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The cylinder block castings and main caps are the same. They both have oil squirters that direct oil towards the underside of the piston, but they point at different angles. The oil squirters on the TT direct oil straight into an off center hole on the underside of the TT piston, which leads to a hollow area inside the top of the TT piston. The NA squirters direct the oil towards the middle of the underside of the piston, which has no passages inside. They blocks have all of the same oil passages. Two passages are plugged with a bolt on the NA block (one on each outside face that feed the turbos on a TT). The TT block has two oil passages plugged inside where the oil filter bracket mounts. The NA has two small check valves in this location. They are plugged in the TT providing more pressure so that the oil will go through the lines to the oil cooler, which returns back to the oil pan. There are check valves on the inside of the TT oil filter bracket where the oil filter screws on, but none on the NA. The purpose of these check valves is if the oil filter somehow becomes clogged or collapses that oil will still circulate. 2. The crankshaft is the same. 3. Connecting rods ARE the same!! (Same Nissan part #) 4. Piston rings and crankshaft bearings are the same. 5. Of course the pistons are different because of lower compression ratio in the TT, 8.5:1 in respect to 10.5:1 on the NA. The internal structure of the pistons is also different, the TT have a hollow ring inside the top that fills with oil for better cooling and a thicker dome towards the center. Oil pumps are different. They mount the same and are the same internally (on earlier models) except for the spring for the pressure valve in the TT one is tighter so it produces more needed pressure to circulate oil to the turbos and cooler. You can actually just change the spring to the tighter one.

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GENERAL SPECIFICATIONS GENERAL SPECIFICATIONS Application Displacement Bore Stroke Compression Ratio Fuel System Horsepower @ RPM Torque Ft. Lbs. @ RPM CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS Application Crankshaft End Play Runout At Rear Flange (Maximum) Main Bearings Journal Diameter Journal No. 1 Journals No. 2, 3 & 4 Journal No. 5 Journal Out-Of-Round Standard Wear Limit Journal Taper Standard Wear Limit Oil Clearance Journal No. 1 Standard Wear Limit Journals No. 2, 3 & 4 Standard Wear Limit Journal No. 5 Standard Wear Limit Connecting Rod Bearings Journal Diameter Journal Out-Of-Round

Engine Type In-Line 4-Cylinder In-Line 4-Cylinder In-Line 4-Cylinder Engine Block/Cylinder Head Aluminum-Alloy Aluminum-Alloy Aluminum-Alloy Displacement (cc) 2354 2354 2354 Horsepower @ rpm (SAE net) 166 @ 5800 166 @ 5800
166 @ 5800 Torque (lb-ft @ rpm) 161 @ 4000 161 @ 4000
161 @ 4000 Redline (rpm) 6500 6500 6500 Bore and Stroke (mm) 87 x 99 87 x 99 87 x 99 Compression Ratio

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Mechanical Engine 1.6L 1.8L Name HR16DE MR18DE Cam design DOHC Orientation Transverse Cylinders / configuration 4-cylinder / in-line Block / head composition Aluminum / aluminum Displacement (liters) 1.8 Horsepower 107 @ 6,000 RPM 122 @5,200 RPM Torque (lb-ft) 111 @ 4,600 RPM 127 @ 4,800 RPM Bore & stroke (mm) 78.0 x 83.0 84.0 x 81.1 Compression ratio (:1) 9.8 9.9 Maximum engine speed 6,500 rpm 6,400 rpm Induction system Sequential multi-point fuel injection Valvetrain 4 valves per cylinder Engine mounts
RH side: Solid, LH side: Fluid-filled

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