The motor I have used here is an SR20DE NA motor from an S13 Silvia imported from Japan at less than 47,000 k’s old.  The auto box was also obtained with various other goodies from the front-cut (including some of the Silvia interior).

Believe it or not, the engine and box bolted straight in with no fabrication to the crossmember, sump, engine mounts, or gearbox mounts.  Apart from some minor porting, to improve flow characteristics, the internals are stock.  The standard radiator is also retained with the SR20 fan being removed due to limited space.  I now use a thermatic fan for cooling.  The injectors are also stock items, fed by a Bosch VL Turbo pump on a diet of PULP from the standard tank modified with an internal anti-surge tank.  Braided lines are used throughout here.

The supercharger was sourced from an importer.  It is an SC14 from a 1G GZE Toyota engine, and NOT a SC12 from a 4A GZE.  The difference being that the MR2 type SC12 is really only good for an engine with capacity up to 1.6 litres, whereas the SC14 is off a 2 litre 6 cylinder motor, plenty for a 2 litre SR20DE.  This is where supercharging an SR20DE has gone wrong in the past, they used the wrong supercharger for the job.  The supercharger itself has been modified to improve flow, with fabricating also required to meet the custom plumbing, which runs into an intercooler (from a Pulsar I think) before meeting the throttle body.  A Bosch BOV is used to limit boost to 8 pounds.  Originally run on 5 pounds, I upped the boost to 8 pounds for better bottom end.  With its stock 9.5:1 compression ratio it has safely ran with 8 pounds of boost for some time.  The 9.5:1 ratio actually makes the most of this “conservative” boost with big power down low.

The A/C and P/S pumps were, of course, removed and a supercharger mount fabricated to run the SC off the centre-most pulley to provide 8psi.  Design and built by myself, it took 3 weeks (and a lot of trial and error) to get it right.  The plumbing was kindly done by Mad Dat, as was the modification of the intercooler and the headers.  The switch for the supercharger is mounted on the throttle body and disengages the SC when in idle.  A master switch is located on the dash, so most of the time the wagon is in NA form.

The original exhaust I had fitted was a very poor effort by the (butchers) exhaust shop, so Mad Dat had the job of cleaning it up, with the headers and replacement of many sections of the exhaust.  It is finished off with a 3” chrome tip and a sign reading “insert cat here”.  Another rear exhaust and tip will be soon fitted.

The factory computer still remains (how can that be?), but the engine does not “ping” under 8 pounds.  If anything the car runs slightly rich at low rpm, although slight detonation is detected at around 6,000 rpm, but I normally have had it switched off before that point.  I was soon to Unichip the computer, however when a 1600 wagon came up for sale in Sydney a few weeks ago, I had to detour the funds there.

I sourced a 3” tailshaft from a Sigma and had it sized and sleeved by Repco Balance Centre.  On the rear is a complete series 3 Bluebird rear axle, with a H190 4.11 diff (I’m on my third one now), 29 spline axles (after breaking a 23 spline) with disc brakes.  Rear springs have 6 leafs instead of the usual 5.  The auto box itself has had some treatment to lengthen its life under this stress (not many autos I know that wheel spin in the first two gears).  This setup gets me 100km/h in overdrive at just over 2,300 rpm, which is better than my old 5 speed.

The front struts are 240K items with the 10.5” discs and Sumitomo calipers, 1.5” lowered King Springs.  A Mad Dat sway bar controls body roll, and was required anyway due to the close proximity of the sump.  The rear has been lowered courtesy of a set of 1.5” Falcon lowering blocks, with a modified bump-stop, because the 200B was not made to house a H190 diff in lowered form.

Now for the real shocker … the wagon was built on a $5,000 budget, including purchase of the car!

The wagon is fun to drive as it catches the unsuspecting off guard.  I mean who in their right mind would assume that a 200B wagon would have what it takes to challenge them off the line?  The wagon is not only a sleeper, but an assassin!  This is a lot of fun I assure you!  It launches hard, with no lag at all, and maximum boost at around 1,500 rpm.  And the bonus is that the engine is legal.  My next project is taking up my driving time, and I’ll require more funds for an SR20DET conversion, so keep your eyes open on the Ozdat For Sale classifieds, as I shall be selling soon.
Email: blown_wagon@ozdat.com