Nissan SR20DET Engine for Sale | OEM Used 2.0L DOHC Turbocharged Inline-4 for Silvia, 240SX, Drift Builds
$1,699.00
At a Glance
- Condition: OEM used, compression tested across all 4 cylinders
- Availability: In stock, multiple variants available 1989 to 2002
- Shipping: Free shipping to all 50 states via freight pallet, 5 to 10 business days
- All 4 cylinders compression tested, results available before you pay
- Variant identified (S13 Red Top, S14 Black Top, S15 Notch Top) before shipping
- Garrett turbo type documented (T25 on S13, T28 on S14 / S15)
- VTC system verified (where applicable on S14 / S15 variants)
- Donor application documented (Silvia, 180SX, 200SX, 240SX, Pulsar GTI-R)
- Head gasket condition inspected (known failure point on hard-boosted units)
- 100% fitment verified before every order ships
- No core charge required
- Backed by a 15 day replacement warranty against internal defects
Description
About the Nissan SR20DET Engine
The SR20DET is regarded as one of the best engines ever produced by the Japanese automobile giant, Nissan. A member of Nissan SR family of engines, this Nissan SR20DET Engine for sale at Part Nests was produced from 1989 to 2002. It is a turbocharged version of the naturally-aspirated SR20DE engine and replaced the CA18DET in the Silvia lineup. The SR20DET became the defining engine of Japanese drift culture and remains one of the most popular engine swap targets worldwide.
The SR20DET combination of robust cast iron block, square 86 x 86mm bore and stroke, low 8.5:1 compression ratio (deliberately low to safely handle factory boost), and chain-driven DOHC valvetrain makes it both reliable in stock form and capable of significant power increases with proper tuning and supporting modifications.
Applications of the SR20DET Engine
- Nissan Silvia (S13, S14, S15): This series is the most notable and common application of the SR20DET. The engine offered an impressive power-to-weight ratio and excellent mechanical longevity, cementing the Silvia as a fan favorite. Variant breakdown: S13 Red Top (1989 to 1993, 205 hp T25 turbo), S14 Black Top (1993 to 1999, 220 hp T28 turbo with VTC), S15 Notch Top / Spec R (1999 to 2002, 250 hp T28 ball bearing turbo with VTC and revised internals).
- Nissan 180SX / 200SX / 240SX: Various markets received the SR20DET in fastback or coupe Silvia siblings. In Japan and Europe these came factory turbocharged. In North America, the 240SX came with the naturally-aspirated KA24DE, making the SR20DET swap into the 240SX one of the most common JDM swaps performed in the United States. The drift community made this swap iconic.
- Nissan Pulsar GTI-R (N14): A compact hatchback equipped with the SR20DET in transverse-mount, all-wheel-drive configuration to homologate Nissan Group A rally entry. Detuned in transverse form but with a unique top-mount intercooler.
- Classic Datsun Vehicles: Some fans swap SR20DET engines into older Datsun 510s and 240Zs to give those classics modern turbo power.
- Toyota AE86: The lightweight AE86 with its balanced chassis becomes immensely satisfying with an SR20DET swap, creating a turbocharged drift weapon.
- Mazda MX-5 Miata: The lightweight Miata pairs perfectly with the SR20DET, creating a sleek and powerful sports car configuration.
- Kit Cars: Compact dimensions and high power output make the SR20DET a favorite for kit cars seeking the right power-to-reliability ratio.
Features of the SR20DET Engine
- Turbocharger: The defining SR20DET feature. Variants used different Garrett turbos: T25 on the S13 Red Top, T28 on the S14 Black Top, and T28 ball bearing on the S15 Notch Top. The turbo is the primary tuning lever for power increases.
- Intercooler: Side-mount on the S13 / S14, top-mount on the Pulsar GTI-R. The intercooler cools compressed air from the turbo, increasing density and combustion efficiency.
- Multi-Point Fuel Injection (MPFI): Sequential electronic fuel injection delivers fuel precisely to each cylinder for optimal combustion and fuel economy.
- Engine Control Unit (ECU): Nissan stock ECU is reflashable / replaceable with aftermarket units like Apexi Power FC, Haltech, or AEM for tuning beyond stock parameters.
- DOHC: Dual overhead camshafts increase airflow and provide accurate valve control over the entire RPM range.
- 4-Valve per Cylinder: 16 valve head increases volumetric efficiency for better breathing and higher RPM operation.
- VTC (Variable Timing Control): S14 and S15 variants added Nissan VTC system to the intake camshaft, advancing or retarding timing based on engine RPM and load for improved low-end torque and high-RPM power.
- Oil Squirters: Piston oil squirters cool piston crowns under boost, critical for preventing detonation and extending piston life under high-power applications.
- Cast Iron Block: The cast iron deck construction is a key reason the SR20DET handles aftermarket power so well. With proper tuning, supporting mods, and forged internals, SR20DETs routinely make 400 to 600-plus hp on stock blocks.
- Forged Components (Some Variants): S15 Spec R engines came with forged internals from the factory, enabling higher boost levels with stock-bottom-end reliability.
- Power Output: Stock factory output ranges 205 hp (S13 Red Top) to 250 hp (S15 Notch Top), with peak torque 210-plus lb-ft. Maximum factory RPM 7,000 to 7,500 depending on variant. Aftermarket builds routinely exceed 400 hp with bolt-ons and tune.
SR20DET Variant Identification
This is the most important specification consideration when buying an SR20DET. The three primary Silvia variants are easily identified by the color of the valve cover:
| Detail | Description |
|---|---|
| S13 Red Top | 1989 to 1993 Silvia / 180SX. Garrett T25 turbo. 205 hp factory. Cast iron exhaust manifold. Earliest variant. |
| S14 Black Top | 1993 to 1999 Silvia. Garrett T28 turbo. 220 hp factory. VTC on intake cam. Improved mid-range torque. |
| S15 Notch Top | 1999 to 2002 Silvia Spec R / Spec S. Garrett T28 ball bearing turbo. 250 hp factory. Improved internals on Spec R. |
We confirm variant before shipping. Tell us which variant your build needs.
Signs You Need a Replacement SR20DET
- Loss of compression on one or more cylinders
- Head gasket failure (a known SR20DET issue under prolonged heavy boost)
- Cracked piston ring lands (common on heavily modified, untuned, or detonation-damaged engines)
- Excessive blowby past piston rings
- Connecting rod knock under load
- Turbo failure that has damaged the engine internals (oil contamination, bearing damage)
- Donor 240SX has been totaled or sold for parts and the engine is being moved to a new chassis
- Drift, time attack, or track build requiring a fresh starting point
- Existing SR20DET high-mileage and showing wear
Known SR20DET Issues We Inspect Before Shipping
- Head gasket condition: Heavy boost and detonation events can blow head gaskets. We pressure test and visually inspect.
- Piston ring land cracks: Damaged ring lands from detonation or over-boost are a common failure. Inspected via leakdown and bore scope where possible.
- Connecting rod bearing wear: Listened for during run test where engine is run-tested.
- Turbo condition: When turbo is included with engine, condition documented. Often turbo is sold separately as it has a different service life than the engine.
- VTC actuator function: S14 and S15 variants have VTC system tested for proper engagement.
- Oil consumption: Assessed by visual inspection and compression test patterns.
- Variant authentication: Confirmed by valve cover color, cam profile, ECU stamp, and block code.
What Ships and What Does Not
| Item | Details |
|---|---|
| INCLUDED | Long block: cast iron block with crank, rods, pistons, cylinder head, both camshafts, valve train, oil pan, valve cover (color identifies variant), intake manifold (typical), exhaust manifold (typical), turbocharger when condition warrants. |
| NOT INCLUDED | ECU and harness (sold separately, application-specific), intercooler, downpipe and exhaust system, alternator, starter, A/C compressor, power steering pump, flywheel and clutch (manual) or flexplate (auto), motor mounts, swap-specific wiring harness, SR20DET-to-Nissan-S-chassis adapter components. |
| Fluids | Drained before shipping. Refill with 10W-40 high-mileage motor oil for street use, or 5W-40 / 10W-50 racing oil for track applications. Premium 91+ octane fuel required. |
| Core Note | No core charge. You are not required to return your old engine. |
SR20DET Myth Busters
- Myth: The SR20DET is unreliable.
- Reality: While any engine can have issues if not properly maintained or modified, the SR20DET is a robust and reliable powerplant when cared for correctly. With routine maintenance and proper tuning, it provides years of trouble-free performance. Its reputation for reliability is evidenced by its widespread use in motorsports and enthusiast builds.
- Myth: The SR20DET is expensive to maintain.
- Reality: Like any performance engine, maintenance costs vary depending on usage and modifications. The SR20DET popularity means wide availability of aftermarket and OEM parts at various price points, making maintenance relatively affordable compared to other high-performance engines. Its simple design and widespread enthusiast knowledge can reduce labor costs for repairs and maintenance.
- Myth: The SR20DET is difficult to tune.
- Reality: While tuning any engine for optimal performance requires expertise, the SR20DET benefits from vast aftermarket support and a wealth of community knowledge. With the right tools and resources, tuning is straightforward, especially with the availability of plug-and-play engine management systems (Apexi Power FC, Haltech, AEM, etc.) and proven tuning maps. Many enthusiasts have successfully tuned their SR20DETs to impressive power levels while maintaining reliability.
- Myth: The SR20DET is not suitable for daily driving.
- Reality: While the SR20DET is often associated with high-performance applications and motorsports, it can also be a practical daily driver. Turbocharged power delivery provides ample torque for city and highway driving, and reliability and fuel efficiency make it a viable option for daily commuters. With proper tuning and maintenance, the SR20DET offers a balance of performance and practicality.
Vehicle Compatibility
The SR20DET fits the following chassis directly:
| Vehicle | Compatibility |
|---|---|
| Nissan Silvia S13 | 1989 to 1993 (RWD, longitudinal mount) |
| Nissan Silvia S14 | 1993 to 1999 (RWD, longitudinal mount) |
| Nissan Silvia S15 | 1999 to 2002 (RWD, longitudinal mount) |
| Nissan 180SX (Japan / Europe) | 1989 to 1998 |
| Nissan 200SX (Europe) | Various markets |
| Nissan 240SX | Direct factory fit NOT available in North America (NA market 240SX got the KA24DE), but the SR20DET is the most common JDM swap into 240SX S13 and S14 chassis |
| Nissan Pulsar GTI-R (N14) | 1990 to 1994 (transverse-mount, AWD configuration, different intercooler and ECU) |
Compatible swap chassis (with appropriate mounts and harness): Toyota AE86, Mazda MX-5 Miata, Datsun 510, Datsun 240Z, kit cars, and many other lightweight RWD platforms.
Inspection Workflow
Every used SR20DET we ship goes through this process:
- Compression test across all 4 cylinders, pressure per cylinder recorded
- Head gasket pressure tested (known failure point under boost)
- Variant authenticated (Red Top, Black Top, Notch Top) by valve cover color, cam profile, and block code
- VTC system function verified (S14 and S15 variants only)
- Turbocharger condition documented (when included with engine)
- Donor application photographed and documented
- Approximate mileage documented when verifiable
Where mileage is verified, it is shared. Where mileage cannot be confirmed, we disclose openly before payment.
Why Buy From Part Nests
- All 4 cylinders compression tested, results before you pay
- Head gasket pressure tested (known SR20DET failure point)
- Variant authenticated (Red Top, Black Top, Notch Top)
- VTC system verified on S14 and S15 variants
- Turbocharger condition documented when included
- Donor application documented
- Free freight pallet to all 50 states, no hidden fees
- No core charge, keep your old engine
- 15 day replacement warranty on internal defects
- Call (240) 306-7051 to confirm variant (S13 Red Top vs S14 Black Top vs S15 Notch Top), turbo type, VTC function, and donor application before ordering
15 Day Replacement Warranty
Every used Nissan SR20DET engine purchased through Part Nests carries a 15 day replacement warranty starting on the delivery date.
What Is Covered
- Internal defects already present when the engine arrives
- Compression failures on any of the 4 cylinders beyond what was disclosed
- Head gasket failures within 15 days from installation (where gasket was pressure tested clean at shipping)
- Piston ring land failures not disclosed at shipping
- Cam, lifter, or rod bearing failures within 15 days from installation
- VTC system failures within 15 days from installation (S14 and S15 variants where VTC was documented as functional)
- Incorrect variant shipped (S13 Red Top vs S14 Black Top vs S15 Notch Top) due to an error on our end
What Is Not Covered
- Damage caused during installation
- Damage from over-boost or unmetered boost events without proper tuning
- Damage from detonation or pre-ignition due to incorrect timing or fuel
- Damage from aggressive aftermarket tuning beyond factory boost specifications without forged internals
- Damage from operating with low octane fuel (premium 91-plus required) or contaminated fuel
- Damage from incorrect oil viscosity or extended oil change intervals
- External components (turbo if separately documented, ECU, harness, intercooler, downpipe, alternator, starter, A/C, P/S, flywheel or flexplate) unless itemized
- Labor expenses of any kind
To start a warranty claim, reach us within 15 days of delivery at (855) 634-4447.
- All 4 Cylinders Tested: Compression results documented before payment
- Variant Authenticated: S13 Red Top, S14 Black Top, or S15 Notch Top by valve cover
- Head Gasket Pressure Tested: Known SR20DET failure point assessed
- VTC System Verified: S14 and S15 variants tested for proper engagement
- Turbocharger Documented: T25 (S13) or T28 (S14/S15) condition disclosed
- 15 Day Replacement Cover: Internal defects protected from delivery onward
Additional information
| aspiration | Turbocharged |
|---|---|
| bore | 86.0 mm |
| combustion-system | Direct Injection |
| compression-ratio | 8.5:1 |
| engine-configuration | Inline 4 cylinder, DOHC, 16 Valves |
| rotation-from-flywheel-end | Clockwise |
| stroke | 86.00 mm |
Valve cover color. The S13 Red Top (1989 to 1993) has a red valve cover. The S14 Black Top (1993 to 1999) has a black valve cover and added VTC variable timing on the intake cam. The S15 Notch Top / Spec R (1999 to 2002) has a black valve cover with a notched profile, ball-bearing T28 turbo, and revised internals (forged in Spec R). Beyond valve cover color, we verify variant by cam profile, ECU stamp, and block code. Confirm which variant your build needs when ordering.
Yes, this is the most common JDM swap in the United States. The North American 240SX came factory with the naturally-aspirated KA24DE, not the turbocharged SR20DET. The SR20DET swap into the S13 (1989 to 1994 240SX) and S14 (1995 to 1998 240SX) is heavily documented in the drift community. The swap requires the SR20DET engine, matching SR20DET wiring harness, SR20DET ECU, intercooler, downpipe, and 240SX-to-SR motor mounts. Complete swap kits and used JDM "front clip" packages are widely available.
Variable Timing Control on the intake camshaft. Nissan added VTC to the SR20DET starting with the S14 Black Top (1993 to 1999) and continued with the S15 Notch Top (1999 to 2002). The S13 Red Top does NOT have VTC. VTC advances or retards intake cam timing based on engine RPM and load, improving low-end torque and high-RPM breathing. The VTC actuator is a known wear item; we test VTC engagement on every S14 and S15 SR20DET before shipping.
Different Garrett units. S13 Red Top uses a Garrett T25 (small turbo, fast spool, 205 hp). S14 Black Top uses a Garrett T28 (slightly larger, 220 hp, with VTC). S15 Notch Top uses a Garrett T28 ball-bearing turbo (highest factory output, 250 hp, with VTC and revised internals). The turbo is the primary tuning lever for power increases; many SR20DET builds upgrade to larger Garrett GT or aftermarket turbos for 400-plus hp targets.
Yes for compact RWD swap builds. The SR20DET is a popular swap candidate for Mazda MX-5 Miata (Mazdaspeed swap kits available) and Toyota AE86 (Corolla GTS) chassis. Both require custom motor mounts, modified oil pan, custom driveshaft, custom intercooler routing, and SR20DET-compatible ECU and harness. The result is a lightweight RWD chassis with turbocharged power. Several specialty Nissan / Mazda / Toyota shops offer SR20DET swap kits for these chassis.
Yes on stock internals with proper supporting modifications. The cast iron SR20DET block is a key reason this engine handles aftermarket power so well. Bolt-on builds (larger turbo, intercooler, exhaust, fuel system, ECU tune) routinely produce 350 to 400 hp on stock internals. With supporting modifications (upgraded fuel injectors, larger turbo, race fuel or methanol injection), 500 hp on stock bottom end is feasible. Forged internals (rods, pistons) push the SR20DET to 700-plus hp. The S15 Spec R came with forged internals from the factory.
Yes when properly tuned and maintained. The SR20DET in factory tune is a reliable engine with strong fuel economy for a turbocharged 2.0L. Daily-driver SR20DET builds (Silvia, 240SX swap, Pulsar GTI-R) routinely deliver 200,000-plus miles when maintained on Nissan-spec service intervals, premium fuel, and high-quality synthetic oil. Where SR20DETs fail is when they are run with aggressive boost and timing maps without proper tuning, or when they are operated with insufficient fueling or detonation events. A properly-tuned SR20DET at factory boost is as reliable as the naturally-aspirated SR20DE.
No. There is no core return required.
2 reviews for Nissan SR20DET Engine for Sale | OEM Used 2.0L DOHC Turbocharged Inline-4 for Silvia, 240SX, Drift Builds
Related products
Naoki H. –
Got an S15 Notch Top SR20DET (Spec R variant) for a 240SX S14 drift build. Valve cover color confirmed black with the Notch Top profile, T28 ball bearing turbo documented, VTC system tested. All 4 cylinders compression tested, head gasket pressure tested. Forged internals advantage of the Spec R variant called out up front. Foundation for serious build.
Sergio M. –
Sourced an S13 Red Top SR20DET for a Datsun 510 swap project. Valve cover correctly identified Red Top T25 turbo variant (not the later VTC-equipped S14). Honest pre-purchase information about S13 vs S14 vs S15 differences and the lack of VTC on the S13. Head gasket pressure test results disclosed before payment.