IMO sr20 engines are rubbish. i'd rather a boosted K20 over a SR20DET. id rather spend the money use to make the sr20 conversion on a 951 engine or s2 3L + the money to mod the sr20 on modding the 944 engine. where you would gain on low end torque with the larger motor then just high horsepower figures from only top end.

i can think of endless reasons why i'd stick with a 2.5L 8v then a 2L 16v Dustan engine.

i love the RB platform though. i'll be interesting how it'll all fit in

 

I would swap an SR20 into my car in a second if my motor blew. Parts and cheap and easy to get and power is relatively easy too. My friend had an SR20 240 and the car was fine with low end torque and revved to the moon.

 

The reasons behind the sr20 platform was for affordability... My self as a personal tuner, would never Personally own one just because my experience with them and I have become very addicted to the Rb power curve, reliability, and sound. we built and designed the sr20 for the affordability.

The SR20 affordability: you can pick one up complete, 1950-2500.00 for the engine harness trans ect , drop in set up. the mod parts are affordable, and a factory bottom end has seen average reliable high hp figures. With a gt2876r upgrade the smaller displacement figures that you referred too become obsolete due too the fast spool time combo. The plus with this swap in my opinion is the amount of room you gain in the engine bay with this swap. not to mention you have no brake modifications with these swaps.

The RB Series: you have the 20/25/26/30 these engines are high revving square displacement engines. have had this swap running and driving

 

I'd rather have an AAN than a SR20 .I dont know in the US but here they are cheaper and definitelly a better engine than a sr20

 

Did you guys try fooling around with a CA18 swap? Do you have a website?

 

http://www.h1v8.com/page/page/1562068.htm someone do this please

 

Wonder what an RB does to the weight.

How much did you price the SR "kit" at?

 

this guy said an RB26 without turbos weighed 262kg (576 lb), or about 80lbs more than a ready-to-run LT1 (or about 150 more than a ready to run LS1). with a pair of turbos and plumbing it's over 600lb. also hanging way over the front axle. http://www.skylineowners.com/forum/s....php?p=1490807

for those that don't know, for a sense of scale the steel part of the torque tube (dark in the picture) is just over 5ft long...

this is a swap for bragging rights and going really fast in a straight line...but you'll need a hell of a suspension to go left or right. it's a hell of an engine, no doubt...but hard to justify with dollars and "sense"

 

I have looked at the dry weights. The ls1 is a amazing swap, the weight of the motor is outstanding for the v8 platforms. However the Rb swap weight is very close to the ls1 and depending on your options can be much lighter. The one we had running still handled amazing and for the most part the ppl who will feel the difference in handling between the two engines, are seasoned and more than likely have already upgraded from the factory suspension..


this is what I have found so far in the few minutes of double checking my knowledge.
source is from http://www.corvetteactioncenter.com/...t4-weight.html

For the 1996 LT1 and 1996 LT4:

LT1 Mass: 785.3 lbs (356.2 kg)
LT4 Mass: 1003.5 lbs (455.2 kg)

For the 2001 LS1 and 2001 LS6:

LS1 Total Dressed Engine Weight: Auto. - 457.6 lbs. (208 kg); Manual - 497.2 lbs (226 kg)
LS6 Total Dressed Engine Weight: (Manual only) - 497.2 lbs (226 kg)


as for the Rb this should suffice.
http://forums.hybridz.org/index.php/topic/90437-actual-rb26dett-parts-weights/

So in total a dry RB26DETT without accessories or an oil pan should weigh about 378 lbs.. So with everything put back together and the oil pan I think around 400 lbs. should be about right for the engine. I know there was another thread for engine weights but I figured since we did the parts individually I would make a new thread. Hope this helps.

Now if you would like More figures there are thousands of links in the engine dry/wet weight that average in this range.

 

I think doing the RB swap in a 944 is a great idea. Ive read all over the internet about people wanting to do a 25 or 26 swap but they usually wind up settling for a ls1 since the RB swap hasn't been available to the market. The RB is a very powerful engine even stock, and capable of so much more. It's responsive, powerful, and the sound is unsurpassed by even modern sports/ supercars. Many people said when the car was produced it should have had a straight six in it, I, and others as i can tell, think this is an ideal swap. It should make the classic yet modern feeling 944 respond like a late model super car. Id be curious to see how far this goes, at this point i think you've made it further than anyone else has with this idea. When your company releases it, id be interested in a price. Is this something you'd be willing to install too? Id prefer to wait for an RB swap than spend my money elsewhere.

 

those numbers are way off - the LT1 number probably includes the transmission as well. the LT4 is WAY off as well - the LT4 and LT1 are more or less the same engine with a different camshaft being the major difference. there should not be any appreciable weight difference between the two.

considering that an iron-block, iron-head, and iron-intake small-block chevy weighs right around 600lb, putting aluminum heads and an aluminum EFI intake to make an LT1 drops that way down.

quick glance at ebay shows the RB cost right about the same as the LS1, so that's nice.

 

http://www.ebay.com/itm/2004-PONTIAC...c4670f&vxp=mtr

http://www.ebay.com/itm/JDM-95-97-Ni...63b941&vxp=mtr

the ls1 is actually more expensive

 

well our pictures have been pulled off the forum along with our details.
EmphasisMotorsport will be applying for a sponsor membership... will post more details on this topic after thanks

 

Pictures of rb26 mock up and rb25 heavy modded drop in.

 

But this one goes to 11