JDM B18C Type R

• VTEC
• Found in:
  • 95-00 JDM Honda Integra Type R DC2
  • 95-00 JDM Honda Integra Type R DB8
    • Rev-limit: 8700 rpm
    • Power: 200 PS (147 kW; 197 hp) or 200 hp (149 kW) @ 8000 rpm & 18.5 kg/m @ 7500 rpm (96 spec) ((210 hp 19 kg/m @ 6200 rpm (98 spec))
    • Transmission: S80 with Helical LSD
    • S80 spec: J4D (96 Spec: 4.4 final drive), N3E (98 Spec: 4.785 final drive w/ 1.034 4th & .787 5th Gears)
    • Displacement: 1,797 cc (109.7 cu in)
    • Compression: 11.1:1
    • Bore: 81 mm (3.2 in)
    • Stroke: 87.2 mm (3.4 in)
    • Rod Length: 137.9 mm (5.4 in)
    • Rod/Stroke Ratio: 1.58
    • VTEC Engagement @ 5700 rpm
    • ECU code: P73-003 (96specR) P73-013 (98specR)

(Source: Honda.co.jp/factbook)

JDM B18C

SiR/GSR

• VTEC
• Found in:
  • 95-98 JDM Honda Integra SiR/SiR II (DB8, DC2)
  • 98-99 JDM Honda Integra SiR-G (DB8, DC2)
    • Identification: Black valve cover with dual runner intake manifold
    • Red Line: 8200 rpm
    • Rev-Limit: 8484 rpm- 8550 rpm (*For some only, most newer model SIR/SIR-G cut off at 8254 rpm)
    • Power: 132.39 kW (180 PS; 178 bhp) @ 7200 rpm & 128 lb ft (174 N m) @ 6200 rpm
    • Displacement: 1,797 cc (109.7 cu in)
    • Compression: 10.6:1
    • Bore: 81 mm (3.2 in)
    • Stroke: 87.2 mm (3.4 in)
    • ECU code: P72
    • VTEC Engagement @ 4500 rpm
    • Transmission S80 (with optional LSD)

Nissan SR20DET

From Wikipedia, the free encyclopedia

The SR20DET is part of the SR family of engines from Nissan.

It is a popular engine coming from a variety of Nissan cars, generally the Nissan Silvia and 180SX. It also came in the Pulsar GTI-R and the Nissan Bluebird. This engine replaced the CA18DE and CA18DET that originally powered the Silvia and 180SX. The CA18 was deemed too expensive to produce and no longer met Japanese emission standards, so it was replaced by the SR20. The SR, just like the out-going CA, was a turbocharged intercooled engine in top form. Nissan also produced a cheaper naturally aspirated version called the SR20DE. In the US and Canada, the Silvia and 180SX are both under the 240SX banner. USDM and Canada 240SX's come stock with the SOHC KA24E for earlier models, or the DOHC KA24DE for later models. Both are naturally aspirated engines producing 140 hp (100 kW) and 155 hp (116 kW) respectively. SR20DET engine swaps are becoming more commonplace due to the forced induction aftermarket additions available for the SR20DET. Many shops specialize only in SR20DET swaps.

The Garrett T28 turbo used on most SR20DET engines.

The breakdown of the engine code is as follows:

• SR - Engine Code Name
• 20 - 2.0 Liter Displacement
• D - Dual Overhead Camshaft
• E - Electronic Fuel Injection
• T - Turbocharged
• The Lack of the letter "D" on some of the engine identifications indicates a SOHC cylinder head.

Contents [hide] 1 Origins 2 List of cars with the SR20DET 3 Engine specification 3.1 Comparison table 4 See also 5 References

[edit]Origins

The SR20DET was first produced in the U12 Nissan Bluebird 2000SSS Attesa in October 1989 [1], possibly as Nissan's rally project. From 1990 through to 1994 it was used in the infamous Nissan Pulsar GTi-R (N14) however with a bigger T28 turbo. In both these cars the engine is aligned in a transverse fashion.

However the RWD Nissan Silvia and Nissan 180SX produced in 1991 were built with a longitudinally aligned SR20DET. Some of the 180SX's were released with the SR20DET while others had the naturally aspirated SR20DE.

The engine then went on to be used in the Nissan Avenir in 1995, the Nissan R'nessa in 1997 and the Nissan Liberty in 1999, although these models did not gain the cult status that the earlier produced models did.

Out of all the Nissan models produced with the SR20DET, the Silvia was the longest running model to use it. The S14 and S15 use a bigger turbocharger than the S13 models. | S13/180SX/Bluebird/Pulsar ford | 1989 194 |- | Black | S13/180SX | 1994 1998 |- | Black | S14/S15 | 1994 2002 |- | Silver | Avenir/R'nessa | 1995 2001/1997-2001 |- |}

S13 Black top - Came from 180sx's post 94 (Garrett T25G turbo)

S13 Red top - Came from S13 Silvia and 180sx pre 94 (Garrett T25G turbo)

S14 Black top - 94-98 Silvias - Variable Cam Timing aka VTC was introduced on the intake cam (Garrett T28 journal bearing turbo for Australian and European markets and Garrett T28 Ball Bearing turbo for the Japanese market)^[1]

S15 Black top - 99-02 Silvias. Same VCT as above, 6 speed manual transmission (Garrett Journal Bearing T28 for Europe and Australia and Ball Bearing T28 turbo for Japan)

480cc high impendance injectors were used and Intake manifold was redesigned ^[2]

[edit]List of cars with the SR20DET

Model	Spec	Chassis	Years	Colour	Turbo	Market
Bluebird	2000SSS Attesa Limited	U12	1989 egg		T25g	Japan
	2000SSS Attesa Limited	U13	91-93	Red top	T25g	Japan
	2000SSS Attesa Limited	U13	94-95	Black top	T25g	Japan
Pulsar	GTI-R	RNN14	90-94	Red top	T28 (Quad TB)	Japan
180SX	All	S13	91-93	Red top	T25	Japan
	All (except G/Type S)	S13	94-97	Black top	T25g	Japan
Silvia	K's	S13	91-93	Red top	T25	Japan
	K's	S14	94-99	Black top	T28 (VTC)	Japan
	Autech Version K's MF-T	S14	98-99	Black top	IHI VN14 (VTC)	Japan
	270R	S14	1994
	Spec-R	S15	99-02	Black top	T28 (VTC)	Japan
Avenir	GT Turbo Salut	W10	95,97	Silver top	T25g	Japan
	GT4	W11	98,00-01	Silver top	T25g	Japan
Liberty	GT4 Highway Star	M12	99-00			Japan
R'nessa	GT Turbo	N30	97-01	Silver top	T25BB	Japan
200SX		s14	93-99	Black top	(VTC)	Europe
Sunny	GTI-R	RNN14	90-94	Red top2	T28 (Quad TB)	Europe

[edit]Engine specification

• DOHC (Dual Over Head Cams), 16 Valves, Chain driven cam sprockets
• Bore x Stroke of 86 mm x 86 mm
• Displacement of 1998 cc (rounded to 2.0 liters)

[edit]Comparison table

Car	Engine	Compression	Power	Torque	Turbo	Stock boost	Turbine	Compressor
'89 U12 Bluebird Ltd	Redtop	8.5:1	150 kW (201 hp) @ 6000 rpm	202 lb·ft (274 N·m) @ 4000 rpm	T-25g	7psi
'91-'95 U13 Bluebird Ltd	Redtop	8.5:1	154 kW (206 hp) @ 6000 rpm	202 lb·ft (274 N·m) @ 4000 rpm	T-25G	7psi
'95-'97 W10 Avenir Salut	Silvertop	8.5:1	154 kW (206 hp) @ 6000 rpm	202 lb·ft (274 N·m) @ 4000 rpm	T-25G	7psi
'97-'01 W11 Avenir GT4	Silvertop	8.5:1	169 kW (227 hp) @ 6000 rpm	203 lb·ft (275 N·m) @ 3600 rpm	T-25BB	9psi
'90-'94 N14 Pulsar GTi-R	Redtop	8.3:1	169 kW (227 hp) @ 6400 rpm (Euro: 164 kW (220 hp) @ 6400 rpm)	210 lb·ft (280 N·m) @ 4800 rpm (Euro: 196 lb·ft (266 N·m) @ 4800 rpm	T-28	7psi	79 Trim, .86 A/R Housing
'91-'93 S13 Silvia, 180sx	Redtop	8.5:1	151 kW (202 hp) @ 6000 rpm	203 lb·ft (275 N·m) @ 4000 rpm	T-25G	7psi	62 trim 53.8 mm (2.1 in) .80 A/R housing	BCI-1
'94-'98 S13 180sx	Blacktop	8.5:1	151 kW (202 hp) @ 6000 rpm	203 lb·ft (275 N·m) @ 4000 rpm	T-25G	7psi	62 trim 53.8 mm (2.1 in), .80 A/R housing	BCI-1
'95-'99 S14 Silvia, 200sx	Blacktop	8.5:1	162 kW (217 hp) @ 6000 rpm	203 lb·ft (275 N·m) @ 4800 rpm	T-28	7psi	62 trim 53.8 mm (2.1 in), .64 A/R housing, BB if JDM	BCI-1 in T-04B housing
'99-02 S15 Silvia	Blacktop	8.5:1	183 kW (245 hp) @ 6400 rpm	202 lb·ft (274 N·m) @ 4800 rpm	T-28BB	7psi	60 trim 60 mm (2.4 in), ball bearing, Inco turbine wheel	BCI-1 in T-04B housing

1990-1994 N14 Pulsar GTi-R

• Compressor Flow: 33 lb/MIN
• Injector Flow: 440cc/min Injector
• LSD front and rear in RB Model, LSD Rear only in RA

-in the plenum chamber 1991-1998 180SX, S=

• Throttle Body Bore: 60 mm
• Injector Flow: 370cc/min Injector

1995-1999 S14 Silvia

• Throttle Body Bore: 50 mm
• Injector Flow: 370cc/min Injector.

Third generation (FD)

FD

Also called	Ẽfini RX-7
Production	1992 2002 68,589 produced[1]
Engine	1.3L 255 PS (188 kW; 252 hp) 13B-REW 1.3L 265 PS (195 kW; 261 hp) 13B-REW 1.3L 280 PS (206 kW; 276 hp) 13B-REW
Transmission	4-speed automatic 5-speed manual
Wheelbase	95.5 in (2,426 mm)
Length	168.5 in (4,280 mm)
Width	68.9 in (1,750 mm)
Height	48.4 in (1,229 mm)
Curb weight	1,282 kilograms (2,830 lb)

The FD RX-7 was Motor Trend's Import Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, they tested it in the same issue as the [then] new Dodge Viper. In that issue, Playboy declared the RX-7 to be the better of the two cars. It went on to win Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine's Ten Best list for 1993 through 1995, for every year in which it was sold state-side. June, 2007 Road&Track magazine proclaimed "The ace in Mazda's sleeve is the RX-7, a car once touted as the purest, most exhilarating sports car in the world."^{[citation needed]}

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90 95). The system was composed of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi (0.7 bar) of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi. The changeover process occurred at 4500 rpm, 8 psi (0.6 bar), was smooth, and provided linear acceleration and a wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits.

Australia had a special high-performance version of the RX-7 in 1995, dubbed the RX-7 SP. This model was developed as a homologated road-going version of the factory race cars used in the 12hr endurance races held at Bathurst, New South Wales, beginning in 1991 for the 1995 event held at Eastern Creek, Sydney, New South Wales. An initial run of 25 were made, and later an extra 10 were built by Mazda due to demand. The RX-7 SP produced 204 kW (274 hp) and 357 N·m (263 lb·ft) of torque, compared to the 176 kW (236 hp) and 294 N·m (217 lb·ft) of the standard version. Other changes included a race developed carbon fibre nose cone and rear spoiler, a carbon fibre 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1-ratio rear differential, 17 in diameter wheels, larger brake rotors and calipers. An improved intercooler, exhaust, and modified ECU were also included. Weight was reduced significantly with the aid of further carbon fibre usage including lightweight vented bonnet and Recaro seats to reduce weight to just 1218 kg (from 1310 kg). It was a serious road going race car that matched their rival Porsche 911 RS CS for the final year Mazda officially entered. The formula paid off when the RX-7 SP won the title, giving Mazda the winning 12hr trophy for a fourth straight year. The winning car also gained a podium finish at the international tarmac rally Targa Tasmania months later. A later special version, the Bathurst R, was released in 2001 to commemorate this, in Japan only.

In the United Kingdom, for 1992, customers were offered only one version of the FD which was based on a combination of the US touring and base model. For the following year, in a bid to speed up sales, Mazda reduced the price of the RX-7 to £25,000, down from £32,000 and refunded the difference to those who bought the car before that was announced. The FD continued to be imported to the UK until 1996. In 1998, for a car that had suffered from slow sales when it was officially sold, with a surge of interest and the benefit of a newly introduced SVA scheme, the FD would become so popular that there were more parallel and grey imported models brought into the country than Mazda UK had ever imported.

• Series 6 (1992 1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Models in Japan included the Type R, the top-of-the-range Type RZ, the Type RB, the A-spec and the Touring X, which came with a 4-speed automatic reducing power to 255 PS (188 kW; 252 hp). The others ran on the standard 265 PS (195 kW; 261 hp) engine with a 5-speed manual gearbox. Only the 1993 1995 model years were sold in the U.S. and Canada. Series 6 came with 255 PS (188 kW; 252 hp) and 294 N·m (217 lb·ft). In the UK only 124 examples of this model were sold through the official Mazda network. Only one spec. was available and this included twin oil-coolers, electric sunroof, cruise control and the rear storage bins in place of the back seats.

• In 1993 North America, three models were offered; the "base", the touring, and the R models. The touring FD included a sunroof, fog lights, leather seats, and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 1994 95) models featured stiffer suspensions, an aerodynamics package, suede seats, and Z-rated tires. In 1994 a PEG (performance equipment group) model was offered. This model featured leather seats, and a sunroof. It did not include the fog lights or Bose stereo of the touring package. In 1995 the touring package was replaced by the PEP (popular equipment package). The PEP package contained all of the equipment from the touring package.

*Australia only, 1995 build

• Series 7 (1996 1998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU allowing for increased boost which netted an extra 10 PS (7 kW). In Japan, the Series 7 RX-7 was marketed under the Mazda brand name. The Series 7 was also sold in Australia, New Zealand and the UK. Series 7 RX-7s were produced only in right-hand-drive configuration.
• Series 8 (January 1999 August 2002) was the final series, and was only available in the Japanese market. More efficient turbochargers were installed, while improved intercooling and radiator cooling was made possible by a revised frontal area. The seats, steering wheel, and front and rear lights were all changed. The rear spoiler was modified and gained adjustability. The top-of-the-line "Type RS" came equipped with Bilstein suspension and 17-inch wheels as standard equipment, and reduced weight to 1,280 kg (2,822 lb). Power was increased with the addition of a 16 bit ecu and upgraded (high flow) turbos, 280 PS (206 kW; 276 hp) with 313.8 N·m (231 lb·ft) of torque as per the maximum Japanese limit. The Type RS had a brake upgrade by increasing rotor diameter and pad surface area. The Type RS version also sported a higher ratio differential, providing a significant reduction in it's 0-100km/hr time. The gearbox was also modified, 5th gear was made longer to reduce cruising rpm and improve fuel efficiency. The very limited edition Type RZ version included all the features of the Type RS, but at a lighter weight (at 1270 kg). It also featured custom gun-metal colored BBS wheels and a custom red racing themed interior. Further upgrades included a new 16-bit ECU and ABS system upgrades. The improved ABSsystem worked by braking differently on each wheel, allowing the car better turning during braking. The effective result made for safer driving for the average buyer. Easily the most collectible of all the RX-7s was the last 1,500 run-out specials. Dubbed the "Spirit R", they combined all the "extra" features Mazda had used on previous limited-run specials plus new exclusive features. They still command amazing prices on the Japanese used car scene years later. Sticker prices when new were 3,998,000 yen for Type-A and B and 3,398,000 yen for Type-C. Mazda's press release said "The Type-A Spirit R model is the ultimate RX-7, boasting the most outstanding driving performance in its history."

- There are three kinds of "Spirit R": the "Type A", "Type B", and "Type C". The "Type A" is a two-seater with a 5-speed manual transmission. It features lightweight red trim Recaro front seats as seen in the earlier RZ models. The "Type B" has a 2+2 seat configuration and also sports a 5-speed manual transmission. The "Type C" is also a 2+2, but has a 4-speed automatic transmission. Of the 1500 Spirit R's made, over 1000 were Type A's. An exclusive Spirit R paint color, Titanium Grey, adorned over 700 of the 1500 cars sold.