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drives at full power when still in the warm up map, loses most of its power when warm. my guess is the knock sensors. it's about as fast as the ca18det, but power hits at 2000rpm and keeps coming relentlessly, we're the ca18det did nothing below 4000rpm and had bugger all torque.

IT'S REGISTERED..............AND RUNNING IN THE KNOCK MAP , NISS TUNE IT IS!!!!!!!!!! going to get the knock map changed to the same map as the primary. and the best thing is the sound, sounds like a tuned old school v8.

180sx is now blue slipped, engineered and green slipped, just gotta register it tomorrow. got to drive it back from castle hill though. lots response, doesn't seem to have as much top end as expected though. That has me worried, hope the VVT's working properly.

update time... the 180 has passed engineering, just waiting for the certificate so we can get the blue slip then REGO TIME!!! looks like next week is the go. i'm still thinking about what wheels to put on it. so far i'm thinking watanabes 17*8 at front and 17*9 in rear, going to do some experiments with some 18 inch gtr wheels to get the offset right. i've had watanabes on the car before at a crazy +6 offset and they fitted well, so hopefully i can get some dish!

"CA180" on a VH45DE 180sx........maybe a little deceptive.

Just buy a v spec and put a v spec 2 bonnet on it....

Signed!!

get in line!

I love the 2-way, had it for years. my dilemma is trying to replace it with something close to it but legal. technically according to the ADR's and VSI's it is legal it's a clutch packed LSD and does allow for free independent wheel spinning but only under neutral throttle conditions or if you've got your foot on the clutch. But an engineer assesses a car as a package and with that diff has deemed it dangerous because it shudders the axle and rear wheels under low speeds and doesn't allow for smooth driving in low speed conditions because of the high initial torque in tomei T-trax LSDs it doesn't smoothly engage the diff . Anyway until i work something out I replaced it with a stock one out of an s14, a viscous 4.11. I've been told the engineer is looking at the car again next week (for hopefully the last time).

engineer had his inspection, pretty good. wants me to replace the radius rods and rear upper A arms because their rose jointed, a padded steering wheel, get rid of the tomei t-trax locker diff and a few other little things. what does everyone think i should do about the diff?

it won't for the time being it's going to left stock for a month or two until we work any bugs that arise, then I'll start getting it tuned. hopefully it's ready this coming week, fingers crossed.

oh, so it traps oil in the accumulator by the electronic valve when you shut off the engine it closes and opens it when you start the car. no noisy lifters on start up! that's a pretty awesome idea, it's almost all the benefits of a dry sump but with out the problem and cost of fitting it. i might have to think about putting one in myself. won't have to worry about track so much any more.

i noticed this when mark at MRC pulled my sump off, I was surprised at how close the pickup is in a standard sump let alone a modified one. Mark has got a new pickup for his that has raised studs in the corners, so if the pickup ends up hard against the sump it will still have enough room. just looked at the Accusump website, that's pretty in-genius using a common hydraulic system accessory in car oil systems. guessing it works like an accumulator pre-charged or sprung to a certain pressure so if the system pressure drops below the accumulator pressure it starts feeding the engine intravenously. how do you stop the sump from over-filling on shutdown when the Accusump feeds the engine or is not enough oil to worry about it?

that sucks, i had similar problem when i got the engine we noticed a small dint in the sump and didn't think of it. turned out that the sump was hard up against the oil pick up which explains the noisy engine, couldn't tighten the timing chain and and lifters such good thing we didn't drive. all fine now purrs like a kitten( on crack). we didn't have modify mine GTRsean moved the engine mount slightly forward to clear the standard sump, the payoff was that the standard CA18 gearbox mount bolt straight on to the 300sx box, and has made the engineers slightly easier. how you going to fix the oil surge?

I'll be happy with about 230-240kw don't want really rev it too hard, it's primarily a street car. I'm planning on buying a second engine so i can build right over a good amount time with out the car being off the road. I will do the usual's: cams, rod bolts, head studs, valve springs, see if i can get reducers for the pulley's, new intake manifold and another things that i come across. but all that's in the distant future at the moment not going to worry about that until the stock engine is on the road and given it some time to iron out the kinks. i probably just get it tuned in the mean time and hope for about 200kw that will suit me, these damn engines make a big bulk of torque at 2000rpm because of the VVT and make the same max torque as my 98 VT series one 5L SS commodore (400nm according to Nissan), hence why it needs to get like a 3.9 ratio diff to make use of it, because lets face it, it not going to live at a drag strip or race track and a diff ratio too short is bad for circuit racing anyway (well one as high my CA18 4.363 diff anyway).

oil surge? why's that, did you modify the sump or something when installed the engine?

yeah mark put me on to them, not to keen on re-grinds seems to dodgy to me welding on more metal and all. I was going ask about re-grinds to see if there reliable or not. would love bigger cams since I'm keeping mine N/A. i'm gunning for approximately 230-240kw at the wheels, mark said it did 190kw few days ago with a stock ECU and a good exhaust, so hopefully a tune and cams will get me there in the future. going run it for a while stock though and iron out the bugs, then I'll start to think about cams and such.

here"s some pics of the astra power steering pump installed and the front sway bar