Dangerous Dave
Active Member
ive been having a look at getting a ve head anyone done this and any advice?
much thanks dave
much thanks dave
sr20ve head
- Thread starter Dangerous Dave
- Start date
Empty Pockets
New Member
May be worth asking makaveliseven, he's been building one for a while so would have done his homework on it, Mazworks do conversion parts so worth dropping them an email aswel ?
Dangerous Dave
Active Member
Yeah I've seen mazworks do the conversion parts I've already asked about them finding me a head as well. I'm just getting all the parts ready for the track car and I'm now stuck with if I should ve the head or not?
Empty Pockets
New Member
When i was interested at the time i planned to go ve if mine didn't work out.
Ed told me some stuff ages ago and it sounded pretty simple, drill the head to accept the bigger diameter gtir head bolts, tap block for oil feed for cam solinoid,new inlet manifold needed as it's a low port variant head, i've probably left something out but Ed would 100% know.
Ed told me some stuff ages ago and it sounded pretty simple, drill the head to accept the bigger diameter gtir head bolts, tap block for oil feed for cam solinoid,new inlet manifold needed as it's a low port variant head, i've probably left something out but Ed would 100% know.
Makaveli_se7en
Member
Pretty much as Russ says; drill out the dowels and head studs for GTiR item, VE inlet manifold or custom job, run external oil feed to the head (use the g-spec kit, much better value than mazworx)
The only other thing is that if you want to run anything other than the 20VE cams you will need VE specific pistons with appropriate reliefs, otherwise you'll end up with pistons hitting valves. TBH for 99% of people its not worth the hassle and expense. It is not the instant bolt on power than a lot of the guys in the US would have you believe, I am doing it to give me the flexibility with tuning to create the engine characteristic I want.
The only other thing is that if you want to run anything other than the 20VE cams you will need VE specific pistons with appropriate reliefs, otherwise you'll end up with pistons hitting valves. TBH for 99% of people its not worth the hassle and expense. It is not the instant bolt on power than a lot of the guys in the US would have you believe, I am doing it to give me the flexibility with tuning to create the engine characteristic I want.
TurboDoseBro
New Member
What's the benefits of VE head?
In short; variable valve timing.
I'm told that Nissan's implementation pre-dates Honda's VTEC, but because it works like it should (seamlessly) nobody talks about it kicking-in (yo).
If you're like Ed you can use it to play with the way the engine behaves off-boost and on-boost to give better overall performance. - Build boost earlier and breath better once it's on boost.
Nissan did make the SR20VET, but it was only available in the JDM Xtrail I think.
KieranEG6
Member
Just search nissan neo vvl in Google.
As far as I was aware Honda was using Vtec in the late 80s well before nissan brought out Neo vvl in the 90s.
As for crossover it's pretty much the same as vtec aspecialy in the SR16VEs. Although they did take the title of highest hp 1.6 it was a limited run of 500 N1 specials. Even then wasn't all that good having even less of a torque band than hondas with such a sort stroke crank.
Have been looking into it alot lately as a VZR pulsar came up local I was considering buying.
I hear the SR16VEs heads and cams are the ones to have as are better flowing and more aggressive cams. Would have thought they both fit as they both share the same 86mm sr20 block.
As far as I was aware Honda was using Vtec in the late 80s well before nissan brought out Neo vvl in the 90s.
As for crossover it's pretty much the same as vtec aspecialy in the SR16VEs. Although they did take the title of highest hp 1.6 it was a limited run of 500 N1 specials. Even then wasn't all that good having even less of a torque band than hondas with such a sort stroke crank.
Have been looking into it alot lately as a VZR pulsar came up local I was considering buying.
I hear the SR16VEs heads and cams are the ones to have as are better flowing and more aggressive cams. Would have thought they both fit as they both share the same 86mm sr20 block.
warpspeed
Well-Known Member
Both heads are identical, you want the sr16ve standard or n1 cams and you'll need vernier pulleys to dial out as much overlap as possible.
I have a head that I'll be using for my build with a gt4088r turbo.
Granatelli also do a window switch that works for switching the cam solenoids.
I have a head that I'll be using for my build with a gt4088r turbo.
Granatelli also do a window switch that works for switching the cam solenoids.
Makaveli_se7en
Member
There are 4 heads: p11 Sr20Ve and SR16VE are the same bar the cams. The SR16VE N1 was skimmed from the factory so has a smaller combustion chamber (I did read some where it was ported from the factory but no idea how true that is). The SR20VET, only has variable timing on one cam and was fitted to the x-trail and finally the p12 SR20VE which is a slightly updated version of p11 and has a different cam profile. Which is best is completely dependant on what you want to and the size of the turbo/exhaust manifold design etc.
The main difference/advantage of the Nissan system compared to the Honda one is the ability to switch the cams independently of one another giving the ability to tune dynamic compression ratios and volumetric efficiencies.
The main difference/advantage of the Nissan system compared to the Honda one is the ability to switch the cams independently of one another giving the ability to tune dynamic compression ratios and volumetric efficiencies.
Last edited:
Dangerous Dave
Active Member
I've just bought a p11 head 
looks like I will be selling that when it turns up!
i will try and get a p12 (should of looked in to this more) is there anything I should know as I'm having a forged lump built at the minute for the track car then I will be on to the ve build.
looks like I will be selling that when it turns up!i will try and get a p12 (should of looked in to this more) is there anything I should know as I'm having a forged lump built at the minute for the track car then I will be on to the ve build.
red reading
Active Member
Talking dirty again! Dcr and ve .
Makaveli_se7en
Member
Dave, the P12 head really isn't worth the premium you'll pay for it, best to use the money to have the exhaust ports sorted out on the p11 head.
Makaveli_se7en
Member
Also as I said before if you are building a forged engine get VE specific pistons, so you don't have to worry about which cams you want to use.
Dangerous Dave
Active Member
the forged engine will have the det head on it but when I start the ve build I will get the ve forged Pistons could I be a pain in the arse and ask you to email me everything you know so I can give it to parks who will be building it for me?
Makaveli_se7en
Member
PM sent dude
I would keep the p11 head above the p12, p11 heads have more potential when ported because the p12 has larger water jackets. The Ve head is worth the trouble it spools turbos way faster, for example a friend of mine had a gt3071 stock head gtir built bottom, rather than buying cams he just installed a stock ve head the power curve shifted to the left by about 1500 rpm seat of the pants feel, fuel economy increased and he ran the car at 20psi rather than the 28psi it was on before. Also the car is way quieter on the low cam, I have front exit exhaust, the car is quieter with the front exit than full exhaust with the gtir head. Add an xessive plenum and some sr16 cams and a 700 hp perfectly streetable gtir with 450 kms to the tank is very feasible
