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
> > >
> > >
> >
>
>
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