Snap-on sell connectors for their computers to interface with the ecu's Don't know if that helps much. Iggy Sandejas Sydney NSW Datsun 1600 FJ20t -----Original Message----- From: Paul W. J. Stanley [mailto:[EMAIL PROTECTED]] Sent: Monday, 26 February 2001 9:51 To: [EMAIL PROTECTED] Subject: Linking to computer (was: Re: L20B TURBO v SR20DET) I emailed Delco to find out how I could get information on the external link connector on the system and I got a reply saying "Sorry that is proprietory information". I'd say it's a serial RS-232 connection, anyone know for sure? ----- Original Message ----- From: Tom Richardson <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Sent: Sunday, February 25, 2001 10:11 PM Subject: RE: L20B TURBO v SR20DET > Paul > > Yea you can pick them up cheap, and they have even run Ducatti bikes on > these things! The cheapest/most plentiful source I know of is Camira's with > EFI. It might be interesting to price up a chip tuning etc too, wonder how > competitive it is? > > - Tom > > -----Original Message----- > From: [EMAIL PROTECTED] > [mailto:[EMAIL PROTECTED]]On Behalf Of Paul W. J. > Stanley > Sent: Sunday, 25 February 2001 10:21 PM > To: [EMAIL PROTECTED] > Subject: Re: L20B TURBO v SR20DET > > > Have a look at this Gemini build 'em up (355Hp at the rear wheels): > http://www.autospeed.com.au/A_0599/P_1/article.html > > Interesting to see he used a Delco computer system...I have one of those in > my Pulsar...you could probably pick them up cheap? > > ----- Original Message ----- > From: cam <[EMAIL PROTECTED]> > To: <[EMAIL PROTECTED]> > Sent: Sunday, February 25, 2001 12:33 AM > Subject: Re: L20B TURBO v SR20DET > > > > Just to add my two bobs worth... > > > > Years ago (about ten) I went down the path of turbo charging L series > > engines. I did it pretty much by trial and error (lots), keeping in mind > > the last ten years in turbo charging development has been huge. > > Without going through all the failures, I ended up with the following > combo: > > a) L20 Block bored, honed, O Ringed and Decked 4mm O/S. > > b) Group A Skyline pistons and rings (don't ask me what model, don't > > remember, but Datrally told me they were pressure cast not forged. > > These pistons gave me a 5mm lower pin height and therefore lower > compression > > approx 6.5:1) > > c) Nismo head gasket (from Datrally cost $$$) > > d) Factory bearings (Datrally said good for at least 300hp) > > e) Crank linished (I'm yet to see a stuft Lseries crank) > > f) Modified Bosch L Jetronic mechanical fuel injection (off an early > > model Volvo !!, I had small injector mounting blocks tig welded to a > single > > Weber inlet manifold) > > g) IHI RHB6 Turbo on a shitty old cast iron manifold and 2.5" exhaust > > (Second hand don't know specs of trim and comp wheel etc) > > h) 'Turbo grind' cam (Just got called Datrally, who knows what they > gave > > me!) > > i) Re-Curved electronic dizzy > > j) Mazda RX2 Crossflow radiator and front mount oil cooler. > > > > This engine was NOT intercooled (Yes it should have been). > > > > At 17psi in produced 165Kw at the wheels (should still have dyno sheet > > somewhere, dunno what that is in horsepower at the Flywheel) To give you > an > > idea of 'on road performance' this engine with 5spd and 3.7 diff in a > 1600, > > would light the tyres coming out of a slow 2nd gear corner. > > > > The exhaust manifold glowed bright red when running on the Dyno and I > > suspect turbo charger was two small and working to hard and becoming > > restrictive at these boost levels. > > > > I am confident that with a custom stainless manifold, TO3 turbo(or > similar), > > good Intercooler and EFI this engine would be literally a ball tearer and > > 25psi wouldn't be out of the question. > > > > BUT > > > > What I'm currently doing is exactly what the question was initially > > about...putting an SR20DET into the 1600. I ultimately sold the old turbo > > engine and went back to a twin Weber n/a engine after heaps of reliability > > problems and the 'all or nothing' characteristics of the turbo engine > > (super low compression / high boost). > > This time around I had the choice of the factory developed, tried and > tested > > SR20DET. No doubt when it's up and running it will run like a charm, > start > > in an instant, provide smooth linear power and be reliable and drivable > day > > in and out. > > > > I suppose what I'm trying to say is, that if you wanted to prove a point > > about how much power you could get out of the L20, you could. It will > make > > stacks of power and the L Series is strong and will handle it (just like > the > > FJ20). > > > > If you want smooth, reliable and drivable power the only answer is the > SR20. > > > > Feel free to email me with any questions, > > > > Cam. > > > > > > > > > > > > > > > > ----- Original Message ----- > > From: "Tom Richardson" <[EMAIL PROTECTED]> > > To: <[EMAIL PROTECTED]> > > Sent: Sunday, February 25, 2001 12:06 AM > > Subject: RE: L20B TURBO v SR20DET > > > > > > > Warning: long > > > > > > Denzil, > > > > > > I recently had a debate with a V8 knucklehead (and 2V fan) over the 2 > vpc > > vs > > > 4 vpc subject in an engine with forced induction. I don't claim that > this > > > is correct but it makes sense to me :) > > > > > > Assume you have two completely identical engines, one with 4 vpc and one > > > with 2vpc. This is obviously not a realistic comparison given that the > > 4vpc > > > cylinder head would undoubtedly feature twin camshafts and a superior > > > design, but bear with me > > > > > > With a 4 vpc engine, there is a distinct disadvantage at low rpm. > Because > > > the gross opening into the cylinder is larger, the velocity of the air > > > through the ports is lower and the result is poor cylinder filling and > > > consquently poor low rpm torque. This one of Bernoulli's thereoms. If > > you > > > don't believe me, some manufacturers (Toyota) overcame this problem on > > early > > > 4 vpc heads by artificially restricting the flow of the intake air at > low > > > rpm with a butterfly valve, hence increasing air velocity. > > > > > > If you replaced the 4vpc cylinder head with a 2 vpc cylinder head, the > > gross > > > opening into the cylinder is smaller, hence air velocity is higher. > This > > > results in better cylinder filling at low rpm, and strong low rpm > torque. > > > At higher rpm, the superior flow characteristics of the 4 vpc head will > > > result in much improved cylinder filling hence better torque (and since > > this > > > happens at high rpm, better power) > > > > > > Looking ok for 2 vpc designs so far, one point to each corner > > > > > > However when a turbocharger (assume identical turbochargers for both > > > designs) is added into the equation, the lower restriction placed on the > > > inlet air by the better flowing 4 vpc head will result in improved > > > turbocharger efficiency, and this means lower air temperatures, hence > > higher > > > density, hence increased pressure (boost) This is the ideal gas law, > > PV=nRT > > > > > > So the 4vpc motor will outperform the 2 vpc motor at low rpm and high > rpm > > > (due to the same effect- higher compressor efficiency) provided that > both > > > turbos are producing boost. > > > > > > This isn't to say that its impossible to build a 350hp turbocharged > L20b- > > it > > > has been done! > > > > > > I think revability would be better with the SR20DET because of the > > > improvements in metallurgy since 1968, but that's not to say it's hard > to > > > build an L20b capable of reving to 8000rpm+. One thing you could do to > > > improve revability would be to fit longer rods (ie Z20E) This results > in > > > smaller frictional forces in the bores, so less hindrance to high rpm. > > > > > > The counterflow head would be a disadvantage, but there are plenty of > big > > > power outputs from these designs around. > > > > > > I should think that if you are aiming for 300+ hp at the flywheel, this > > > means you will either be running crazy revs or crazy boost (or both!), > > talk > > > to a local machine shop about shotpeening nitriding etc for the power > > you're > > > aiming for. Forged pistons would be a must. > > > > > > Remember that a full house (ie race) N/A L20b will pull 210hp+, so 300hp > > is > > > a reasonable target (IMHO) > > > > > > Also, there is a Z18 here in a 510 circuit racer which pulls 327hp with > > > stock rods, crankshaft, and valves. It uses 125lb valve springs and a > > > George Fury spec camshaft, extensive cylinder head and intake manifold > > work > > > with a Garret T04 on a custom manifold pushing 17psi. This is > essentially > > > the same design as the L series blocks but with a (rather poor) > crossflow > > > head - and this is with a 180cc capacity and 8mm stroke disadvantage! > > > Nissan L blocks are TOUGH. Let us know how you go with your project! > > > > > > - Tom > > > > > > PS It'll be fun to tell the losers that you've just got a L20b ;) > > > > > > -----Original Message----- > > > From: [EMAIL PROTECTED] > > > [mailto:[EMAIL PROTECTED]]On Behalf Of Denzil Palmer > > > Sent: Saturday, 24 February 2001 7:48 PM > > > To: [EMAIL PROTECTED]; [EMAIL PROTECTED] > > > Subject: L20B TURBO v SR20DET > > > > > > > > > Looking at options for my next project, a turbo engine is a must to beat > > the > > > local boys in their WRX's etc. The Hot 4's 2001 yearbook has the NIS-016 > > 510 > > > that does 11.4 @ 120 mph with the SR20DET, and it looks pretty innocuous > > (ie > > > totally stock except for the wheels and stance) from the outside. It has > > 260 > > > rwhp at 18psi, which indicates 335 engine hp assuming 22% drivetrain > loss. > > > Diff is a billet axle 3.9:1 R200 LSD with 225/50-15 tyres. > > > > > > The question is, given a similar size turbo would the L20B engine be > able > > to > > > produce as much power as the SR20DET? Take it that the L20B would be > > > injected, with after-market computer, intercooled, mandrel exhaust and > > built > > > to the required standard. The fact that the modern engine would be > cheaper > > > isn't the point. The idea is to keep the traditional L-series engine but > > > with a modern induction system. > > > > > > Breathing (ie 2 valve vs. 4 valve) wouldn't be an issue would it, as the > > > turbo force-feeds the cylinders anyway. What about rev-ability and > maximum > > > attainable revs, is the L20B too long a stroke and too slow to rev? Is > the > > > non-crossflow head a disadvantage? > > > > > > If the 300+hp L20 B turbo idea is feasible, then what needs to be done > > > w.r.t. engine internals? If anyone has already done this your thoughts > > would > > > be invaluable. > > > > > > Thanks > > > > > > Denzil Palmer > > > Queenstown > > > New Zealand > > > > > > > > > >
