sentraviel
24-Jul-2007, 11:37
La verdad buscando swap de mi carro me tope con esto q me gusto mucho,ya q no conocia este tipo de motor, lo q ando buscando son especificaciones de este motor y como en q carro se coloco :huh: , bueno les dejo esto por si les gusta o interesa y si es :repost: ya saben q :pela: :caca2:
Engine swap: FJ20E for a Japanese Silvia RS-X FJ20ET-engine!
The FJ20E-engine that came with Emiel's Silvia has 143 horses, which is not too bad for an engine dated from 1986, but these days it's not really considered high performance. So it was time for Tati Motorsport to upgrade this Silvia. The ideal option would have been the FJ20ET egnine, but this engine was only sold in Japan in the Skyline R31 and in small numbers in the Silvia RS-X. So we decided to bolt a turbocharger to the original FJ20E engine.
Whilst looking for parts for the upgrade the unthinkable happened. At Japanese car scrapper Van Deijne in Volkel we were talking to an employee who told us - as if it was the most normal thing in the world - that they had an FJ20ET engine on the shelf. So we went to have a look and while I messed my pants with disbelief Emiels's pants suddenly seemed two sizes too small: there we saw an FJ20ET engine. This engine had come with a shipment from Japan by accident. What a shame for Van Deijne, because how many Silvia's are there still on the road in the Netherlands and who on earth wants to buy such an engine. Yes, us of course!!!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap7.jpg
After buying the engine and gathering sufficient parts, we decided in July that we were ready to do the conversion.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap2.jpg
After skillfully disconnecting all the wiring, hoses and engine mounts, the FJ20E engine could be hoisted out of the engine bay in only a couple of hours.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap3.jpg
Decent tools, a mobile engine hoist and a good 'solid' rope or - even better - ratchet straps are essential for this kind of job!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap4.jpg
Engineless Silvia, see picture below!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap5.jpg
This is it, the FJ20ET engine! Before installing the engine we mounted the starter motor, alternator, power steering pump, ignition, belt drives, valve cover etc.. from the FJ20E engine.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap6.jpg
Fortunately the FJ20ET engine came with clutch assembly and clutch plates, these are bigger than the FJ20E clutch components. The clutch plate wasn't in too good condition though. After a long search we found that Exedy still sells Silvia clutches with type nr. ISD104US. A few days later we were at Van Deijne to look for a suitable intercooler. Believe it or not, but the intercoolers were on the shelf next to the clutch plates where we found a so-called Exedy ISD104US clutch plate. We believe that this plate was also used in other Nissan engines, perhaps a Patrol and/or X-Trail and/or S15.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap8.jpg
After bolting the gearbox to the FJ20ET we dropped the lump into the Silvia.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap9.jpg
'Hard' working people!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap10.jpg
Another picture!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap11.jpg
Now it was time to connect the wires, hoses and pipework.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap12.jpg
The FJ20ET engine was only sold with Right-Hand-Drive Silvia's. On the internet we found that it is impossible to bolt the turbo in its original position to the exhaust manifold in an Left-Hand-Drive-car because it wouldn't clear the steering rod. We had already prepared for this by laser-cutting flanges and buying necessary exhaust pipework to mount the turbo in a different position, until we found that - contrary to what we found on the internet - the turbo fits nicely in its original position and clears the steering rod perfectly.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap13.jpg
A turbo-engine needs an intercooler (although this particular engine was fitted without one as standard), this is the "piping" for the intercooler.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap14.jpg
We used a Toyota Supra intercooer, because it has both connections on the same side, which was good for our application.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap15.jpg
A few pipes and clamps are half the job.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap16.jpg
Another piece of pipe with bend, Forge Blow Off Valve and the standard flap-type air flow meter with K&N filter can be seen here.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap17.jpg
After receiving the right materials Erwin (Tati Motorsport: Head Exhaust Systems Department) produced a custom made 70mm exhaust! Quality! Emiel watches and knows it's going to be alright!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap18.jpg
Space between the rear axle and body work is critical, the 70mm exhaust only just fits.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap20.jpg
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap22.jpg
After removal of the washer fluid reservoir for the head lamp washer jets, there was just enough space to fit an air filter.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap19.jpg
Even tuners get thirsty once in a while from all the hard work!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap21.jpg
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap24.jpg
The beautiful standard clock in the Silvia had to make place for a boost pressure gauge and Air/Fuel Ratio gauge.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap26.jpg
The boost pressure gauge reads up to 2.5 bar, that should be enough! At least for a while! ;-)
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap27.jpg
An FJ20ET ECU was not included with the engine, so the question arose how we were going to make sure that the engine gets the right fuel mixture using the standard FJ20E ECU. The FJ20ET was fitted with bigger injectors - which it needs - and was standard fitted with a different ignition (engine mapped rather than mechanical ignition advance), knock sensor and closed-loop lambda control. The knock sensor is not necessary, problem solved! We swapped the ignition module with the FJ20E module! Yes, we're good ;-) Lambda control is handy but not a necessity, another problem solved.
The air flow meter is of the so-called flap type, this means it has a spring-loaded flap which opens with increasing air flow. Now, we've adjusted the spring load, fooling the computer into thinking the engine sucks less air in. Because of this the ECU reduces the opening time of the injector. Because our engine has got bigger injectors, they will inject more fuel in less time than the original injectors. Tuning the engine by altering the spring load was a good option, but a lot of test drives were necessary to make sure we had enough power whilst fuel consumption was still acceptable (acceptable being better than 1 litre per 3km). Eventually........ yes, it all comes together!
Ideally we would fit an FJ20ET-ECU, so we are now looking for one. Although we've also read that even with the FJ20ET ECU engine breathing is severely restricted by the flap type air meter and that it will be difficult to get more than 240 wheel-bhp with this system, so if Emiel has future plans, he can start saving for a Motec, Microtech, EFI or something like that.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap23.jpg
Finally the Silvia was ready for her first test drive! After engine warm-up it was time to feel some boost pressure. After the first push in the back as soon as the turbo kicks in you know that this was all worth it! The boost gauge now goes up to 0.5, which probably means we're having the standard 190 bhp.
The next few months we will test the durability of the FJ20ET engine, this engine hadn't run for 10 years. If all goes well, we will then start to put some pressure on those pistons! ;-)
un videito del swap
http://media.putfile.com/FJ20ET-powered-S12-first-start-after-engine-swap
Engine swap: FJ20E for a Japanese Silvia RS-X FJ20ET-engine!
The FJ20E-engine that came with Emiel's Silvia has 143 horses, which is not too bad for an engine dated from 1986, but these days it's not really considered high performance. So it was time for Tati Motorsport to upgrade this Silvia. The ideal option would have been the FJ20ET egnine, but this engine was only sold in Japan in the Skyline R31 and in small numbers in the Silvia RS-X. So we decided to bolt a turbocharger to the original FJ20E engine.
Whilst looking for parts for the upgrade the unthinkable happened. At Japanese car scrapper Van Deijne in Volkel we were talking to an employee who told us - as if it was the most normal thing in the world - that they had an FJ20ET engine on the shelf. So we went to have a look and while I messed my pants with disbelief Emiels's pants suddenly seemed two sizes too small: there we saw an FJ20ET engine. This engine had come with a shipment from Japan by accident. What a shame for Van Deijne, because how many Silvia's are there still on the road in the Netherlands and who on earth wants to buy such an engine. Yes, us of course!!!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap7.jpg
After buying the engine and gathering sufficient parts, we decided in July that we were ready to do the conversion.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap2.jpg
After skillfully disconnecting all the wiring, hoses and engine mounts, the FJ20E engine could be hoisted out of the engine bay in only a couple of hours.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap3.jpg
Decent tools, a mobile engine hoist and a good 'solid' rope or - even better - ratchet straps are essential for this kind of job!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap4.jpg
Engineless Silvia, see picture below!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap5.jpg
This is it, the FJ20ET engine! Before installing the engine we mounted the starter motor, alternator, power steering pump, ignition, belt drives, valve cover etc.. from the FJ20E engine.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap6.jpg
Fortunately the FJ20ET engine came with clutch assembly and clutch plates, these are bigger than the FJ20E clutch components. The clutch plate wasn't in too good condition though. After a long search we found that Exedy still sells Silvia clutches with type nr. ISD104US. A few days later we were at Van Deijne to look for a suitable intercooler. Believe it or not, but the intercoolers were on the shelf next to the clutch plates where we found a so-called Exedy ISD104US clutch plate. We believe that this plate was also used in other Nissan engines, perhaps a Patrol and/or X-Trail and/or S15.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap8.jpg
After bolting the gearbox to the FJ20ET we dropped the lump into the Silvia.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap9.jpg
'Hard' working people!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap10.jpg
Another picture!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap11.jpg
Now it was time to connect the wires, hoses and pipework.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap12.jpg
The FJ20ET engine was only sold with Right-Hand-Drive Silvia's. On the internet we found that it is impossible to bolt the turbo in its original position to the exhaust manifold in an Left-Hand-Drive-car because it wouldn't clear the steering rod. We had already prepared for this by laser-cutting flanges and buying necessary exhaust pipework to mount the turbo in a different position, until we found that - contrary to what we found on the internet - the turbo fits nicely in its original position and clears the steering rod perfectly.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap13.jpg
A turbo-engine needs an intercooler (although this particular engine was fitted without one as standard), this is the "piping" for the intercooler.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap14.jpg
We used a Toyota Supra intercooer, because it has both connections on the same side, which was good for our application.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap15.jpg
A few pipes and clamps are half the job.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap16.jpg
Another piece of pipe with bend, Forge Blow Off Valve and the standard flap-type air flow meter with K&N filter can be seen here.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap17.jpg
After receiving the right materials Erwin (Tati Motorsport: Head Exhaust Systems Department) produced a custom made 70mm exhaust! Quality! Emiel watches and knows it's going to be alright!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap18.jpg
Space between the rear axle and body work is critical, the 70mm exhaust only just fits.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap20.jpg
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap22.jpg
After removal of the washer fluid reservoir for the head lamp washer jets, there was just enough space to fit an air filter.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap19.jpg
Even tuners get thirsty once in a while from all the hard work!
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap21.jpg
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap24.jpg
The beautiful standard clock in the Silvia had to make place for a boost pressure gauge and Air/Fuel Ratio gauge.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap26.jpg
The boost pressure gauge reads up to 2.5 bar, that should be enough! At least for a while! ;-)
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap27.jpg
An FJ20ET ECU was not included with the engine, so the question arose how we were going to make sure that the engine gets the right fuel mixture using the standard FJ20E ECU. The FJ20ET was fitted with bigger injectors - which it needs - and was standard fitted with a different ignition (engine mapped rather than mechanical ignition advance), knock sensor and closed-loop lambda control. The knock sensor is not necessary, problem solved! We swapped the ignition module with the FJ20E module! Yes, we're good ;-) Lambda control is handy but not a necessity, another problem solved.
The air flow meter is of the so-called flap type, this means it has a spring-loaded flap which opens with increasing air flow. Now, we've adjusted the spring load, fooling the computer into thinking the engine sucks less air in. Because of this the ECU reduces the opening time of the injector. Because our engine has got bigger injectors, they will inject more fuel in less time than the original injectors. Tuning the engine by altering the spring load was a good option, but a lot of test drives were necessary to make sure we had enough power whilst fuel consumption was still acceptable (acceptable being better than 1 litre per 3km). Eventually........ yes, it all comes together!
Ideally we would fit an FJ20ET-ECU, so we are now looking for one. Although we've also read that even with the FJ20ET ECU engine breathing is severely restricted by the flap type air meter and that it will be difficult to get more than 240 wheel-bhp with this system, so if Emiel has future plans, he can start saving for a Motec, Microtech, EFI or something like that.
http://www.tati-motorsport.nl/public_html/images/projects/nissansilvia/swap23.jpg
Finally the Silvia was ready for her first test drive! After engine warm-up it was time to feel some boost pressure. After the first push in the back as soon as the turbo kicks in you know that this was all worth it! The boost gauge now goes up to 0.5, which probably means we're having the standard 190 bhp.
The next few months we will test the durability of the FJ20ET engine, this engine hadn't run for 10 years. If all goes well, we will then start to put some pressure on those pistons! ;-)
un videito del swap
http://media.putfile.com/FJ20ET-powered-S12-first-start-after-engine-swap