Chris Allen1996 Nissan 200SX SE-R - Family Trickery

When speaking of 400-plus hp street machines, especially front-wheel-drive cars of small displacement, the term "street" can be open to interpretation. Chris Allen's 1996 200SX SE-R, however, meets every definition. In fact, as Allen's only car, the SE-R has little choice in the matter. Well known within the SE-R community for his dedication to the SR20DET cause, Allen has created a wealth of knowledge for fellow enthusiasts by advertising his healthy talent for breaking stuff. He thereby teaches others what to avoid and what to strengthen on their cars.

He is most known, however, for having one of the baddest street SE-Rs we have ever heard of, both for the impressive numbers his car produces and the fact that a driveway queen, it is not. Bought new, the SE-R remained stock until George Peters from Jim Wolf Technology and Chris Parker of SR20 Development drove Allen into turbo envy with tales of a rare version of the SR20DET from the Pulsar/Sunny GTi-R. As soon as an engine was sourced, SR20 Development dropped it in; it remained stock until Allen received his next paycheck.

When Nissan set its eyes on the WRC championship in 1991, the obvious platform for the job was the N14 Pulsar/Sunny chassis, as it already featured a turbocharged two-liter in a compact chassis. With extremely stiff competition offered by the Celica All-Trac, Lancia Delta Integrale and Ford Escort Cosworth, Nissan knew it would have to offer an engine with torque available everywhere in the powerband as well as one that would provide rugged dependability when subjected to the extreme abuse found in rallying. Due largely to politics and inexperience in rally-car building, the GTi-R was never a dominant force in Group N, though it did win some smaller championships like the Coppa Italiana in 1992.

Beyond the usual trick parts found on the SR20DET, like piston cooling oil squirters, a variable intake cam and a direct ignition system, the GTi-R engine features a larger T28 turbo, beefier rods, larger bearings, stronger main cap bolts and most remarkably, quad individual throttle bodies. Individual throttle bodies offer precise air metering and most importantly, near instant throttle response. Although the lag associated with the large Turbonetics T3/T04E somewhat negates this advantage, sufficient throttle body flow will never be an issue. The same GTi-R block (identified with a "54C" stamp) was also used in the 300 hp normally aspirated British Touring Car Championship-winning Nissan Motorsports Primera engine, likely due to the better lubricated bearing surfaces in that bottom end.

How do these manufacturer tricks, combined with tuner know-how play out on the dyno? How about 475 hp @ 6800 rpm, and 437 lb/ft of torque at a very accessible 5250 rpm?

Even more impressive than the Viper-beating peak horsepower is the healthy amount of real estate found under the curve. Though Aaron Bonk's 491-hp Integra made more peak horsepower, the SE-R laid down 51 lb-ft more torque, showing that even in these extreme states of tune, the B18 and SR20 still retain some semblance of their stock personality. To support such a large horsepower figure, surprisingly little was done to the internals of the engine. The head is stock, featuring only JWT prototype GTi-R cams. To support two bar of boost, John Spackman of Holeshot Racing stuffed the block with JWT forged pistons (originally intended for a 300ZX, which required over boring to 2048 cc) and Carillo rods.

Using all of the same motor mounts, dropping the GTi-R motor into the SE-R was essentially a bolt-in operation, needing only modification to the oil pan to fit. The direct ignition system found on all SR20DETs is incompatible with the car's U.S.-spec ECU, and was scrapped; a distributor from a '94-and-up SE-R was installed in its place. To boost fuel output and spark, MSD 720 cc/min injectors spray fuel sparked by the intensified signal from a MSD 7AL2 ignition. Having topped out the airflow meter about 200 hp ago, Allen employs a Mustang Cobra air flow meter. A Jim Wolf Technology-modified factory ECU keeps the ponies well fed and happy, although Allen employs a Blitz dual-solenoid boost controller to control the large amount of pressure his car sees regularly.

To hear the two largest horsepower producers in this story uncorked was to experience their raw character, unencumbered by baffles or restriction. In addition to the lovely whir piped through divorced wastegates, the smooth but bassy thrumb inherent to the SR20 was musical.

For all the sturdiness of the SR20 engines, Nissan was unable to produce a transmission that was beefy enough for even normally aspirated use. Endemic problems include early run fifth-gear synchro problems, a weak third gear, and a case that cracks at the mere sight of drag slicks. In fact, having recently blown up a tranny at the strip, Allen showed at the dyno with one tranny bolted to the engine and two spares in the SR20 Development truck. SR20 Development offers several levels of tranny strengthening, including cryo and mil-spec shotpeening of the gear setup, and welding the case, along with a plethora of other treatments to help with the problem. The 4WD transmission that comes attached to most GTi-R engines that make it into the country have yet to be successfully adapted for front-wheel drive.

Apart from the monstrous engine, Allen made the modifications necessary to ensure his car is up to rigorous street use. Adjustable GAB struts control Ground Control coil-overs, and in the front, Ground Control camber plates ensure he can both hook up at the drag strip and have a more aggressively cambered setting for handling. The NX2000 brake upgrade sits beneath 17-inch wheels, because at least for the moment, Allen's desire to drag race with slicks prevents him from having very large brakes. Allen has posted a best time of 12.24 at 124 mph on small slicks, and is convinced 11s are a better 60-foot time away.

As is often the case, this SE-R project will never near completion, as parts are upgraded and tweaked ever in search of more reliable power.