Does anyone here have this in their SR20DET or have heard anything about it?
It’s just splitfire… what do you want to know about it?
It’s been out on the market for many years, sold at phase2, and other places. good product, but unnecessary for most applications.
worked awesome for me on my car… …i guarantee with an FMIC and a full exhaust that system will give u close to 20WHP if ure cars working well…DO IT
This guy that works for one of our parts suppliers at work he is into modifications etc. and he knows I have a SR20DET and they got some promotional products from Splitfire for dirt cheap and he sais he could get me this kit for $540.00 cndn. I know it usually retails between $550.00 and $650.00 USD.
The thing is I don’t know anyone that has it and I haven’t heard anything about this kit on a SR20DET either so I don’t want to invest money into something I know nothing about. I read up on it here and there but I was wondering if someone here actually has it that could let me know how it is and if it’s made any difference in their engine or if they had any problems etc.
Varun you had this in your car? I will call you later.
i had this in my car…takes 15 mins to install which is the best part, and it also helps low end power and ure gas mileage more then anything else…car just runs smoother, is also helps for those 8 foot blue flames you can throw at a few people…
It also helps when you start running higher boost. A lot of guys experience some breaking up in the higher RPMs on high boost and require a stronger spark to solve the issue.
the rb20 guys sware by these things…stock nissan coils suck on the rb’s…i’d be down for a set, just can’t spare the 900$ for a set.
They are nice but I highly doubt you can justify the price for the small gains you will get unless you are pushing some large numbers/boost. The MSRP on those is $525US and phase2 sells them for $420US and they usually have prices a bit higher than everyone else so your price of $540CAN isn’t really dirt cheap.
It’s not that they suck, the coils a great out of the factory, but over time heat soak from the motor decreases the life and efficiency of the coil.
Personally I would find a totally different coil pack system, run similarly by many GM specific cars with the same specs. These coils are ont the firewall, and transferred through plug wires.
Thus it elimiates the burning out of the coil pack prematurely from engine heat.
I’m pretty sure this has nothing to do with age of the coils/transistors, although that does make a difference.
This is a full DIS conversion. Older RBs and most SRs (I’m not 100% sure, so someone who knows, please chime in) run a wasted spark system. They sell themselves as being sequential, but they aren’t.
In order to time the “ignition event” properly, the ignitor actually has to fire two plugs simultaneously.
(made up firing order here just to illustrate)
So if you’re igniting cylinder #1,
the computer fires #1 and #3
Because cylinder #3 is not on a compression stroke, this spark is “wasted”
It will alternate firing #1 and #3 then #2 and #4
At high RPMs, where Nissan never intended the SR to go, it can’t keep up and the spark is either slow or just too weak. At high boost, you will actually snuff out the spark.
This system does away with the ignitor, and uses 4 independant ignitors so each cylinder gets its own independant “ignition event”
Because you aren’t splitting the output between two cylinders, the signal is stronger, fires faster, and won’t fall out of sequence.
So yeah, you could stand to gain a fair bit of power, depending on how much you are losing in the first place.
Guys with distributors and old-school single coil setups shouldn’t gain much from this at all, unless their factory coil/transistor is 20 years old and stock. Decent wires and a good high output coil would have the same effect.
the splitfire system dosent replace the ignitor chip, the MSD system does.
Why would they create a coil that can’t handle the RPMs up to 7500, when thats where redline is?
That doesn’t make any sense to me.
Thats hardly the problem, if anything the problem comes from increased boost pressures, not RPMs…
The heatsoak problem is common with many RB owners as well.
^^^
Same reason they didn’t build a valvetrain that could handle the RPM either – or a power band that reflects it but …
It’s not the coil(s) that’s the problem, it’s the 320-slot CAS wheel. The higher the RPM, the less gap between slots, the less time to fire the coils. If your coil is less than factory fresh, you’ll get a misfire whether it’s wasted spark or COP
But you’re right this kit doesn’t change the ignitor chip, just the ignitors.
Sorry for the confusion, too many different Nissan ignition setups, but they all have the same problems.
The SR isn’t wasted spark like I said before though … it already is DIS, so yeah, I can’t really see this being of any benefit unless your stock stuff has already pied out.
It might seem expensive, but coil packs do burn out, just like anything else. Try pricing out 4 new ignitors for an SR you’ll probably get the same results for more money.
I think people make the SR valvetrain out to be worse then it actually is. Sure there are better systems, but 7500 isn’t an issue, it’s above that, thats the problem.
Ok so it’s not the coil pack thats the problem it’s a weak CAS.
I’m not an SR expert, and I personally am a fan of coilpacks, but where they positioned the coilpacks is an issue.
Yeah, the Nissan CAS causes a lot of problems with aftermarket computers for this same reason. It’s every common to see erratic timing at high RPMs on Nissan’s running standalones. Companies are now offering replacement 4 slot CAS wheels to remedy it.
Heh … no. I’ve had enough SRs apart to see the money saving econo-valvetrain. 7,500 may not be a “problem” but the power drops off at just over 6,000.
At best the SR valvetrain can be considered rinky-dink. Like many other components on the stock block, Nissan simply broke with their usual traditions of over-enginnering motors. The biggest (and scariest) part is that SRs only have 4 lobes per cam - not 8 like it should. One cam lobe simultaneously opens and closes two valves by way of a shared rocker arm. They are hydraulic (bad for pump up and float) and they are floating (ie nothing to stop them on the upswing) They also have ridiculously tiny oilers for the valvetrain. Add sitting on its side gunked up behind some wreckyard’s shack for a few months before being shipped over here and you can see how easy it is to starve the valvetrain. Then you also have the low sump oil pan that seems to always pinch off the pickup. The crank girdle is also laughable, a small stamped steel piece that looks more like a windage tray.
It just all seems counterproductive to the motor’s abilities. It’s probably all Renault’s fault. It’s like getting Shaq to play for your High school team, but then making him play in high-heeled pumps.
Well in many ways that’s the idea.
I don’t want to start a CA/SR war so I’m not going to argue which is better blah blah blah.
The simple fact is that the CA was too expensive so they went with a cheaper motor. The SR.
It’s a very good cheap motor, and if it wasn’t cheap I bet it’d have been the next FJ.
So it makes sens that so many corners were cut.
how possible or impossible would it be to put a CA head on an SR? like i know for serious things would need to happen but is it close at all? is there any chance?
The SR head is pretty huge by comparison, both in height and length.
And unfortunately there is no meat to the CA block for an overbore.
Apparently (and this is totally based on heresay and internet mumbojumbo) the 2.5 out of the Sentra SER interchanges with a lot of SR parts, so maybe the valvetrain could be swapped?