don't see myself going CA. I'd only go CA if I was planning on going above that. Besides, there TONS of parts in the states that are available for cheap, now that it seems EVERYONE'S going SR (in other cars, I mean) . . . sorry for the long post Kenny http://www.rbmotoring.com Quote Link to comment Share on other sites More sharing options...
Hugh Posted November 12, 2004 Share Posted November 12, 2004 The CA motor makes quite a bit less torque, though... and when comparably built alongside an SR20, it loses. I raced numerous CA19's in Japan, and they all had fully built motors with a lot more work under the hood... versus my internally stock SR and I was winning against 99% of them. Not to say the CA isn't capable, because it damn sure is. But the SR makes more power dollar for dollar, from stock to full tuned. I've never seen a block warp on an SR20DET. The cylinder walls are sleeved, so they don't melt down as some people imagine happens with an aluminum block. In fact, I can't think of a single reason why having an iron block would help the SR20DET... hell, the first things to go in the bottom end is the pistons, bearings, and rods. This includes the CA and SR motors. To put a CA to 400hp or higher requires building the entire motor. I did it with a stock SR. Quote Link to comment Share on other sites More sharing options...
karay240 Posted November 12, 2004 Share Posted November 12, 2004 Actually, the SR motor is not sleeved. I've seen numerous SRs, and whether NA or turbo, they are aluminum through and through. The block on the SR is, in fact, very strong for being AL; however, one overheating, and it's history. When tuning a car, you need to think about the worst case scenario. It would've been nice if Nissan made the SR w/ an Iron block, but I'm not going to loose sleep over it just b/c it isn't. You just need to be careful w/ the cooling, but this is true for any motor, so. . . In the end, it's all just personal preference. . . I wish that it was Iron, but so what? It's got it's faults like EVERY engine out there. To me the differences b/w the CA & SR aren't really all that big. They are both great motors, and if I thought the SR didn't hold a candle to the CA, I wouldn't have made the decision to go w/ the SR. On a side note. . . I am planning on doing the solid lash, and keeping the revs at a reasonable level. Kenny http://www.rbmotoring.com Quote Link to comment Share on other sites More sharing options...
Guest 240zJake Posted November 12, 2004 Share Posted November 12, 2004 I curious as to which al alloy can withstand 6000 rpms worth of piston ring scrubbing... Quote Link to comment Share on other sites More sharing options...
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