Morris Oxford random pics

In the UK and India

Nissan 200 SX works info

Nissan 200SX parts catalogue

This catalogue only outlines the parts for the S13 models. The part numbers are common to trade specific suppliers and are generally considered a "Trade Accepted" part number. Regardless of what company you prefer to purchase your parts from, they can use the part numbers given and cross reference them to a number that is valid for their system. The manufacturer of the specific part number listed is also given. This is done so even if the part number is not something they know they can source it from the specified supplier or at least inform you of where you may be able to source the parts.
AAAAAAThe source of the information in this book has been collected and catalogued from current and out-of-date trade parts catalogues. The parts are normally common to other vehicles available in Australia even though they are not of the S13 model range. Some manufacturers have however actually added a spare parts range to their existing catalogue. The demand for parts and the ever increasing quantity of these cars, and other imports, necessitates the need for parts catalogues and parts to be included in trade catalogues. As more parts and trade specific part numbers become available, the catalogue will be updated and increased.
AAAAAAThis catalogue has an interactive contents table. Simply click on the section you wish to find parts for and you will be presented with the complete current listing.
This is a
DrifTechnics
Publication.
Produced specially for the S13AU website.
Author :- Ken Moyle (Drift_Warrior)
Print Version 1.00A ... 2/July/2006


Engine
Section Area Model Part Particulars Trade Part # Brand Notes
Engine Sensor All S13 Coolant Temp Sensor 25080 89903 Nissan Genuine Engine Temperature Sensor (1)
Engine Bearings CA18 Conrod Big-end Bearings 4B1630 ACL Available in different oversizes as shown in note (2)
Engine Bearings CA18 Crankshaft Main Bearings 5M1634 ACL Available in different oversizes as shown in note (2)
Engine Bearings CA18 Timing Belt Idler 30BD219DWAX NSK Complete Bearing Assembly
Engine Bearings CA18 Timing Belt Tensioner 35BD219DWAX NSK Complete Bearing Assembly
Engine Belts CA18 Cam Timing Belt T137 Gates Timing Belt
Engine Belts CA18 Cam Timing Belt Kit VKMA92101 Gates Complete Timing Belt Kit (3)
Engine Cooling CA18 Water Pump QCP1170 Quiton Hazell (QH) Complete Replacement Pump
Engine Cooling CA18 Thermostat QTO14A Quiton Hazell (QH)
Engine Cooling CA18 Thermostat Housing QWO50028 Quiton Hazell (QH)


Engine Cooling CA18 Radiator Cap Q560-90 Quinton Hazell (QH) Recovery Type
Engine Gaskets CA18 Full Gasket Set GS050 ACL Complete Engine Gasket Set (4)
Engine Gaskets CA18 VRS Gasket Set DS050F ACL Complete VRS Gasket Set (5)
Engine Gaskets CA18 Cylinder Head Gasket BS050S Gas Miser Cylinder Head Gasket Only
Engine Gaskets CA18 Full Gasket Set GS050S Gas Miser Complete Engine Gasket Set (4)
Engine Gaskets CA18 VRS Gasket Set DS050S Gas Miser Comple VRS Gasket Set (5)
Engine Gaskets CA18 Oil Pan Set HC459 Gas Miser Complete Oil Pan Gasket Set including end seals
Engine Gaskets CA18 Exhaust Manifold Set JC788 Gas Misaer Gaskets for manifold to cylinder head mounting point
Engine Gaskets CA18 Valve Cover JN653 & JN654 Gas Miser Requires one of each as the two cam covers are different
Engine Gaskets CA18 Valve Stem Seals PA874 Gas Miser Requires two sets. One for each side (Exh & In)
Engine Gaskets CA18 Water Pump Gasket KA664 Gas Miser Water pump to Engine Block gasket
Engine Gaskets CA18 Thermostat Housing Gasket QGK2XA Quinton Hazell
Engine Gaskets CA18 Inlet Manifold Gasket 14034 D5710 Nissan Power Valve block to Cylinder Head (6)


Engine Gaskets CA18 Inlet Manifold Gasket 14035 D5711 Nissan Power Valve block to Plenum Chanber (6)
Engine Hoses CA18 Upper Radiator Hose 21501 35F10 Nissan (7)
Engine Hoses CA18 Lower Radiator Hose 21503 35F00 Nissan (7)
Engine Hoses SR20 Upper Radiator Hose 21501 52F00 Nissan (7)
Engine Hoses SR20 Lower Radiator Hose 21502 52F00 Nissan (7)
Engine Seals CA18 Front Crankshaft Seal G00084 Gas Miser
Engine Seals CA18 Rear Main Mearing Seal G01259 Gas Miser
Engine Seals CA18 Camshaft Seals G00084 Gas Miser Requires one per camshaft
Engine Misc CA18 Cylinder Head Bolts HBS148 Gas Miser Complete set of Cylinder Head Bolts

THANK YOU

A BIG thank you to Blogger for their user friendly layout...we moved here after some hair pulling at evomode.blog.com

THANK YOU

TOYOTA MR2

Toyota MR2

Some evolution pictures of the very clean and classy EVOMODE MR2.
Normally aspirated, mid-engine road toy.

Exterior: All stock with smoothed out ‘east coast’ flavour, racing alloys, tyres.

Interior: Company spec.

One sweet machine…sweet to handle, sweet to ‘z’ eyes!

Cheers

Nadeem

Black & white SX

"CLEAN"

More Pics 200 SX

enjoy...

Random pics NISSAN 200SX

Red SX with wide body is the Vertex Ridge kit I am contemplating...Jacquemond pic is self explanatory.

Cheers

Nadeem

DRIFT KING

Nissan 200 SX

RS 13 Nissan 200 SX running the bullet proof CA 18 DET engine bone stock except for a swapped big Hitachi turbo from a rotary RX7 for bigger boost.


Renowned as the DK (drift king) world over this is the only known SX in India with the iron block CA18.

Target:

EVOMODE works on evolving this pedigreed beast into a more refined and reliable turbo’d drift machine.
Reliable 300-340 bhp at the wheels, forged pistons, massaged engine, faster spooling turbo maybe ‘disco potato’ or TD04 Garrett, big intercooler, reworked plumbing, suspension & electronics.

The car is getting the full treatment as you read and should be done soon.

Interior: Custom leather on the cards.

Exterior: Wide body kit mostly the ‘Vertex Ridge’ kit…also considering – kind of – the wide body kit from ‘Jacquemond.’

Top-of-line wheels & tyres

ICE: we’ll see.

This should be one juicy ride…mmm!

Cheers

Nadeem

Some CELICA History / Pedigree

Oh, those Germans, part 3 - a Bavarian Jap 22 December 2007
Posted by grandprixinsider in Formula 1.
trackback
A couple of months ago I started a series of posts looking back at Germany’s national top series DRM for Group 5 cars. With a rather tumulteous F1 season finally behind us there is time for the closing to chapters on events 30 years ago. Staring today’s episode: Harald Ertl and the surprising appearance of a Schnitzer developed Toyota Celica.
German tuning company Schnitzer wasn’t to happy to see their long time partner BMW come fishing at their pond with the brand new aspirated 320s. In the Schnitzer brothers’ typical manner they first gave the works car a hard time with their supercharged old style BMW 2002 1.4.And around mid-season they schocked the establishment with their own development, a Group 5 Toyota Celica 2.1 Turbo to compete against the Porsche 935s in the Division 1 of the German national championship, also known as the DRM, based on the road-going Celica Hatchback 2000 GT model.


Applying Group 5 regulations, only the bonnet, roof, doors and rail panel were left unmodified. The rest of the body was re-styled and constructed from lightweight GRIP (glass fibre reinforced plastic). To power the Gr 5 racer, Schnitzer used the Toyota 18R type G engine, bored out to 2.090cc and equipped with their own specially developed 16 valve cylinder head and coupled with a Kugelfischer fuel injection system. Oompf came from a KKK Turbo charger, producing an impressive 560 bhp in race trim, nearer to 700bhp with qualifying boost.
The Schnitzer-Toyota debuted in a DRM-round held a preliminary race of the of the German F1 Grand Prix at Hockenheim on July 30th 1977. Developed entirely by Schnitzer with sponsoring coming from Toyota Germany and optical Rodenstock, the car was instantly quick in the hands of Harald Ertl but was forced to retire on lap 4.

Schnitzer entered the Celica in two more DRM rounds that year. At Zolder in August it retired early again but at the Nürburgring in October a first promissing result: Ertl misses out the podium narrowly and finishes 4th in overall behind three of the mighty Porsche 935 armada. Its first victory came on the 16th of October at the non-championship race ADAC Trophy in Zolder ending the season on a high note and with high expectations for 1978.

TOYOTA CELICA RA 40

1970 USA spec car stock stats -
Engine: 18R , 2ltr. SOHC, downdraft Mikuni carb.
Transmission: 4AT

Target – 150 – 165 bhp

RWD Toyota Celica evolution as a normally aspirated drift machine.
Engine: 18R is slated for the full treatment by the guys at FRK, port and massage.
Carb to be replaced by twin Webbers.
Transmission: the auto box will make way for a 5 speed manual.
Intake & exhaust: FRK free flow customization
Suspension: FRK Racing or TEIN

Interior: Bare-bones racing, roll cage, racing buckets & wheel
Exterior: Retro Banzai

Should be fun

Cheers

Nadeem



DATA
1968cc 18R engine.
Most data copied from Toyota's "18R Engine Repair Manual", 1983.
The 18R engine is an overhead cam, overhead valve engine with 4 inline cylinders.
The block is cast iron and the cylnder head is usually cast iron.
Twincam versions (18R-G, 18R-GU, 18R-GEU) use twin overhead cams in an alloy head.
All twincam versions of the 18R can use unleaded fuel because all alloy heads have hardened valve seats.
The single cam versions without hardened valve seats (18R, 18R-B) should use leaded fuel.
The single cam versions with hardened valve seats (18R-U, 18R-C) can use unleaded fuel.
Gaskets can be shared between all versions (twincam can use gasket goop around timing cover).
Inlet and exhaust manifolds are different for single and twin cam versions.
Many parts are interchangeable with other R series engines.
The twincam head is not compatible with the 20R or 22R block.
Most cars with any R series engine can accept the 18R.
All cars with any 18R can accept the twincam versions.
The twincam has a unique exhaust.
All other 18R variants can share heads and exhausts.
Most versions use the same data except for timing.
The 18R-G, 18R-GR and 18R-GU use twin Mikuni Solex sidedraft PPH40's with the same bolt pattern as Weber DCOE's.
The 18R-GEU EFI system can be bolted to the other 18R twincam heads.
The 18R-GEU can be converted to carbs by using the manifold and carbs from the other 18R twincams.
Early 18R twincam heads had small valves with large cams.
Over time the valves grew larger and the cams grew milder.
All 18R twincam heads can be interchanged.
All 18R twincam cams can be interchanged.
The twincam and single cam blocks are identical except for the oil dipstick hole.
Both blocks have bosses for the dip stick on both sides.
Single cam has a hole drilled in the boss on the exhaust side for the dip stick.
Twincam has a hole drilled in the boss on the dizzy side for the dip stick.
The twincam and single cam cranks are identical.
The twincam can use the single cam oil filter mount after it has been shortened to except a Z386 oil filter.
The twin carb 18R-B is identical to the single carb model (18R, 18R-C) except for the manifold and the twin carbs.
The 18R-B carbs are identical to the 18R and 18R-C carbs except for the jetting.
The twincam and single cam distributors have different bodies but the internals can be interchanged.
You can upgrade to electronic ignition by using the distributor internals from any R or T series engine with EI
(eg 18R-GU, 18R-GEU, 18R-EU, 2T-GEU, 3T-EU, 13T-EU).
You also need the corresponding ignitor module.
Note: early model EI has an external ignitor bolted to the coil and later model EI has the ignitor inside the distributor.
Both types can be used on any R or T series engine.
The 8R is almost identical to the 18R except for the bore and stroke.
The 10-R is identical to the 8R-G.
An 8R head on an 18R block raises the compression for more power.
It has been reported that 12R oil pan fits the 18R, making it easier to replace a 12R with an 18R.
Maybe somebody can try a 12R head on an 18R block.
The 12R directly replaced the almost identical 4R and 9R.
The 9R was a 4R with a twincam head.
It is not known how much the 9R twincam shares with the 18R-G twincam.
I suspect the 16R is also the same as the 18R apart from bore and stroke.
The 16R shares the same head gasket as the 18R-C, so a 16R head can probably
be used on an 18R block to raise compression.
It may also be possible to put an 18R-G twincam head onto an 1800cc 16R block.
Engine Difference from 18R
18R-C uses PCV and charcoal cannister for low emmisions
18R-E EFI
18R-U uses TTC-C for low emmisions
18R-G twin overhead camshafts, twin sidedraft carbs, 9.7 CR
18R-GR twin overhead camshafts, twin sidedraft carbs, low compression for regular fuel
18R-GU twin overhead camshafts, twin sidedraft carbs and TTC-C
18R-GEU twin overhead camshafts, EFI and TTC-C
8R, 10R Different bore and stroke but head is interchangeable with 18R
Common settings
Bore x Stroke 88.5x80mm
Displacement 1968cc
Inlet valve clearance - hot 0.20mm (0.008")
Exhaust valve clearance - hot 0.36mm (0.014")
Timing 18R 10° BTDC at 600rpm
Timing 18R-C auto 5° BTDC at 650rpm
Timing 18R-C manual 5° BTDC at 750rpm
Timing 18R-E 10° BTDC at 850rpm
Timing 18R-G(R) auto 5° BTDC at 1000rpm
Timing 16R manual 7° BTDC at 700rpm
Timing 16R auto 7° BTDC at 750rpm
Timing 16R-B 10° BTDC at 800rpm
Firing order 1-3-4-2
Idle speed 750 ± 50 rpm
Fast idle speed 2600 ± 200 rpm
Manifold vacuum at idle 420mm Hg (16.5" Hg)
Compression - standard 11.5kg/cm² (163.1psi)
Compression - minimum 9.0kg/cm² (127.8psi)
Compression - max difference between cylinders 1.0kg/cm² (14.2psi)
Spark plug 18R Denso W20EP, NGK BP6ES
Spark plug 18R-G(R) Denso W20EX, NGK BP6EZ
Spark plug gap 18R 0.7mm-0.8mm (-0.03")
Spark plug gap 18R-G(R) 0.9mm-1.0mm
Max spark plug lead resistance 25kOhm
Distributor heel gap 0.45mm
Distributor damping spring gap 0.1-0.4mm (0.004"-0.168")
Dwell angle 50°-54°
Dwell variation 3°
Ignition timing 7° BTDC/750±50rpm
Torque settings - 18R-G
Cylinder head 7.2-8.8kgm (52.1-63.7ftlb)
Camshaft bearing cap 1.6-2.2kgm (12-15ftlb)
Camshaft timing gear 7.0-8.0kgm (50.6-57.9ftlb)
Camshaft drive gear 6.0-7.0kgm (43.4-50.6ftlb)
Intake manifold 1.0-1.6kgm (7.2-11.6ftlb)
Exhaust manifold 3.5-4.5kgm (25.3-32.6ftlb)
Crankshaft bearing cap 10.0-11.0kgm (72.3-79.6ftlb)
Connecting rod cap 6.4-7.0kgm (46.3-50.6ftlb)
Oil pan 1.0-1.6kgm (8-12ftlb)
Crankshaft pulley 8.2-8.8kgm (59.3-63.7ftlb)

Lil Old Lady

Morris Oxford series 11 / Landmaster [Hindustan]

1954 Landmaster retrofitted with Isuzu sealed diesel, 5 speed tranny, Super King A/C.
All new suspension and brake system.
Exterior and interior remains stock except for the custom nose to accommodate the A/C condenser.
Car retains old world charm but is intended as a daily driver for warm Bangalore climate…hence the A/C.
Car sports custom two-tone exterior in a red hued blue-black-grey, and muted champagne-silver. Semaphores are retained.
Interior upholstered in light grey, matching wheel.

Piaggio Vespa

1970 Vespa with original 150cc motor customized as a pair to the Landmaster, sporting same colour scheme with stylized elements.
Engine / chassis overhauled and refitted bolt by bolt.

Both look and run as new.

Cheers

Nadeem

EP 82 Toyota Starlet Gi

‘It’s Japan’s version of the Fiesta RS Turbo really,’ says Chi-Wang Kwan, a huge

grin plastered over his face. ‘But nobody knows what it is.’

(http://www.chpltd.com/japanese_performance/starlet.html)

This is, indeed, true. In standard form, the Toyota Starlet Turbo is one of the

most discreet machines on the road. Unlike the fast Fords, or its other brother in

spirit, the Renault 5 GT Turbo, it looks like something a district nurse might drive.

But under the bonnet lurks enough fire-power to make it an extremely rude motor

car.

The bad-boy Starlet has been around since 1987, when it was a rather more boxy

affair than the car you see here. Encrusted with a body kit which gained no points

for subtlety, it packed a 1295cc, single-cam, 12-valve four-pot of unusual

violence. Thanks to an inte-rcooled turbocharger, it treated psychotic Tokyo

commuters to 111bhp to shift its bantam 790kg weight. You had to wring

6000rpm out of it first, though. Peak torque of 111lb ft arrived much sooner, at

just 3600rpm.

Between 1990 and 1995, at which point it gained a touch more weight and

became more noticeably sporting in style, the Starlet GT Turbo enjoyed its best

incarnation and its halcyon days. The astoundingly bland styling concealed a

1331cc, 16-valve twin-cam four-pot. The inter-cooled turbo was present and

correct, and gave it 133bhp at an eye-watering 6400rpm. Heavy-hitting torque

was still available at around-town revs, and the weight had only crept up to

830kg. Sixty mph? You’ll be there in 6.9 seconds, sir. And if you like to live on the

edge you can get it to 130mph.

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2.0 Factory Specifications

Car Toyota Starlet GT Turbo

Engine 4E-FTE L4 1331cc EFI DOHC 16valve

Aspiration Toyota ct-9 Turbocharger (CT-9A)

Output 133hp @ 6400rpm (100kw @6400rpm)

Torque 16.0kgm @ 4800rpm (157Nm @

4800rpm)

0-100 km/h (0- 60 mph) 6.9 Seconds

Redline 7200 rpm

Boost Settings (Dual-mode Turbo) 0.40bar (@6psi) @ LO setting - 0.65bar

(@9.5psi) @ HI setting

Dry Weight 830 kg

Transmission/ Axle C52 -522

LSD C52 -523

Compression Ratio 8.2:1

Bore & Stroke 74 x 77.4

Injectors 4 x 295cc/min

Turbo Model CT-9

Factory Boost 0.40bar(5psi)Lo - 0.65bar(9psi)Hi

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All text/images including any related copyrights in this document belong to their respective owner.

3.0 Service/Maintenance Guide

Engine Oil Castrol Formula R Synthetic 10W-60 : 5000km

intervals

Oil Filter TRD (Toyota Race Development) Sports oil

filter : 5000km intervals - Product code #

90915-SP000

Transmission Fluid/ Oil Castrol Syntrax 75W/90 Synthetic Manual

transmission fluid : 10000km intervals

Brake and Clutch Fluid Castrol Super Disc DOT 5.1 Brake fluid :

2000km / annual intervals

Fuel Filter OEM (Toyota) standard replacement part #

23300- 19245 : 10000km intervals

Air Filter Element OEM Toyota (# 17801 - 11050) : Replace with

K&N OEM re-usable Replacement product # 33-

2634 (if you dont want pod modification) : at

20000km intervals - K&N re-usable pod filter

(filtercharge option) Product # FC-0183 Clean

ever 20000km with K&N cleaning kit product #

99-5000

Turbocharger Oil Feed Pipe Clean out at 10000km intervals

Engine Coolant (Radiator) Castrol Engine Coolant : Replace at 10000km

intervals

SparkPlugs and Leads NGK "BKR-6EP" Laser Platinum plugs -

Magnecor 48326 8mm Leads : Check / replace

plugs at 10000km intervals

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EP 82 TOYOTA STARLET Gi

The Gi is a hi-compression model developed by TRD for the N1 track series running domed pistons and altered gear ratios with a 7000+ redline.

EVOMODE notes the first stage evolution of the car with a stock Gi being fitted with custom headers from FRK Racing leading to a free flow exhaust system. Suspension has also been worked upon by the guys at FRK. The stock air filter has been replaced by a HKS mushroom filter.

Interiors are in custom black perforated leather with red trim & matching wheel. 3M tints right round.

ICE is seen to by a Kenwood CD/VCD player, Sony Explod amp, custom sub-woofer and Blaupunkt ovals.

Racing alloys & new tyres.

Exterior is rally theme.

Stage 2 is in the pipeline with ‘Wickedep Racing’ offering EVOMODE a choice of two turbo kits rated at

Exterior light weight mods are also being considered – will include carbon doors, bonnet, fenders, front & rear bumpers and hatch.

Will keep updating. [IA]

Cheers

Nadeem