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Nissan 240SX / 200SX S13 / S14
Power hp
Torque Nm
Displacement L
Layout
Swap overview with verified parts, part numbers and sources.
SR20DET in Nissan S13/S14.
Documented from 41 recorded sources: 7 of the ten mandatory blocks are carried by two independent publishers, 2 remain open, 1 does not apply. Internal confidence 70%.
DISPUTED: the power figure of the European SR20DET is stated differently by the sources found. Two data sheets agree on 200 hp: auto-data.net lists the European 200 SX (S14) 2.0 i 16V Turbo at "200 Hp @ 6400 rpm" and "265 Nm @ 4800 rpm" from 1998 cm3, and the German motoring magazine auto-motor-und-sport gives the same car as "147 kW/200 PS" from "1.998 cm3", four cylinders, "1.350 kg (leer)". Against that, a German forum thread states that the German 200SX had the SR20DET with 180 PS and that the Japanese Silvia K version had 20 hp more at 200 PS through different engine management programming. The two positions cannot both be right for the same car. On the source hierarchy the two data sheets (tier 6, 'other' - published technical data pages) outrank the forum post (tier 5 in kind but a single unattributed statement), and the 200 hp figure is the one carried into every other field. The forum figure is recorded here rather than dropped, because if it refers to an earlier European car it would mean the S13 and S14 SR20DET were not tuned alike - a distinction nobody in this run confirmed or ruled out. What is not disputed: 1998 cm3, four cylinders in line, DOHC 16 valves, turbocharged, longitudinal, rear-wheel drive, kerb weight of the donor car 1,350 kg.
Status: DISPUTED · Confidence 55%
Turbocharged in every variant relevant here - the SR20DET is a factory turbo engine, listed by the data sheets as "2.0 i 16V Turbo" with 200 hp at 6,400 rpm and 265 Nm at 4,800 rpm in European S14 form, and confirmed for the German market at 147 kW/2
The donor supplies far more than the engine. Every source that lists parts asks for engine, gearbox, engine loom and ECU as one lot - one vendor guide puts it as "engine harness and ECU (buy the engine with them - sourcing later costs more)". Which donor generation is chosen decides the rest of the work. From an S14 or S14a the S13 gearbox crossmember and propshaft fit straight on. From an S15 they do not: the six-speed box has different output splines and no speed sender. From an S14a the immobiliser comes along and the donor must be kept together as a set, because IMMU box, ECU and key are synchronised to each other. For a European S13 the guide additionally has the builder keep specific CA18 parts off the old engine rather than scrap them - the CA18 temperature sender, the CA18 speed sensor and the CA18 gearbox harness are all carried over onto the SR20. In North America the equivalent carry-over parts come off the KA: the KA engine mounts, the KA clutch slave cylinder, the KA speed sensor (because "the SR speed sensor reads in kilometers") and the KA temperature sender.
Buy the donor as a complete lot - engine, gearbox, engine loom and ECU together - and for an S14a donor add the key, the antenna amp and the NATS IMMU box from that same car, because the three are synchronised to each other and to the ECU. Keep from the recipient car, before the old engine goes: the gearbox harness, the speed sensor and the coolant temperature sender (the CA18 parts in Europe, the KA parts in North America), plus in North America the engine mounts and the clutch slave cylinder. Plan to buy new or fabricate: charge piping and intercooler mounting, a downpipe or an adapter to the existing exhaust, and either a swap loom or the time to splice the factory one - a one-piece swap harness with interface harness costs 799.00 USD as of 25 July 2026. For a 1989-1990 SOHC US car add a 1991-1994 DOHC instrument cluster; for a European S13 add a 33 kOhm resistor in the rev counter signal instead. For an S15 six-speed donor add the front yoke of the S15 propshaft transferred onto the S13 shaft, plus an aftermarket speed signal converter and an ABS-equipped differential.
Status: VERIFIED · Confidence 82%
This is the easiest part of the whole job and three publishers say so independently. The European guide states "The SR will fit straight onto S13 or S14 engine mounts", and recommends loosening the mounts on their slots first, seating the engine driver's side first and then the passenger side, and tightening afterwards. A US build report describes the swap as "all bolt on and drop in, meaning the motor/tranny mounts are all the same for S13, S14 and S15". A second US report is more specific about the direction of the carry-over: "Install the KA engine mounts to the SR engine", then "Bolt the engine mounts to the frame (as before, two mounts)". A European vendor sells one solid polyurethane mount pair listed as fitting "240SX S13 S14 SR20DET KA24DE CA18DET" alike, which is the same statement from the parts side. No source describes cutting, welding or a new crossmember, and no source mentions a tilt angle or a clearance problem at the bulkhead.
No source found in this run reports a clearance conflict between the SR20DET sump and the S13 crossmember or steering rack - and none confirms the absence of one either. What is documented is the opposite end of the question, namely oil supply under load. A road-racing forum reports the plain case first: "Installed SR20DET with stock oil pan, 2003, no problems." The same thread is a catalogue of sealing failures with aftermarket pans: a Tomei steel pan that "COULD NOT get it to seal against the flange on the upper pan despite trying 4 times", and a Moroso sheetmetal pan that leaked around the bolt holes, its rear flange bowing down by roughly 3/64 inch at the centre bolt hole. The reason is given in the same thread: "The stock pan and the Freddy pan have a groove around the flange, presumably to help hold the RTV where it belongs. These pans did not leak. The Tomei and Moroso have no such groove." On the supply side, an oversized pan sold for exactly this chassis family holds "approximately 600cc more than OEM sump pan" and adds a "NEW Viton one way flap to help and maintain oil level for pickup, prevent oil starvation under extreme cornering" - which names oil starvation in fast corners as the problem the standard pan has. The European guide touches the oil system only in passing, advising to slacken the oil filter before installation and to "Swap over the temp sender on the SR for the for the CA one, same thread will fit straight in".
The donor gearbox comes with the engine and bolts into the recipient chassis without adaptation, provided the donor is an S13, S14 or S14a. The European guide states "the s13 gearbox cross-member and propshaft fit straight on for S14 and S14a SR20 gearboxes", and a US build report puts the same thing more broadly: "the motor/tranny mounts are all the same for S13, S14 and S15". The S15 six-speed is the exception on the output side, not the input side - "S15 6-speed box has different output splines to the S13 propshaft". Two carry-over details recur in every source: the recipient car's speed sensor has to go into the donor gearbox ("The Speed Sensor from the S13 Tranny must be used since the S14 will not read the right speed"), and the plug ends differ between generations - "The S14 SR tranny plug ends will need to changed over to the S13 plug ends or vice versa." Whether the recipient car's own KA24DE or CA18DET gearbox can be bolted to the SR20DET instead was not established in this run; three sources that appeared to address it were unreachable.
No new part is needed for an S13, S14 or S14a donor gearbox: the European guide states that "the s13 gearbox cross-member and propshaft fit straight on", and a US build report confirms from the other direction that "the motor/tranny mounts are all the same for S13, S14 and S15". A second US report describes the sequence at the back of the box - "Connect the driveshaft to the rear of the transmission. Install the driveshaft bracket and the rear transmission mount." No source names a torque figure, a mount part number or a material, and none describes a modification to the tunnel or the crossmember.
Status: VERIFIED · Confidence 80%
No reliable combination-specific information found on shifter, selector linkage, tunnel opening and lever position in this combination.
Status: OPEN
Thin, and only from the recipient side. A US build report has the builder "Replace the clutch slave cylinder with the KA slave cylinder", the stated reason being that the donor's own hydraulics were dried out after standing. A US vendor guide lists a "clutch line adapter" among "the small stuff" needed for the swap. From the automatic-to-manual direction, a forum thread confirms that the manual conversion parts are bought as a set - "an Automatic SR20DET and a Manual SR20DET transmission/Flywheel/Bolts/Clutch". Nothing was found on clutch disc diameter, on the flywheel, on whether the clutch is push or pull type, on the master cylinder or on pedal travel.
Status: SUPPORTED · Confidence 56%
No combination-specific automatic transmission solution documented.
Status: NOT_APPLICABLE
No combination-specific automatic transmission solution documented.
Status: NOT_APPLICABLE
No combination-specific automatic transmission solution documented.
Status: NOT_APPLICABLE
No combination-specific automatic transmission solution documented.
Status: NOT_APPLICABLE
No combination-specific automatic transmission solution documented.
Status: NOT_APPLICABLE
The propshaft is carried over unchanged in both markets, with one exception. In Europe the guide states plainly that the S13 propshaft "fit[s] straight on for S14 and S14a SR20 gearboxes". In North America a build report says "The stock KA drive shaft fit fine, however I had to remove the tranny dust cover in order to push it all the way into the tranny" - the one recorded fitting problem in this whole area, and a small one. The exception is the S15 six-speed donor: "S15 6-speed box has different output splines to the S13 propshaft, so get the front yoke of the S15 propshaft transferred over to the S13." No source gives a length, a tube diameter, a centre bearing part or a balancing requirement.
The differential is a chassis question here, not an engine question, and no source ties a particular unit to the SR20DET. The factory 240SX has an open differential; a viscous LSD was fitted to SE models with ABS or HICAS and to the S14 five-stud cars, is identified by "an orange sticker above the fill hole", and "Canadian 240's also have VLSD (all of them)". Donor units that fit come from the Infiniti J30 from 1995 with a 3.96 final drive and "No mods needed (3.96)", from the Infiniti M30 and Q45 with "No mods needed", and from the naturally aspirated 300ZX from 1990 which "Needs new output flanges (4.08)"; the turbo 300ZX unit is explicitly warned against because "it's got different gear ratio's in it and it will really slow your car down (3.86)". The mechanical catch is the output flanges - the 240SX uses "3 sets of 2" where the 300ZX uses a "'5 star' flange" - and S13 owners additionally need "a new differential cover gasket and swap the rear cover" because the bolt pattern differs. One swap-specific requirement does exist and only for the S15 six-speed donor: because that gearbox has no speed sender, the European guide instructs "If your S13 is pre-ABS, then get a rear diff with an ABS sensor (can be from any 200sx or Silvia with ABS)" to feed the frequency converter that drives the speedometer.
Status: SUPPORTED · Confidence 62%
Two publishers, and the concrete instruction comes from only one. The European guide gives a warning in capitals about the direction of flow: "IMPORTANT. Check you have the fuel pipes on the correct way. The intake pipe (the one from the filter) should go to the hard pipe that passes under the plenum and straight into the injector rail." The same guide notes a detail carried over from the donor: "There was a little restrictor in the fuel return on the s14a parts I got, so I put it back in the fuel return on the SR20." A US vendor guide lists a "fuel pump upgrade" among the essentials of the swap without naming a pump, a flow rate or a power level at which it becomes necessary. Nothing was found on injector sizing, on the fuel pressure regulator, on the tank, on line diameters or on whether the recipient chassis already has a return line.
Status: SUPPORTED · Confidence 60%
Two publishers, both direct, and both name the radiator inlet as the first hurdle. A US build report states "An SR20 rad is needed cuz of the different inlet location on the SR vs. KA, otherwise you will need to make a crossover tube", and warns that "SR's like to run hot especially when they are running on a stock KA rad". The European guide has a different problem because the donor is European: "SR20 heater hoses are bigger, but the CA18 ones can fit inside the SR20 ones which then fit lovely back onto the S13 heater pipes", with the alternative that "S15 SR20 heater hoses fit the S13 bulkhead with just a little bit of waterproof tape", and lists an "S14/S15 radiator and pipes" as optional. Both guides agree on the temperature gauge: the recipient car's sender has to move onto the SR. The US version is precise about which one - the KA sender is "a single pin sender located on the coolant inlet of the intake manifold" and replaces the SR's sensor under the throttle body; the European version is "Swap over the temp sender on the SR for the for the CA one, same thread will fit straight in". A US build with right-hand-drive donor parts additionally had to "Block off the coolant line for the SR engine" and "modify the heater hose hard lines on the SR engine to match the 240SX body".
Every source agrees that the charge piping is custom work, and they disagree only about how much. A US build report is blunt: "The S13 and S14 SR motor's have different plumbing/routing for the charge pipes...you will have to drill holes and make your own mounts to make it all fit", concluding "you're pretty much gonna need to custom cut/make all the charge pipes". A second US report solved the mounting differently, enlarging an opening and putting the intercooler "into the position previously occupied by the resonator". The European guide describes a stopgap that works because the donor and recipient are both European: "I crossed over the original S13 WMIC pipes, which then were nearly a direct fit back onto the SR20. I only need alter the hot pipe from the SR20 to fit" - but immediately qualifies it as "only to get it running I wouldn't recommend extended use or high boost!". The aftermarket answer is complete kits sold for exactly this combination, including intercoolers "For 89-99 Nissan 240SX S13 Chassis with S13 SR20DET Swap" and combined turbo, manifold, downpipe and intercooler packages. No source describes what has to happen to the front bumper or the crash structure to fit a front-mount cooler.
Three publishers, and the work splits by donor generation. The European guide gives two routes: for an S14 donor "You can combine the S14 downpipe and decat pipe with the S13 rear section, or just get a custom unit made up"; for an S15 donor "you can just get away with cutting, rotating and welding the downpipe flange". It also lists the "S14/S15 metal outlet 'hot pipe' from turbo" as an optional carry-over part. A US build report describes the joint at the turbine end - "Connect the turbo elbow joint to the turbo exhaust housing (five 13mm bolts)" - before bolting up the downpipe. Complete top-mount turbo and downpipe kits for this combination are sold at 1,309.00 USD, price as of 25 July 2026, but the vendor labels them for "competition vehicles only" with an EPA disclaimer. Nothing was found on catalyst position, on silencer position or on the routing past the steering shaft.
The best-documented part of this swap after the mounts, and the European guide is the reason. It opens by putting the job in perspective - "The wiring is actually rather simple for the SR20 conversion. We're talking about less than 10 wires in most cases to start the engine!" - and then splits the work into two looms: a gearbox harness carrying alternator, starter and sensors, and an ECU harness running from the top of the engine through the MAF to the cabin. The method is to keep the recipient car's gearbox harness and adapt it: "Transfer the CA18 gearbox harness onto your SR20. Wire the SR20 engine harness its power, control of the fuel pump and the signals to dashboard/key barrel", and where plugs differ, "you will need to cut off the plugs from the SR20 harness and solder them onto the CA18 harness". Splicing happens at connector F4, with F1, F8 and F10 taken from the donor; the guide warns "Don't cut any plugs until you've fully understood this guide." One instruction is a hard gate for S14 and S14a donors: "Make sure you have followed the instruction to join the wires going to pins 35 and 36 of connector F4 (both black wires with white stripe)...If you don't join these wires together the engine will not spark, inject or start." Grounding is called out separately - "Don't forget to use two 10mm hex-head bolts through the ring terminal connectors on the SR20 loom to ground it to the plenum" - and a US report says the same thing in capitals: "MAKE SURE YOU HOOK UP ALL THE GROUNDS." The commercial alternative is a purpose-made loom: one supplier sells a one-piece tucked engine and transmission harness with interface harness to the underhood fuse box and the under-dash gauge connectors at 799.00 USD (price as of 25 July 2026), available for OEM ECU connectors (62/63, J4/J5, E4/E5) and for Haltech, LINK, AEM and ECU Master units.
The immobiliser is a donor-generation question and the answer is unusually clear. Only the S14a carries NATS. If that is the donor, the guide lists what must come with it - "The key from the S14a. The 'antenna amp'...You don't need the plug, just slice the wires with about 10cm to spare. The NATS IMMU box." - and states the constraint that decides whether a cheap engine is actually cheap: "You must have the IMMU box, ECU and key from the same S14a. They are all synchronized, so the car will not run with a unit from a different car (well, it will run for about 1 second, then cut out)." Synchronising a mismatched set is described as possible through the consult connector, without the codes being published. The instruments split three ways. Rev counter: the European guide states "The signal to the tachometer needs a pull-up resistor to make it work. 33kOhm seems to work well", with a 1/4 or 1/8 watt part. In North America the problem is a different one - a US build report states "The SOHC cars will need a DOHC Tach/cluster in order to read the tach signal of the SR", and the harness supplier says the same from the parts side: "Factory Tachometer use requires the DOHC 240SX gauge 1991-1994 on 1989-1990 SOHC cars." Speedometer: both markets solve it identically by keeping the recipient car's sender - "Make sure you have fitted the CA18 speed sensor to your SR20 gearbox, or the speedo won't work", "The Speed Sensor from the S13 Tranny must be used since the S14 will not read the right speed", and from the supplier, "Factory Speedometer use requires the original factory speed sensor to be used in the new transmission." The S15 six-speed is the exception: it has no speed sender, so "the S15 6-spd gearbox owners need an aftermarket converter unit", fed from an ABS-equipped differential.
Status: VERIFIED · Confidence 84%
Nothing found in this run connects a brake or suspension change to the SR20DET swap itself. What exists is chassis-level aftermarket supply, offered for the S-chassis regardless of which engine is fitted. One vendor sells a rear four-piston Wilwood kit with integrated handbrake, dimpled slotted vented rotors, DOT braided lines and T6061 brackets at 808.00 USD, or 888.00 USD with the rotors drilled for five studs instead of the factory "four lug 240sx bolt pattern (which is 4x4.5)", prices as of 25 July 2026. A second vendor sells a front and rear big brake kit with Wilwood FSL6R six-piston front and FSL4R four-piston rear calipers, front rings of 332 mm or 355 mm and a 327 mm rear ring, at 1,250.00 USD, price as of 25 July 2026, but does not state a required wheel diameter. On the steering side one supplier does tie a component to this engine: a power steering kit listed for "89-94 S13 Nissan 240sx w/ SR20DET" and "95-98 S14 Nissan 240sx w/ SR20DET" at 499.99 USD, sold to cure "common factory power steering leaks, fluid spillover, & overheating issues", with a fitment caveat that matters in a turbo car: "If you have top mount setup then it may collide w/ reservoir." No source found states what the standard brakes are or are not adequate for after the swap.
Status: SUPPORTED · Confidence 58%
Three recurring failure areas, plus one that is a warning rather than a report. First, wiring: it is named by every source as the hard part, and a build report that took six hours for the mechanical work ended with an engine that "wouldn't start. Then it would crank, but it wouldn't fire", traced to "minor wiring goofs". The European guide turns the same experience into a hard rule for S14 and S14a donors - if pins 35 and 36 of connector F4 are not joined, "the engine will not spark, inject or start" - and warns "Don't cut any plugs until you've fully understood this guide." Second, heat: a US build report states "SR's like to run hot especially when they are running on a stock KA rad", and a dedicated overheating thread on an S14 SR into an '89 240SX shows how hard the diagnosis is - the first apparent overheat turned out to be filling error ("i put the coolant in the overflow thing, when i should have put it in the radiator. that did the trick"), and the real fault was found later by a shop: "yes sir it is a bad headgasket. bad coilpack." Third, oil: aftermarket sumps leak where the factory one does not, because "The stock pan and the Freddy pan have a groove around the flange...The Tomei and Moroso have no such groove", with one builder unable to seal a Tomei pan after four attempts and another finding a Moroso rear flange bowed by roughly 3/64 inch. Fourth, as a warning only: the European guide's stopgap of reusing the S13 charge pipes is explicitly not durable - "only to get it running I wouldn't recommend extended use or high boost!" No source in this run reports a swap that was abandoned or reversed.
Status: SUPPORTED · Confidence 74%
No reliable combination-specific information found on the approval prospects for this combination in Germany.
Status: OPEN
Germany, as of July 2026. No German source with an approval reference was found for exactly this conversion - SR20DET into an S13 or S14; the following information is general, with one important factual exception. The exception first: in Germany the SR20DET is not a foreign engine. The 200SX S14 was sold here from the factory with exactly this engine - auto-motor-und-sport lists it with 147 kW/200 PS from 1,998 cc at 1,350 kg kerb weight for the 1994 to 2000 production period, and the auto-data.net data sheet expressly names the engine code SR20DET. The European S13 200SX, by contrast, had the CA18DET with 169 PS. Anyone fitting an SR20DET into a European S13 is therefore installing an engine that was standard equipment one generation later in the same model range from the same manufacturer - a different starting position from that of an arbitrary foreign engine, even though none of the sources found derives a statement about registration from it. On procedure: TUV SUD states that the Betriebserlaubnis may lapse if modifications change the vehicle category, may be expected to cause danger, or worsen emissions and noise behaviour, and that a modification report under § 19 StVZO "may be required even" "where an ABE, EC marking or Teilegutachten exists"; engine tuning is expressly named there as one of the modifications requiring inspection. TUV Rheinland describes individual approval (Einzelabnahme) under § 21 StVZO and, in its list of affected cases, names two that apply directly here: "vehicles imported from abroad that have no EC type approval" and "vehicles with conversions for special purposes". It points out that "the officially recognised expert must carry out all necessary tests and examinations himself" and summarises: "no registration without a positive report." In practice this means: an S13 or S14 imported from Japan or the USA is a § 21 case on account of the import alone, regardless of the engine - and a German forum notes that in Germany everything except the 200SX is an import anyway. One point remains expressly open and is the critical one: nothing was found on the emissions classification of the SR20DET in the respective host vehicle, on the resulting emissions key numbers, or on whether an exhaust component set marked "competition vehicles only" - as the most important supplier found labels its manifolds and downpipes - is capable of approval at all.
Status: SUPPORTED · Confidence 58%
https://www.wiringspecialties.com/wisppros13sr.html | https://www.wiringspecialties.com/s15-sr20det-wiring-harness-s13-240sx/ | https://www.wiringspecialties.com/240sx-sr20det-parts/ | https://www.cxracing.com/engine-swap-kit-nissan-datsun-240sx-s13-s14-sr20det-s13 | https://silverproject.eu/engine-motor-mounts-fit-240sx-s13-s14-sr20det-ka24de-ca18det/ | https://www.chasebays.com/products/chase-bays-power-steering-kit-nissan-240sx-w-sr20det-ka24de | https://www.circuit-sports.com/products/nissan-sr20det-oversized-oil-pan | https://www.silverminemotors.com/products/silver-mine-motors-240sx-rear-wilwood-4-piston-brake-upgrade-kit-fits-s13-s14-s15-r35-180sx-200sx-silvia-z32-300zx-with-emergency-brake-function | https://www.core4motorsports.com/product-page/core-4-ultimate-big-brake-kit
https://www.youtube.com/watch?v=D1U-1TOq9cM | https://www.youtube.com/watch?v=BvgM-mc0DNg | https://www.youtube.com/watch?v=cWkdWq5Pab0
https://nocrustracing.com/wp-content/uploads/2025/02/S13SR20Guide08.pdf | https://www.nicoclub.com/archives/s14-sr20det-into-dohc-s13-swap.html | https://forums.nicoclub.com/six-hour-sr20det-engine-swap-into-a-240sx-t147070.html | https://forums.nicoclub.com/s14-sr20det-89-240sx-over-heating-problem-t209857.html | https://www.nicoclub.com/archives/differential-swaps-for-the-240sx.html | https://forums.nicoclub.com/sr20det-auto-to-manual-swap-t185637.html | https://www.nissanroadracing.com/forum/chassis/240sx-s13-s14-s15/1381-oil-pan-issues | https://www.jdm-online.com/blogs/news/sr20det-swap-guide-240sx | https://www.auto-data.net/en/nissan-200-sx-s13-1.8-turbo-169hp-381 | https://www.auto-data.net/en/nissan-200-sx-s14-2.0-i-16v-turbo-200hp-380 | https://www.auto-motor-und-sport.de/marken-modelle/nissan/200-sx/s14/technische-daten/ | https://www.motor-talk.de/forum/200sx-240sx-silvia-watt-denn-nun-t238031.html | https://sxce.info/ | https://www.tuvsud.com/de-de/branchen/mobilitaet-und-automotive/tuning-eintragungen-und-aenderungsabnahmen | https://www.tuv.com/germany/de/einzelabnahme.html
41 findings from 30 hosts, mapping to 30 publisher keys - unlike 008, no key collapses wrongly this time. 27 findings are reachable, 14 are not. 22 findings are used in substance and cited in fields; they are spread across 16 publisher keys. 24 search runs; every finding used was opened and read. The record is carried by four pillars: the S-Chassis Owners Club installation guide for the European S13 200SX (mirrored at nocrustracing.com, by far the densest source), two North American build reports and two fault threads at nicoclub.com, a wiring harness manufacturer specialising in these vehicles (wiringspecialties.com) and seven parts suppliers (cxracing.com, silverproject.eu, chasebays.com, circuit-sports.com, silverminemotors.com, core4motorsports.com and the dealer blog jdm-online.com). Added to these are a racing forum (nissanroadracing.com), two vehicle data sheets (auto-data.net) and five German-language findings. Three notes on the counting. First: the five findings at nicoclub.com are a single publisher - www.nicoclub.com and forums.nicoclub.com belong together. The same applies to the three pages at wiringspecialties.com and the two data sheets at auto-data.net. No field with status VERIFIED or SUPPORTED rests on one of these three keys alone; in every case independence rests on at least two different operators. Second: the SXOC installation guide is also held at scribd.com, yumpu.com and docest.com. That is the same document and counts once; the mirrors were therefore not admitted to the source list at all. Third: for two unreachable findings the checker normalises to the host rather than the publisher - sr20forum.nfshost.com becomes 'nfshost.com' and the zilvia.net archive becomes 'windows.net'. That carries no weight here because neither page is used. Seven findings are German-language, of which five reachable (auto-motor-und-sport.de, motor-talk.de, tuvsud.com, tuv.com, sxce.info) and two not (two threads at nissanboard.de). None of them is combination-specific with an approval reference - the two that would have been by their titles are at nissanboard.de and could not be read. Nineteen findings remain uncited: the 14 unreachable ones, the three YouTube links (per § 5 not technical evidence), the parts overview at wiringspecialties.com (it contains only electrics and no statement not already on the two product pages) and the home page of sxce.info (no conversion thread reachable). The heaviest loss of this run is the four large 240SX specialist forums - 240sxforums.com and sr20forum.com with HTTP 402, the zilvia.net archive with HTTP 403, nissanforums.com not resolvable - plus the three-part installation guide at speed.academy, which hangs in a redirect loop. The answers on clutch, flywheel, shift linkage and the bellhousing pattern question are very probably there.
Type
Power
Torque
ECU