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==CA18DET==
==CA18DET==


The 1.8 L '''CA18DET''' was the last version of the '''CA''' engine to be released. It produces 169 hp (124 kW) and 168 ft.lbf (228 Nm). It received a brand new [[DOHC]] aluminum head with 16 valves. The [[turbocharger]] was also upgraded to a Garrett T25 (.60 A/R) unit for increased flow capacity, and as such, was fitted with an [[intercooler]] to help volumetric efficiency. Fuel was delivered via Multiport Fuel Injection. Bore is 83.5mm, and stroke is 83mm. This near square design, coupled with the head design, allows CA18DETs to revv well beyond 7,000RPMs, even in stock trim.
The 1.8 L '''CA18DET''' was the last version of the '''CA''' engine to be released. It produces 169 hp (124 kW) and 168 ft.lbf (228 Nm). It received a brand new [[DOHC]] aluminum head with 16 valves. The [[turbocharger]] was also upgraded to a Garrett T25 (.60 A/R) unit for increased flow capacity, and as such, was fitted with an [[intercooler]] to help volumetric efficiency. Fuel was delivered via Multiport Fuel Injection. Bore is 83.5mm, and stroke is 83mm. This near square design, coupled with the head design, allows CA18DETs to revv well beyond 7,000RPMs, even in stock trim. The CA18DET is a roust built engine, it´s stably to 600 hp!


It was used in the following vehicles:
It was used in the following vehicles:

Revision as of 21:41, 1 April 2006

The CA engine is a 1.6 L to 2.0 L Inline-4 piston engine from Nissan designed for a variety of small Nissan vehicles. It is an iron block, aluminum head design with a timing belt. Earlier versions featured SOHC and 8 valves for mid-range power. Later versions featured DOHC with 16 valves for increased high RPM efficiency and smoother power delivery. It is effectively a Nissan RB block with two less cylinders. Components from valves to lifters, as well as bearings, are similar if not identical to the RB and VG series engines. The motor was expensive to produce being cast iron, so it was replaced in 1991 by the SR series as the primary Nissan 4 cylinder engine.

The CA series engine was the workhorse of the 1980s and was a bulletproof little engine. The power ratings were heavily choked by emissions regulations and Nissan's desire for high gas mileage. The CA design ended in 1990 with the ultimate CA engine, the CA18DET.

CA16DE

The CA16DE is a 1.6 L (1597 cc) engine produced from 1987 through 1988. It was a 16-valve DOHC engine with multiport fuel injection for front wheel drive use.

Applications:

CA18(i)

The CA18(i) is a normally aspirated 1.8l 4-cylinder with 91hp at 5200rpm engine. The fuel in this engine is delivered via fuel injection, but not via Multiport Fuel Injection which stands for the "E" in the engine codes, it is rather delivered by Throttle Body Fuel Injection ("(i)" in engine codes)

Applications:

CA18DE

The CA18DE is a 1.8 L DOHC 16v (1809 cc) engine produced from 1987 through 1989. It has the same head as the CA18DET, however it did not use a crank girdle nor piston oil squirters that are found on the CA18DETs.

Applications:

CA18ET

The 1.8 L (1809 cc) CA18ET produces 135 hp (89 kW) and 141 ft.lbf (183 Nm) from a single Garrett T2 turbocharger which did not feature an intercooler (Autocar 1986). It was built from 1984 through 1988. The engine has fuel delivered via Multiport Fuel Injection.

It was used in the following vehicles:

CA18DET

The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 169 hp (124 kW) and 168 ft.lbf (228 Nm). It received a brand new DOHC aluminum head with 16 valves. The turbocharger was also upgraded to a Garrett T25 (.60 A/R) unit for increased flow capacity, and as such, was fitted with an intercooler to help volumetric efficiency. Fuel was delivered via Multiport Fuel Injection. Bore is 83.5mm, and stroke is 83mm. This near square design, coupled with the head design, allows CA18DETs to revv well beyond 7,000RPMs, even in stock trim. The CA18DET is a roust built engine, it´s stably to 600 hp!

It was used in the following vehicles:

  • 1987-1988 Nissan Silvia S12 GT-X(International market)
  • 1989-1990 Nissan Silvia/180SX S13 (International market)
  • 1989 Nissan Bluebird SSS Atessa (International market)
  • Nissan Exa Turbo (Australia, non-intercooled)

There were 2 versions of the CA18DET availible, yet only one was produced for Japan. The Australian and Asian CA18DETs received 6 port (low port) heads, with butterfly actuated auxiliary ports in the lower intake manifold which corresponded with 6 ports in the head. Below ~3800RPMs, one set (3 ports) of long, narrow ports would be open, accelerating the intake charge to the cylinder. This allowed for quick spool and good low end tractibility. At the 3800RPM change over, not only would the ECCS shift into batch fire (as opposed to sequential) fuel injection, but it also opened the second set of short, wide ports which assisted in high RPM flow. This motor is knows for stronger torque characteristics, as well as faster spool at lower RPMs. However, due to displacement-based taxation laws in Europe, the CA18DET was sold as an option in the 200SX (Euro model) of the S13 chassis until its end in 1996. The later motors received the 4 port (high port) head and intake manifold, as well as revised ECCS ("Electronic Concentrated Control System") parameters. Power was not increased, but high RPM flow was indeed improved, making the 4 port CA18DET the most desirable of the late generation Nissan turbo 4s. Due to superior head design (cam on bucket, as opposed to the flawed complex and heavy rocker arm actuation of later motors like the SR and QR series), many enthusists consider the CA18DET to be the best engine platform since the FJ20/E/T that powered the legendary DR30 Skyline DOHC-RS.

CA18S

The 1.8 L CA18(s) was a carbureted version of the CA engine available in Japan. It produces 98 hp (73 kW) and 110 ft.lbf (149 Nm). Bore is 3.27 in (83 mm) and stroke is 3.29 in (83.6 mm).

It was used in the following vehicles:

  • 1984 Nissan Laurel
  • 1984 Nissan Skyline
  • 1988 Nissan Stanza
  • 1987-1988 Nissan Auster
  • 1987-1988 Nissan Bluebird

CA20E

The 2.0 L (1974 cc) CA20E produces 102 hp (76 kW) and 108 ft.lbf (146 Nm). Bore is 3.33 in (84.5 mm) and stroke is 3.46 in (88 mm). It was used from August, 1981 through 1991. Fuel was delivered via Multiport Fuel Injection

It was used in the following vehicles:

CA20S

The CA20S is a 2 L (1974 cc) twin-spark engine produced from 1982 through 1987. Bore is 3.33 in (84.5 mm) and stroke is 3.46 in (88 mm), and is fed by a carburetor

Applications:

CA20DE/CA20DET/CA20T/CA20ET

There was never a factory-produced twin-cam CA 2l motor, nor a turbo version. However the blocks are the similar, and it is possible to fit the DOHC CA18DE/T twincam head to the SOHC CA20 block. However the DOHC/SOHC manifolds are different and the timing pulley/belts are not compatable. Desipte this, CA20DET turbos have been built.

This is no easy task, however. The rods of the normally aspirated CA20 series of motors are not up to the task, and many tuners utilize modified Mitsubishi 4G63 con-rods in this application. With a larger bore than the CA18s, custom, flat topped and forged pistons are a must if boost is to be reliable. The CA20s also did not include the crank girlde support which vastly increased the harmonic resistance of the CA18s. However, as long as revvs are kept in check, this may not be an iussue. The CA20s also did not include the under piston oil squirters of the CA18s, but in high power applications, this allows for more of the oil to stay in the sump, lubricating the bearings (as it should be).

Tomei and JUN of Japan produced 2.0l stoker kits for the CA18s, however, they have since discontinued production and these parts are nearly impossible to find.

See also

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