The Sr20/Sr22vet thread

[autotechmotoring]

We should have these available in about 2 weeks. We decided to make these to make the VVL RWD conversion more budget friendly and it can be more popular. The VVL head is an easy bolt on power upgrade to standard DET heads.

CNC Machined full billet upper plenum for SR20/VVL RWD conversion.

You utilize the stock VVL lower half and the new billet upper plenum bolts to it. You can still use the stock side feed rail and injectors if you are on a budget.

Each manifold will have Q45 throttle body flange, vacuum ports and IACV provision for the VE IACV.

[RalliartRsX]

Price on the plenum??

[jr_ss]

Yeah, I'd like to see a price and some dyno sheets vs other units available.

[autotechmotoring]

Originally Posted by jr_ss

Yeah, I'd like to see a price and some dyno sheets vs other units available.

We currently dont have the time or ability to be able to gather up the other manifolds available to test. But pricing for this is pretty fair and I think better than others just because its full billet aluminum hehe..

[Yellow4g63]

Originally Posted by autotechmotoring

We currently dont have the time or ability to be able to gather up the other manifolds available to test. But pricing for this is pretty fair and I think better than others just because its full billet aluminum hehe..

if it clears the hood should be a good deal. The excessive hits with the Q45 with the factory upper because of the angle.

[jr_ss]

Originally Posted by autotechmotoring

We currently dont have the time or ability to be able to gather up the other manifolds available to test. But pricing for this is pretty fair and I think better than others just because its full billet aluminum hehe..

If the manifold or plenum rather doesn't perform, what's the point of buying it? Just because it's available? Numbers against a stock flipped manifold should at the very least be considered. Don't get me wrong, I think it's a great idea, I just think some numbers, a before and after, should be posted.

[240SXK]

i don't post much around here but there's some awesome builds/info on this thread, here's my setup i'm wrapping up. im missing two cam cap bolts for the oil squirters if anyone can help me out with that.



S13 sr20 block 86x86.5mm full cnc machinework/balance
cp VE pistons 9:1
manley h plus rods.
king xp main and rod bearings
sr16 n1 oil pump
cs tig welded oil pan
ati superdamper
taarks v2 oil block
taarks ve timing pin reloc
taarks topfeed injector collars
apexi metal hg .8mm
p11 sr20ve head
3 angle valve job
full supertech valve train
supertech viton valve seals
sr16 n1 cams
p12 20v CAS
mazworx vvl relocation
mazworx headstud kit
mazworx vvl det block oil plug
DOC race single scroll T3 manifold
tial v44 mvr wastegate
ID1000cc topfeed injectors
dougfab custom topfeed rail
yashio factory superwaterpump pulley
nismo thermostat
greddy oil block relocation with thermostat controlled oil cooler
xcessive cast intake manifold
oem throttle body
gt3076r .63 a/r
act 6 puck on exedy flywheel
(still need)
splitfire coilpacks
vvl window switch
bov
z32 trans adapter kit (not priority)

[autotechmotoring]

Originally Posted by jr_ss

If the manifold or plenum rather doesn't perform, what's the point of buying it? Just because it's available? Numbers against a stock flipped manifold should at the very least be considered. Don't get me wrong, I think it's a great idea, I just think some numbers, a before and after, should be posted.

Has their every been #'s posted on the other manifolds out there? I sure havent been able to find any.

Intake manifold testing for HP #'s is such a fine line, so many variables can affect it whether it be intake air temps, outside temps, heat soak, etc etc.

[venom2034]

Originally Posted by autotechmotoring

Has their every been #'s posted on the other manifolds out there? I sure havent been able to find any.

Intake manifold testing for HP #'s is such a fine line, so many variables can affect it whether it be intake air temps, outside temps, heat soak, etc etc.

I'm sure people want to see the best numbers compared to others, but to me the manifold is the setback for the vvl swap. I'll be happy enough to get one that bolts on and clear the hood at a decent price. The very few I've seen are crazy expensive or involves tig welding the oem manifold to whatever kit is being sold. I'm interested in price when available.

[jr_ss]

Originally Posted by autotechmotoring

Has their every been #'s posted on the other manifolds out there? I sure havent been able to find any.

Intake manifold testing for HP #'s is such a fine line, so many variables can affect it whether it be intake air temps, outside temps, heat soak, etc etc.

Exactly my point. What makes your manifold better than the others? What persuasion do you have to pull someone towards your product over someone else's? A piece of paper saying this is what ours is capable of vs saying it "looks good", will go a lot further.

I'm not expecting you to post a dyno sheet, however it would at least show that it's been tested to perform.

Like I said, I like the concept, but at the end of the day, people that want real power, useable power, are going to want something that has some performance testing behind it. Not just an idea that was thrown on paper and ultimately doesn't perform any better than a stock flipped manifold or a similar manifold on the market.

[ManoNegra]

Originally Posted by jr_ss

Exactly my point. What makes your manifold better than the others? What persuasion do you have to pull someone towards your product over someone else's? A piece of paper saying this is what ours is capable of vs saying it "looks good", will go a lot further.

I'm not expecting you to post a dyno sheet, however it would at least show that it's been tested to perform.

Like I said, I like the concept, but at the end of the day, people that want real power, useable power, are going to want something that has some performance testing behind it. Not just an idea that was thrown on paper and ultimately doesn't perform any better than a stock flipped manifold or a similar manifold on the market.

But dude it's billet! Just image all those jaws dropping when you pop you hood at the meets.

[autotechmotoring]

Im not out there to claim that this plenum is better than any other ones out there. Its merely an option for

A. A plenum/manifold that doesnt clear and hits the hood. Or
B. Has a ton of other issues.

I can personally tell you that the " other" manifold out there has its fair share of issues and it NEVER had a dyno/flow sheet on it and it sold like crazy merely because of its "NAME"

There are honestly very far and few that want true BIG power when they do this swap. And for those that are making huge power, they have probably dumped enough money into the swap/engine that they can afford to do a completely custom manifold, not something like this an off-the-shelf production piece.

I know for a fact that why the VVL swap has not been more popular is that you would have to easily spend 2K just to get the "swap" components even before you have the cylinder head. Again this is just an option for those budget guys that want to have the cylinder head on their car.

Originally Posted by jr_ss

Exactly my point. What makes your manifold better than the others? What persuasion do you have to pull someone towards your product over someone else's? A piece of paper saying this is what ours is capable of vs saying it "looks good", will go a lot further.

I'm not expecting you to post a dyno sheet, however it would at least show that it's been tested to perform.

Like I said, I like the concept, but at the end of the day, people that want real power, useable power, are going to want something that has some performance testing behind it. Not just an idea that was thrown on paper and ultimately doesn't perform any better than a stock flipped manifold or a similar manifold on the market.

[rbs14kouki]

Could you give us an other view with the throttle body on the manifold ! Trying to see how it fits with the hood !?

[autotechmotoring]

Originally Posted by rbs14kouki

Could you give us an other view with the throttle body on the manifold ! Trying to see how it fits with the hood !?

Here you go:

[PerilousActs]

Originally Posted by Imarvin240

Just thought I'd add a more updated photo of my engine, since Touge Factory is getting it closer and closer to completion!

Did TF Works do the double plenum intake as well? If so, would you mind PM'ing me a price? I've been thinking of having one made and it looks like they have it under control.

[rbs14kouki]

Great stuff autotech !!!

[Slenis]

I´m planning on a vvl build!

But there is not much information about it here in SWEDEN...

The first question is if my VIPEC ECU will be able to control the vvl ?

I´m on a pretty tight budget, so im thinking about using Xcessive plenum kit? but i read that it got issues clearing the hood? and not fitting with a q45throttle body?

[autotechmotoring]

Originally Posted by Slenis

I´m planning on a vvl build!

But there is not much information about it here in SWEDEN...

The first question is if my VIPEC ECU will be able to control the vvl ?

I´m on a pretty tight budget, so im thinking about using Xcessive plenum kit? but i read that it got issues clearing the hood? and not fitting with a q45throttle body?

Which model VIPEC do you have? More than likely there will be an output somewhere on the ecu that you can use for the VVL activation.

We have heard and seen the issues with the Xcessive regarding hood clearance issues and its stated by Xcessive themselves.

If you are on a budget here are the options for intake manifold which is the biggest portion of the conversion other than the cylinder head itself.

#1 Cut/modify/rotate the factory intake manifold. This will allow you to run stock TB.

#2 Our plenum kit that bolts to the factory lower and can use the stock injectors and rail. Its standard with Q45 tb, but you can purchase an adapter to go from Q45 TB to stock TB

[Slenis]

Originally Posted by autotechmotoring

Which model VIPEC do you have? More than likely there will be an output somewhere on the ecu that you can use for the VVL activation.

We have heard and seen the issues with the Xcessive regarding hood clearance issues and its stated by Xcessive themselves.

If you are on a budget here are the options for intake manifold which is the biggest portion of the conversion other than the cylinder head itself.

#1 Cut/modify/rotate the factory intake manifold. This will allow you to run stock TB.

#2 Our plenum kit that bolts to the factory lower and can use the stock injectors and rail. Its standard with Q45 tb, but you can purchase an adapter to go from Q45 TB to stock TB

It is a Plug and play model bought new 2013 , supposed to be identical with whe v44 model?

[mewantkouki]

Is there a p12 manifold in the works? (I have a p12 head and complete intake manifold.)

[Gumbrick]

Here’s a good one. What about the guys who have previously built their bottom ends with 9:1 DET pistons and want to ditch the DET head to utilize the P11 head? Also using a 1.1 HG. Will we have any valve/piston interference issues with stock p11 cams? Or must it be 8.5 or VE pistons at 9:1 with valve reliefs?

What does that do for final compression ratio if using DET 9:1 pistons with a VE head?

[Yellow4g63]

You will ve fine with stock p11 cams. The bigger sr16 and sr16 n1 will give you problems.

[autotechmotoring]

Originally Posted by Slenis

It is a Plug and play model bought new 2013 , supposed to be identical with whe v44 model?

If its the i44, then yes you can control it:

Variable Camshaft control for up to four camshafts. VANOS and other VVT and VVT-i supported.

[autotechmotoring]

Originally Posted by Gumbrick

Here’s a good one. What about the guys who have previously built their bottom ends with 9:1 DET pistons and want to ditch the DET head to utilize the P11 head? Also using a 1.1 HG. Will we have any valve/piston interference issues with stock p11 cams? Or must it be 8.5 or VE pistons at 9:1 with valve reliefs?

What does that do for final compression ratio if using DET 9:1 pistons with a VE head?

More than likely no you wont have issues, but its better to check before hand. Just put some "Play-Doh" ontop of your pistons, bolt everything on and hand rotate the motor over. Then take the head back off and you should be able to tell.

The stock VE combustion chamber is about 38cc I believe and the stock DET was around 48cc. You can take the volume of the CC and check for your final comp. As I remember it didnt change it by very much with DET flat tops.

[autotechmotoring]

Originally Posted by mewantkouki

Is there a p12 manifold in the works? (I have a p12 head and complete intake manifold.)

Sorry not P12 will be made. Not enough people using this head vs P11 there is a ton. Unless the lower half bolt pattern is the same P11 to P12 then it will work.

[Gumbrick]

Originally Posted by autotechmotoring

More than likely no you wont have issues, but its better to check before hand. Just put some "Play-Doh" ontop of your pistons, bolt everything on and hand rotate the motor over. Then take the head back off and you should be able to tell.

The stock VE combustion chamber is about 38cc I believe and the stock DET was around 48cc. You can take the volume of the CC and check for your final comp. As I remember it didnt change it by very much with DET flat tops.

Really! Anyone else running 9:1 DET pistons and using P11 head, stock cams without ANY contact issues? I need this Confirmed! I'm On 9:1, DET CP's, apex 1.1mm...

Yeah, I remember mazworx used the,"Play Dough" when they tested this on the stock DET bottom end years ago. They were close on 8:5! That was one of my deterrents on the upgrade, my block is already built. I had mixed reviews about interference or the compression ratio would be too high. Too many headaches to really ponder the fact of testing it myself. I was curious on the combustion chamber volumes between the two. Rumors were, it would raise .5 using DET pistons on a VE head.

[jr_ss]

I have 8.5:1 JE's WITH valve reliefs in my DET pistons. I ran a 1.5mm headgasket just for the added security. Do you have valve reliefs? If you don't, you cannot run a VE head. Stock pistons with a thicker head gasket will allow you to run a VE head, but you are limited to the P11 cams only. Like Auto said, Play Doh your motor, sure it's extra work, but at least you know you won't tap a piston and valve.

Factory DET pistons and a VE head yield close to 9.5:1 comp ratio. With my 8.5:1 DETs and the 1.5mm headgasket, I have compression tested 180-185psi at per cylinder. Standard DET bottom ends are 155psi.

[Slenis]

Originally Posted by autotechmotoring

If its the i44, then yes you can control it:

Variable Camshaft control for up to four camshafts. VANOS and other VVT and VVT-i supported.

It´s a v44 plugin!

also got "Variable Camshaft control for up to four camshafts" http://www.vi-pec.com/ecus/ecu-features

So should work just fin!

Anybody got a dyno sheet compere a sr20det vs a sr20vet with the same turbo?

[autotechmotoring]

Originally Posted by Gumbrick

Really! Anyone else running 9:1 DET pistons and using P11 head, stock cams without ANY contact issues? I need this Confirmed! I'm On 9:1, DET CP's, apex 1.1mm...

Yeah, I remember mazworx used the,"Play Dough" when they tested this on the stock DET bottom end years ago. They were close on 8:5! That was one of my deterrents on the upgrade, my block is already built. I had mixed reviews about interference or the compression ratio would be too high. Too many headaches to really ponder the fact of testing it myself. I was curious on the combustion chamber volumes between the two. Rumors were, it would raise .5 using DET pistons on a VE head.

No one is going to confirm this for you as all setups are different. Its better to check for yourself to know for sure. Its not much work if your motor is already out or about to get assembled. I can tell you no you wont have a problem but if it was me, id second guess and check regardless.

[Gumbrick]

Originally Posted by jr_ss

I have 8.5:1 JE's WITH valve reliefs in my DET pistons. I ran a 1.5mm headgasket just for the added security. Do you have valve reliefs? If you don't, you cannot run a VE head. Stock pistons with a thicker head gasket will allow you to run a VE head, but you are limited to the P11 cams only. Like Auto said, Play Doh your motor, sure it's extra work, but at least you know you won't tap a piston and valve.

Factory DET pistons and a VE head yield close to 9.5:1 comp ratio. With my 8.5:1 DETs and the 1.5mm headgasket, I have compression tested 180-185psi at per cylinder. Standard DET bottom ends are 155psi.

Originally Posted by autotechmotoring

No one is going to confirm this for you as all setups are different. Its better to check for yourself to know for sure. Its not much work if your motor is already out or about to get assembled. I can tell you no you wont have a problem but if it was me, id second guess and check regardless.

^This is what I encountered before. Mixed reviews on if it would work or not.
My motor is assembled, all built including my DET head. At the time of my build, the VE head was still under works, nobody really knew about it, at least the RWD community... looking back, If I knew about the VE head before hand, I wouldn't of dumped all that money in my DET head, Like so many others in my shoes have. I'm sure I speak to many out there who wish they hadn't dropped the coin in the DET head, before VE gained popularity and aftermarket parts base in RWD application... IMO Its the ONLY way to go now... If your going in fresh on a build.

I wouldn't crack my fresh motor open just to see if this works, Trust me, if I was a couple years prior, I would definitely of gone VE. Haha, I remember when Matt Back Vass Solids were the hype...