"The engine was an exercise in itself," tells Joe of SSS Automotive. "We built it up with the GTi-R head so we could put it on an engine dyno and see what we could get out of it." But, as Joe will tell you, it was never planned for fitment into his everyday S14 200SX...
It just happens that it did!
Joe works at Sydney's SSS Automotive - importers of Japanese engines, components and aftermarket accessories. As you could imagine, having access to regular container-loads of Japanese hardware makes a Nissan SR20DET build-up a little easier. It makes it possible to convert to the GTi-R head and quad throttle induction, for a start!
While all of the initial development ideas were getting into their stride, Joe's had-it-since-new 200SX sat outside in the workshop car park - no doubt trying to peek in through the window to see what was brewing... It had already been equipped with an exhaust, front-mount air-to-air intercooler, high-flow turbo and, of course, increased boost. "It was alright," recalls Joe, "but nothing out of the ordinary." Nobody expected the SX and the killer SR to eventually become a team.
When setting out to assemble one of the toughest SR engines in the country, it makes sense that the SSS guys had it constructed tough-as-nails from the ground up. Phil Ryal of BRS Motorsport was entrusted to assemble the SR20 bottom-end with JE 8.6:1 forged pistons, Argo rods and ARP bolts. The block itself was left pretty much stock.
As mentioned, the SSS guys went for the ultimate SR20 cylinder head - that off a Pulsar GTi-R. But this wasn't a simple bolt-on exercise. Far from it. Joe isn't too keen to delve into all of the complexities of the conversion, except to say, "There were significant mods." The head itself also received heavy porting, bigger valves from America and heavy-duty springs. Sandwiched in between head and block is an HKS metal head gasket.
While the GTi-R's quad throttle manifold was match ported to the head, the exhaust manifold had to be fabricated entirely from scratch. Performance Metal Craft performed the job of constructing those beautiful tubular pipes that lead into a hybrid Garrett roller-bearing turbocharger. Limiting the amount of exhaust gas flowing through the turbine is a HKS external wastegate. Note that there's no airfilter in place in our photos, but Joe has since installed an aftermarket pod filter to protect the engine during its now-regular road trips.
Compressed induction air is brought back down to near-ambient temperature thanks to a Performance Metal Craft front-mount 'cooler. It's a much more serious unit than the unit previously fitted to the SX. Ripping through polished IC piping, the only on-route attraction before the air splits up into those quad throttles is a "big" unknown brand blow-off valve.
An Autronic SM2 programmable management system is responsible for the SR's smooth running. Initial tuning commenced on an engine dyno under the direction of Richard Aubert - the main man behind Autronic. However, problems with the engine meant that only basic fuel and ignition could be programmed. A power run was not possible.
Following this unfortunate delay, the guys at SSS elected to drop the motor into Joe's 200SX. The idea was to get it running properly in a vehicle on a chassis dyno - so they didn't have to bear the expense of another engine dyno set-up. David Alexander from Silverwater Auto took up where it had been "half way done" and completed the tune on his in-house Dyno Dynamics chassis dyno. The carried over Autronic SM2 programmable system was re-mapped for ignition timing, fuel injection, an electric thermo, boost pressure - plus, more recently, anti-lag (though still untested). Power was not a priority coz all Joe wanted was to get the thing running right on lower-than-envisaged boost. The result was a walk-in-the-park 250kW at the wheels running around 1.1 Bar (15.5 psi) and on premium unleaded. The motor was planned to run up to 1.5 Bar (22 psi) with race fuel pumping through the injectors, so there's still a lot more power left in it.
Ensuring there's enough spark energy when it's needed is an Autronic CDI unit, which works with quad Toyota coils. Fuelling a monster like this through only four injectors is a tall order that called for Rochester 1000cc big guns. These are kept in supply of premium unleaded by a Performance Metal Craft custom rail, SX regulator, twin Bosch Motorsport pumps and a swirl pot in the boot.
This stupendous amount of torque is capably contained by a triple plate OS clutch, but standard Nissan 5-speed gearboxes are certainly not up to the task. Joe informs us that he's had several boxes go "pop" since the new motor went in. And the solution is not so clear. The only other SR20 we've seen make so much power has been tied to a drag-tricked Ford C4 auto... Serious stuff.
Then, just after our photo shoot, Joe blew his second differential - so he decided to fix things with the complete rear end out of a R32 Skyline GT-R. Again, it helps when you're bringing in all of these delectable parts yourself! Silverwater Auto made the swap to the GT-R's 4.1:1 mechanical diff, fatter axles, hubs and brakes. Dave of Silverwater says it all was pretty much a bolt-in, though the tailshaft did have to be adapted to the GT-R diff. It works a treat too, as there have been no more breakages and the car's off-the-line acceleration is marginally improved.
Now with such an obvious time and cash investment in the engine and driveline (the rear bit of it anyway!), it's refreshing to see that the body is almost stock. The wheels "were just something we slapped on" (Nissan alloys) and the front bar is only there to allow for the big intercooler. It's not made by Veilside or anybody as high profile as that - it's made by a company called "imitation"...
Now despite having one of the quickest - yet sleepiest looking - 200SXs in Oz, Joe is at the stage where he wants to sell it for around $45,000. But - as he says - it was only ever a major engine project that made its way into his car, "It's a long way off being a package." The brakes and suspension are standard and there's the weak-link gearbox still to be addressed. There's also a fair bit of final sorting left to be done with the engine. Get on top of these things, however, and you've got a car that should be capable of upsetting some of the big boys at the drags. Its quarter mile performance isn't known at this stage - but if you stuff enough rubber under the rear, it should be truly startling.
Hmm, now who wouldn't like to front up to the drags in a stock looking 200SX and blow the doors off just about anything?!
Contacts:
Silverwater Auto
+61 2 9748 1300
SSS Automotive
+61 2 9896 6111
BRS Motorsport
+61 2 9618 0750
Performance Metal Craft
+61 2 9638 2419
sales@hioctaneracing.com.au
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