Datsun Roadster Forum-311s.org

67 1/2 1600 wrote:I hear its a well underated engine that can really party if tuned right and modded correctly.

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. 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.

The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 175 hp (124 kW) and 169 ft·lbf (228 Nm). It received a brand new DOHC aluminum head with 16 valves. The turbocharger was also upgraded to a Garrett T25 (.48 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 83mm, and stroke is 83.6mm. This near square design, coupled with the head design, allows CA18DETs to spin well beyond 7,000 rpms, even in stock trim. The CA18DET is a robust built engine considering that many people have produced up to 600 hp with modification. Often referred to as the four cylindered RB engine.

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 RNU12 SSS ATTESA Limited (JDM Market)
* 1989-1993 Nissan 200SX S13-U Europe.

There were 2 versions of the CA18DET available, yet only one was produced for Japan. The Australian and Asian CA18DETs received 8 port (low port) heads, with butterfly actuated auxiliary ports in the lower intake manifold which corresponded with 8 ports in the head. Below ~3800 rpms, only one set (4 ports open, 1 per cylinder) 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 3800 rpm 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 (8 ports open, 2 per cylinder) which assisted in high RPM flow. This motor is known for stronger torque characteristics, as well as faster spool at lower RPMs. However, due to displacement-based taxation and cost of emissions testing in Europe, the CA18DET was sold as the only available engine in the S13 chassis 200SX (Euro model) until replaced by the S14 in 1994. The Euro 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 FJ20ET that powered the legendary DR30 Skyline DOHC-RS.