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SR20DET weight


David K

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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.

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  • 1 month later...
Guest Anonymous

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.

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Guest Anonymous

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?

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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!

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Guest Anonymous

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...

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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

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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.

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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

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