STRACYZNSKI'S P11 BTCC PRIMERA GT 'Project NeoVVL'

The SR20VE has been in a running sweet for just short of a year. The engine bay has been tidied up and I had her on a dyno to see what sort of figures she was putting out before I started tweaking her.

She pulled 188WHP with the SR16 ECU, SR16 cams and 333cc injectors. There was two noticeable dips in the power curve at 5800 RPM & 6800RPM which correspond to the cam switch points. This is due to her leaning out. When driving, it was noticeable with a slight hesitation. As a temporary fix, I fitted 370cc injectors and since then she’s pulled all the way through to the redline.

For those out there that haven’t heard of the SR20VE engine, it’s Nissan's version of the Honda V-Tec, and one of their best kept secret that never made it to the UK. In basic terms, each cam shaft has two sets of cam profiles. A low cam which is more or less the same as the standard GT cams, delivering 150bhp. And a high cam, that kicks in over 4500rpm push that up to 180bhp in standard set up.

For those not in the know, the SR20VE is Nissan's version of the Honda V-Tec. It's Nissans best kept secret that never made it to the UK. In basic terms, the engine has two sets of cam profiles. A low cam which is more or less the same as the standard GT cams, delivering 150bhp. And a high cam, that kicks in over 4500rpm that delivers 180bhp in standard set up.

The engine can out in 1997 and was only fitted into the P11 TE-V and P11 G-V cars for the Japanese Domestic Market. The engine I got came out of a 1999 P11 TE-V with 75,000Km on the clock. On arrival here in the UK, it got stripped it down, cleaned it and re-built it with lightweight flywheel, Pro clutch, Outlaw Thermoblok spacers and SSAC 2 1/2" header.

The main problem I’m having at the moment is the air/fuel ratios caused by the ECU driving a 2 litre engine. Also, while the SR16 ECU is good with a high rev limiter at 8600RPM, it also has high cam switch positions. 6800RPM for the exhaust cam. I’ve found this too high for road use. The power kicks in to late in an overtaking move. To rectify this, I’ve fitted a Apexi AFC Neo unit. This will allow me to adjust the Air/Fuel ratios to remove the lean spots. It also lets me adjust the cam switch positions. I intend to set the switch points to correspond with 60MPH in 3rd, however, I think it’ll be a bit of trial and error to set the best cam switch point.
I'll keep you updated of progress.

No new external pics at the moment as all the changes since this set have been under the skin.

A brief update on the brakes. I 2006 I fitted a set of ZX front callipers over turned down GT discs. The brakes were dead sharp. So sharp in fact that at times the rear would feel very light. Also to get the clearance on the callipers. I had to add wheel spacers. I was never happy with either of these, so reverted back to stock GT brakes.

As a solution to the spacer problem, I’m now looking at fitting R33 GTST discs on the front. This pic is from the trail fit. I’ll keep you updated.

If you've any questions e-mail me at stracyznski@yahoo.co.uk

Mods so far:

SR20VE NeoVVL Engine.
SR16VE Cams.
SR16VE ECU.
370cc Injectors.
Outlaw Thermoblok Spacers.
Apexi AFC Neo.
Fidanza Lightweight Flywheel.
Pro-clutch Stage 3 6-puck Clutch.
Monstermodz British Touring Car Rear Spoiler.
Custom BTCC Style Front Bumper & Splitter.
17inch OZ Grand Turismo Multi Spokes Alloys.
Nismo Short Shift.
Koni Adjustable Shocks.
H&R Springs.
BMC Carbonfibre Performance Air Filter c/w 3” Enclosed Cold Air Feed.
SSautochrome Header & 2 ½”downpipe.
2 ½” bore Stainless Steel Exhaust.
R34 Clear Repeaters.
Re-badged Boot.
Clear Rear Light Clusters.

More news as it comes. Take a look at pages 2 & 3 to see how she used to look.

Later, Al