Hey guys, i'm a n00b here-notice my one post-
I have just bought a beat up Nissan 240SX, *god i love it* for racing purposes only. Since i have a good regular car, i bought the 240 for autocross and quarter mile. Can't Wait!
heres the several things i wanna inquire: first of all, the car has lots of sheet metal damage, but no frame damage, does anyone know where there is a good site to grab fender pieces, and if possible, I need a whole new passenger side door.2. The engine that is in it right now is the 150 HP american spec 2.4 4cylinder engine. I have heard that a popular thing to do is to swap the american spec engine and to throw in a Jap-spec engine, supposedly boosting me 80 horses to 230. I was wondering if it's true, and also, is it possible for me to get the computer reprogramed instead of needing a new computer chip set?I just need general good places to grab performance parts like: rotors, flywheel, clutches, distributors, coils, exhaust, possibly turbos?,shocks, strut bars, springs, and body kits.
I have a feeling i am goin to learn alot about my 240 from this place, so plz help me out and give some other suggestions, seeing as how this is my first racing car.
Thanx alot
240SX=fun4me :ylsuper
n00bie 240SX project car...
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240SX=fun4me!
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[Zero-S]
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The SR20 swap is very popular...depending on which engine you get the power ranges from 205 to 250hp. Another nice engine is the CA18DET which is about 180 hp. Both are direct drop ins (the S13s came with these engines anyways...). If you want to actually do some work, the nissan skyline engines are also a route for you to go. RB20DET, RB25DET, RB26DETT.
EDIT: The real work is wiring the SR and CA...thats a beotch. Hell wiring any swap is a beotch...
EDIT: The real work is wiring the SR and CA...thats a beotch. Hell wiring any swap is a beotch...
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quiksilvia
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the sr swap is not a beotch, if u have any idea what ur doing, its fairly easy. the sr20det does not have a distributor, so dont try and find one 
. the ca18 isnt the best motor, its gonna be older, has a t23 turbo that isnt very reliable, and its less powerful. and you can have fun trying to install the rb26dett, as it came only on the awd skyline, but hey its your $! do a lot of searching/ reading up and researching so we dont get mad for a question that is easily answerable, we get them all the time. http://www.srswap.com is a great site for most of the parts anyone wants, start there, enjoy. whats the year of the 240?
. the ca18 isnt the best motor, its gonna be older, has a t23 turbo that isnt very reliable, and its less powerful. and you can have fun trying to install the rb26dett, as it came only on the awd skyline, but hey its your $! do a lot of searching/ reading up and researching so we dont get mad for a question that is easily answerable, we get them all the time. http://www.srswap.com is a great site for most of the parts anyone wants, start there, enjoy. whats the year of the 240?
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quiksilvia
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240SX=fun4me!
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240SX=fun4me!
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quiksilvia
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240SX=fun4me!
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quiksilvia
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i got this from daves nissan australia site, i guess you were right tinted, but it is smaller, significantly.
GARRETT T25 They are from the small series of turbochargers specifically engineered for original-equipment small-capacity engines, have their roots in the ET Pulsar, and culminate in a 'twin' application on the 300ZX twin-turbo VG30DETT. In single form, they are not recommended for performance applications.
Car of Origin: Nissan S13 Silvia/180SX Engine: CA18DET Flange: Four-bolt; it fits most Nissan four-cylinder turbo engines Max. Power Rating: Approximately 130kW Max. Boost: 1.0bar (14.5psi) Cover Size: Exhaust 0.48 AR, compressor 0.49 AR Comments: A small and reasonably ineffiecient turbocharger that should only really be used as a straight fit for an existing CA18DET engine to replace a failed unit. It's not recommended as a bolt-on for a normally aspirated engine of more than 1600cc. Cost: Normally quite expensive, $450+ due to the replacement demand in the normal service industry for these turbocharger Rating: One out of five. Car of Origin: Nissan PS13 Silvia/180SX Engine: SR20DET Flange: Same as above Max. Power Rating: Approximately 160kW Max. Boost: 1.2bar (17.4psi) Cover Size: Exhaust 0.64 AR, compressor 0.60 AR Comments: Improved flowing version of the CA18DET turbo makes it a great straight-fit bolt-on to the CA series, but becomes borderline on even a lightly modified SR20 engine. That the S14 series of cars moved to using a bigger T28-style unit is testimony to this. Cost: Again, being a straight fit for all of the 2-litre turbo imports makes them an in-demand unit and pushes their cost through the roof. $550+ makes them expensive, but they are a great fit-up for a lightly tuned S13 CA18DET Rating: Two out of five.
GARRETT T28 The next size up from the T25, the T28 series of turbochargers are more serious items. They are used in twin form on the Nissan Skyline GT-R and singularly on the Pulsar GTi-R, S14 and S15 series Silva/200SX. They make a decent upgrade for the S13 series of cars when more than 150kW are reliably expected to be produced.
Car of Origin: Nissan S14 200SX pre-1996 Engine: SR20DET Flange: Four-bolt, same as the T25 series. Max. Power Rating: Approximately 170kW Max. Boost: 1.2bar (17.4psi) Cover Size: Exhaust 0.64 AR, compressor 0.60 AR Comments: The ultimate OE bolt-up to the S13 series of cars, the best part is that it bolts straight on. A good little all-round mid-range turbocharger that has proven itself to be extremely reliable in service. Cost: Expensive due to their fitment to an Australian-delivered car. Their price starts at $650 for a second-hand unit. Rating: Three out of five Car of Origin: Nissan S14 200SX post-1996, S15 Engine: SR20DET Flange: Four-bolt, the same as the T25 series Max. Power Rating: Approximately 170kW or slightly more Max. Boost: 1.2bar (17.4psi) Cover Size: Exhaust 0.64 AR, compressor 0.60 AR Comments: While the housing are the same as the earlier S14 turbocharger, the latter item has sophisticated Garrett ball-bearing internals, which guarantee a faster ramp-up to boost than the previous model. This is the pick of the T28 series. Cost: They're hard to find second hand due to the relative scarcity of the S14 black rocker cover engines. Normally, you are best off to buy these new from a turbo supplier. Rating: Four out of five Car of Origin: Nissan Skyline R32, R33 GT-R Engine: RB26DETT Flange: Four-bolt, the same as the T25 series Max. Power Rating: Approximately 150kW Max. Boost: 1.3bar (18.8psi) Cover Size: Exhaust 0.48 AR, compressor 0.60 AR Comments: They are really only good for use on stock GT-R engines due to their relatively small exhaust housing. For some reason, they seem to be able to handle more boost before turbine failure, but there are still plenty that have let go. Cost: Anything with a GT-R part number is expensive! Rating: Two out of five
GARRETT RB20/25 SERIES Even though many tuners refer to the RB20 and VG30 (single) turbochargers as being a T3, this is not the case. Being a Nissan-branded item and having only Nissan identification markings on them (no AR markings etc.) can make identification difficult. All of the ball-bearing turbos have a telltale 'fatter' centre core section, as well as a bolt through the centre housing, which looks as though it has an effect on the thrust bearing pre-load. Overall, these turbos are very good performers.
Car of Origin: Nissan Skyline R31 GTS Engine: RB20DET NICS (ribbed rocker cover) Flange: Four bolt T3 style Max. Power Rating: 140kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: A poor-performing turbocharger that was only used on a handful of engines by Nisan before being replaced with the newer technology ball-bearing units. Top-end power is far from good, and the actual response (boost-response time) is also quite poor. It's one to steer away from. Cost: Dirt-cheap, as they are not in any demand. They have been seen to be as low as $100. Rating: One out of five Car of Origin: Nissan Skyline R32 GTS-t Engine: RB20DET ECCS (silver rocker cover) Flange: Four bolt T3 style Max. Power Rating: 160kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: A big step in the right direction from both Nissan and Garrett. A truely nice turbocharger, complete with modern aerodynamics and ball bearing construction. It's a perfect choice to get the best from an internally stock, standard injector/management set-up. On a CA18 with a custom manifold, they are really good things. Cost: Reasonable, with some examples floating around the importers for as little as $400. You have to be quick thoughm as they tend to sell fairly quickly. Rating: Four out of five. Car of Origin: Nissan Skyline R33 GT25-T Engine: RB25DET Flange: Four bolt T3 style Max. Power Rating: Approximately 185kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: The big daddy of the range makes the RB25 turbocharger good for almost any mild six-cylinder application. Sparkling boost response in the low-rpm range and a reasonably hard-hitting top end make this the most common upgrade found on the RB20DET. It's highly recommended. Cost: Being very difficult to get hold of makes them highly variable in price. Sometimes about $700, sometimes more. Rating: Five out of five. Car of Origin: Nissan Gloria, 300ZX Engine: VG30DET Flange: Four-bolt T3 style Max. Power Rating: 190kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: Apparently, these are slightly larger in exhaust housing size than the RB25, but have a fractionally smaller and different trim compressor. Information on these is sketchy, but due to their almost unknown application they are easier to find than the RB25 roller. A good choice, particularly if you put the RB25 compressor and cover straight on. In excess of 200kW have been produced with this combination. Cost: Fractionally cheaper than the RB25 turbo and not as hard to get. They have been advertised at $650. Rating: Four out of five
GARRETT T25 They are from the small series of turbochargers specifically engineered for original-equipment small-capacity engines, have their roots in the ET Pulsar, and culminate in a 'twin' application on the 300ZX twin-turbo VG30DETT. In single form, they are not recommended for performance applications.
Car of Origin: Nissan S13 Silvia/180SX Engine: CA18DET Flange: Four-bolt; it fits most Nissan four-cylinder turbo engines Max. Power Rating: Approximately 130kW Max. Boost: 1.0bar (14.5psi) Cover Size: Exhaust 0.48 AR, compressor 0.49 AR Comments: A small and reasonably ineffiecient turbocharger that should only really be used as a straight fit for an existing CA18DET engine to replace a failed unit. It's not recommended as a bolt-on for a normally aspirated engine of more than 1600cc. Cost: Normally quite expensive, $450+ due to the replacement demand in the normal service industry for these turbocharger Rating: One out of five. Car of Origin: Nissan PS13 Silvia/180SX Engine: SR20DET Flange: Same as above Max. Power Rating: Approximately 160kW Max. Boost: 1.2bar (17.4psi) Cover Size: Exhaust 0.64 AR, compressor 0.60 AR Comments: Improved flowing version of the CA18DET turbo makes it a great straight-fit bolt-on to the CA series, but becomes borderline on even a lightly modified SR20 engine. That the S14 series of cars moved to using a bigger T28-style unit is testimony to this. Cost: Again, being a straight fit for all of the 2-litre turbo imports makes them an in-demand unit and pushes their cost through the roof. $550+ makes them expensive, but they are a great fit-up for a lightly tuned S13 CA18DET Rating: Two out of five.
GARRETT T28 The next size up from the T25, the T28 series of turbochargers are more serious items. They are used in twin form on the Nissan Skyline GT-R and singularly on the Pulsar GTi-R, S14 and S15 series Silva/200SX. They make a decent upgrade for the S13 series of cars when more than 150kW are reliably expected to be produced.
Car of Origin: Nissan S14 200SX pre-1996 Engine: SR20DET Flange: Four-bolt, same as the T25 series. Max. Power Rating: Approximately 170kW Max. Boost: 1.2bar (17.4psi) Cover Size: Exhaust 0.64 AR, compressor 0.60 AR Comments: The ultimate OE bolt-up to the S13 series of cars, the best part is that it bolts straight on. A good little all-round mid-range turbocharger that has proven itself to be extremely reliable in service. Cost: Expensive due to their fitment to an Australian-delivered car. Their price starts at $650 for a second-hand unit. Rating: Three out of five Car of Origin: Nissan S14 200SX post-1996, S15 Engine: SR20DET Flange: Four-bolt, the same as the T25 series Max. Power Rating: Approximately 170kW or slightly more Max. Boost: 1.2bar (17.4psi) Cover Size: Exhaust 0.64 AR, compressor 0.60 AR Comments: While the housing are the same as the earlier S14 turbocharger, the latter item has sophisticated Garrett ball-bearing internals, which guarantee a faster ramp-up to boost than the previous model. This is the pick of the T28 series. Cost: They're hard to find second hand due to the relative scarcity of the S14 black rocker cover engines. Normally, you are best off to buy these new from a turbo supplier. Rating: Four out of five Car of Origin: Nissan Skyline R32, R33 GT-R Engine: RB26DETT Flange: Four-bolt, the same as the T25 series Max. Power Rating: Approximately 150kW Max. Boost: 1.3bar (18.8psi) Cover Size: Exhaust 0.48 AR, compressor 0.60 AR Comments: They are really only good for use on stock GT-R engines due to their relatively small exhaust housing. For some reason, they seem to be able to handle more boost before turbine failure, but there are still plenty that have let go. Cost: Anything with a GT-R part number is expensive! Rating: Two out of five
GARRETT RB20/25 SERIES Even though many tuners refer to the RB20 and VG30 (single) turbochargers as being a T3, this is not the case. Being a Nissan-branded item and having only Nissan identification markings on them (no AR markings etc.) can make identification difficult. All of the ball-bearing turbos have a telltale 'fatter' centre core section, as well as a bolt through the centre housing, which looks as though it has an effect on the thrust bearing pre-load. Overall, these turbos are very good performers.
Car of Origin: Nissan Skyline R31 GTS Engine: RB20DET NICS (ribbed rocker cover) Flange: Four bolt T3 style Max. Power Rating: 140kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: A poor-performing turbocharger that was only used on a handful of engines by Nisan before being replaced with the newer technology ball-bearing units. Top-end power is far from good, and the actual response (boost-response time) is also quite poor. It's one to steer away from. Cost: Dirt-cheap, as they are not in any demand. They have been seen to be as low as $100. Rating: One out of five Car of Origin: Nissan Skyline R32 GTS-t Engine: RB20DET ECCS (silver rocker cover) Flange: Four bolt T3 style Max. Power Rating: 160kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: A big step in the right direction from both Nissan and Garrett. A truely nice turbocharger, complete with modern aerodynamics and ball bearing construction. It's a perfect choice to get the best from an internally stock, standard injector/management set-up. On a CA18 with a custom manifold, they are really good things. Cost: Reasonable, with some examples floating around the importers for as little as $400. You have to be quick thoughm as they tend to sell fairly quickly. Rating: Four out of five. Car of Origin: Nissan Skyline R33 GT25-T Engine: RB25DET Flange: Four bolt T3 style Max. Power Rating: Approximately 185kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: The big daddy of the range makes the RB25 turbocharger good for almost any mild six-cylinder application. Sparkling boost response in the low-rpm range and a reasonably hard-hitting top end make this the most common upgrade found on the RB20DET. It's highly recommended. Cost: Being very difficult to get hold of makes them highly variable in price. Sometimes about $700, sometimes more. Rating: Five out of five. Car of Origin: Nissan Gloria, 300ZX Engine: VG30DET Flange: Four-bolt T3 style Max. Power Rating: 190kW Max. Boost: 1.2bar (17.4psi) Cover Size: AR not identified Comments: Apparently, these are slightly larger in exhaust housing size than the RB25, but have a fractionally smaller and different trim compressor. Information on these is sketchy, but due to their almost unknown application they are easier to find than the RB25 roller. A good choice, particularly if you put the RB25 compressor and cover straight on. In excess of 200kW have been produced with this combination. Cost: Fractionally cheaper than the RB25 turbo and not as hard to get. They have been advertised at $650. Rating: Four out of five
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S13Sil-line
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