Quote:
Originally Posted by RalliartRsX
Short answer Yes. The head flow on a VET means you can get away with much less boost to make just as much power no problems. The issue with the standard SR is the rocker arms. VET has no such issues.
350 WHP, unopened SR20DE on a 140K miles 9.5:1 $200 junkyard USDM engine. So yeah, reliable as hell. 2 years of track days (6-8 per season). Kept rev limit @ 7K and went to town. Car weight 2383 lbs soaking wet.
This was on my Sentra SE-R. So yeah, a properly tuned VET twill last @ 380 WHP no problem.
R comps on any LS is a minimum of a Accusump. Cost of entry is $$ for all three engine options.
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Dude that's awesome! Did you cap the redline for any particular reason other than longevity?
Quote:
Originally Posted by PoorMans180SX
If you do these, make sure that you get the block torque plate honed with the studs at torque afterwards. You'd be amazed at how much the higher clamp load distorts the bore. I believe JWT hones with a torque plate and bellhousing bolted to the block.
These upgrades, combined with DLC VQ35 cam buckets, means you can run big cams and big power, and have a pretty bulletproof package.
KA's are cool.
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Thanks for bringing that up! I would like to add in that if you're using any fastener that has a higher clamping load than OE that you should have the affected area looked at (in the very least). Wanna use ARP 2000 rod bolts? Get the rods spec'd and re-sized. ARP Main studs? Probably a good idea to get the crank mains line honed. Want to use ARP head studs? Have the block torque plated and honed.. Seen plenty of cylinder bores honed with a torque plate & marking fluid leave a decent shadow after the first pass, indicating that the cylinder wall is out of round. ESPECIALLY on the GM stuff.
This post from a gentleman at RPM Engines highlights LS cylinder wall distortion quite well.
https://www.instagram.com/p/BjYS0Gigk9K/