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Hey guys its time to sell my car its a

1992 180sx blacktop sr20det apexi power fc de jetro 230rwkw highmount turbo external waste gate 144,000km rego till November 50mm rear moulded widebody 20mm wide front with s15 from end conversion s15 rear brakes r33 handbrake, front mount intercooler other mods, 7.5k Ono minus headlights, may swap for a cheaper car with cash my way :)

please note wheels in the pic are not mine and are not for sale

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Happy to ship it :) or you hire a trailer and we can work out a deal I really need this gone got some bills to pay and don't want to part it as its perfect for a daily/ track car

Have priced this for a quick sale, one sold for 11k with a ca18det in it the other was a stock sr20 with all un painted panels which sold for 8k I think it's a extremely fair price for a quick/great car

0401882730

Would love a car for the wife something automatic ie s13/civic/interga/lancer/mirage with cash my way

  • 2 weeks later...
  • 1 month later...

nothing special for the asking price, has 4 stud front comes with a pair of 16s/15s and the rears are 5 stud which come with ford xr6 17" wheels

Edited by jet2nv
  • 2 weeks later...

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  • Latest Posts

    • @Haggerty this is your red flag. In MAP based ECU's the Manifold pressure X RPM calculation is how the engine knows it is actually...running/going through ANY load. You are confusing the term 'base map' with your base VE/Fuel table. When most people say 'base map' they mean the stock entire tune shipped with the ECU, hopefully aimed at a specific car/setup to use as a base for beginning to tune your specific car. Haltech has a lot of documentation (or at least they used to, I expect it to be better now). Read it voraciously.
    • I saw you mention this earlier and it raised a red flag, but I couldn't believe it was real. Yes, the vacuum signal should vary. It is the one and only load signal from the engine to the ECU, and it MUST vary. It is either not connected or is badly f**ked up in some way.
    • @Haggerty you still haven't answered my question.  Many things you are saying do not make sense for someone who can tune, yet I would not expect someone who cannot tune to be playing with the things in the ECU that you are.  This process would be a lot quicker to figure out if we can remove user error from the equation. 
    • If as it's stalling, the fuel pressure rises, it's saying there's less vacuum in the intake manifold. This is pretty typical of an engine that is slowing down.   While typically is agree it sounds fuel related, it really sounds fuel/air mixture related. Since the whole system has been refurbished, including injectors, pump, etc, it's likely we've altered how well the system is delivering fuel. If someone before you has messed with the IACV because it needed fiddling with as the fuel system was dieing out, we need to readjust it back. Getting things back to factory spec everywhere, is what's going to help the entire system. So if it idles at 400rpm with no IACV, that needs raising. Getting factory air flow back to normal will help us get everything back in spec, and likely help chase down any other issues. Back on IACV, if the base idle (no IACV plugged in) is too far out, it's a lot harder for the ECU to control idle. The IACV duty cycle causes non linear variations in reality. When I've tuned the idle valves in the past, you need to keep it in a relatively narrow window on aftermarket ecus to stop them doing wild dances. It also means if your base idle is too low, the valve needs to open too much, and then the smallest % change ends up being a huge variation.
    • I guess one thing that might be wrong is the manifold pressure.  It is a constant -5.9 and never moves even under 100% throttle and load.  I would expect it to atleast go to 0 correct?  It's doing this with the OEM MAP as well as the ECU vacuum sensor. When trying to tune the base map under load the crosshairs only climb vertically with RPM, but always in the -5.9 column.
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