With the same modifications listed for the SR20DE, you should net a solid 20-30kW more peak power with the VE. The camshafts have two different lobes per valve one best suited to low-rpm torque, and one with a much larger lift and duration to suit high-rpm power output. We won’t get into immense detail as to how Neo works, but like Vtec, it operates using hydraulic pressure which operates a seperate lobe on the camshaft for a huge increase in valve lift and duration. If you’re after a little more power, but still want to stay N/A, the SR20VE engine out of the Nissan Primera P11 bolts straight in. The SR20VE engine features ‘Neo’, which is essentially Nissan’s version of Honda’s Vtec hardware. Very good gains are to be had once a daughter board has been installed, and, the best part about it, is that once you have upgraded the engine further, you can have it retuned to suit. The EPROM acts as a fully tunable ECU and it gets socketed into the factory ECU, so you retain all the nice factory features. First off, the factory exhaust system and intake are fairly restrictive replace the exhaust with a mandrel-bent 2.25-inch to 2.5-inch system from the headers back, and the intake with a three-inch alloy pipe, pod filter, and cold-air box.Īll are a given, as with most naturally aspirated engines, but with the Primera, the real results come from tuning the factory ECU with an aftermarket daughter board, or EPROM.
With an 86x86mm bore-to-stroke, the SR20 engine is able to both rev fairly high, and produce a decent amount of torque for their given capacity and aspiration.Īlthough not a world beater, the factory motor does have a decent amount of potential so if you do want to leave the original motor in the hole, there are a few things you can do to get some better numbers.
If you’ve ever driven a naturally aspirated SR20 engine, you’ll know that for what they are, they are torquey little buggers.
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