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| == CA20 and CA18 SOHC == | == CA20 and CA18 SOHC == | ||
| CA18ET and CA20E are 2-valves per cylinder (8 valve head), so not as complicated as the DE models. However a CA20E with stock rods will suffice for 300 HP if not taken beyond 6500rpm with 12psi. CA20 have around 9:1 compression. | CA18ET and CA20E are 2-valves per cylinder (8 valve head), so not as complicated as the DE models. However a CA20E with stock rods will suffice for 300 HP if not taken beyond 6500rpm with 12psi. CA20 have around 9:1 compression. | ||
| - | The US ones have better made-in-Japan casted alloy heads. Also CA20 twin sparks are so economical for a 2 liter they really are underrated -- the CA20-powered Stanza got 43 mpg with [[NAPS-X]]. | + | The USA CAs have better made-in-Japan casted alloy heads; the made-in-Australia castings are reportedly not as good. Also CA20 twin sparks are so economical for a 2 liter they really are underrated -- the CA20-powered Stanza got 43 mpg with [[NAPS-X]]. |
| CA20 with turbo added | CA20 with turbo added | ||
Revision as of 01:22, 18 January 2012
Swapping a wikipedia:Nissan CA engine into a Datsun 1200 is perhaps the most common swap. It provides abundant horsepower (up to 400 hp) in a small, lightweight package. The CA18DE is a dual overhead cam engine, while the CA18DET if a factory turbo engine. It will fit into the 1200 without cutting the firewall or body. You will additionally need a stronger rear axle assembly to cope with the extra torque that the CA-series puts out. On the down side, quote: "It does unbalance the car...lets not try to lie to ourselves."
For information on choosing a rear axle, see Rear Axle Swaps.
Contents |
Cost
Good used CA engines cost $400+ USD
Front-cut cost $1500-$2500 USD
Entire package with CA18DET and intercooler, fitted by a professional shop cost $20,000 AUD
See:
Overview
- CA16DE DOHC (Only available in FWD format)
-
- CA18E SOHC (Single Overhead Cam)
- CA18ET SOHC Turbo
-
- CA18DE DOHC
- CA18DET DOHC Turbo
-
- CA20E SOHC
-
CA20 and CA18 SOHC
CA18ET and CA20E are 2-valves per cylinder (8 valve head), so not as complicated as the DE models. However a CA20E with stock rods will suffice for 300 HP if not taken beyond 6500rpm with 12psi. CA20 have around 9:1 compression. The USA CAs have better made-in-Japan casted alloy heads; the made-in-Australia castings are reportedly not as good. Also CA20 twin sparks are so economical for a 2 liter they really are underrated -- the CA20-powered Stanza got 43 mpg with NAPS-X.
CA20 with turbo added
Inexpensive factory Mitsubishi 4G63 conrods are easy to mod and fit for 300-450hp.
8-port
USA and JDM CA16DE/CA18DE/CA18DET uses 8-port heads:
There are two kinds of these heads:
4-port
Global right-hand drive market (Europe and Australia) use siamesed intake port (4-port) heads:
Inlet Butterflies
The butterflies are important for torque below 4500rpms:
- If you are running after market ECU, and not programming the butterfly function in, then you may as well remove them.
- If you are running a light flywheel and are only interested in power between 5000-8000rpm, then pulling out the butterflies is a good idea.
Donor Vehicles
North America
Vehicles
- 1982-1986 T11 Stanza CA20S, CA20E
- 1985-1989 T12 Stanza CA20E
- 1985-1988 M10 Stanza Wagon CA20E
- 1984-1988 S12 Nissan 200SX XE CA20E
- 1984-1986 S12 200SX CA18ET
- 1987-1988 S12 200SX CA18ET Canada
- 1986-1987 KN13 Nissan Pulsar NX SE CA16DE
- 1988-1989 KN13 Nissan Pulsar NX SE CA18DE
Engines
- CA16DE - 1986-1987 KN13 Nissan Pulsar NX SE
- CA18DE - 1988-1989 KN13 Nissan Pulsar NX SE
- CA18ET - 1984-1988 S12 200SX
- CA20S - 1982-1986 T11 Stanza
- CA20E
- 1982-1986 T11 Stanza
- 1985-1989 T12 Stanza
- 1985-1988 M10 Stanza Wagon
- 1984-1988 Nissan 200SX XE
T11 Stanza 43mpg USA (FWD)
- NAPS-X dual-plug engine (TwinSpark/Eight Plug)
- CA20S (carbureted) 2-valve dual-plug
- CA20E EFI 2-valve dual-plug
T11 Stanza USA (FWD & 4WD)
- CA20E EFI 2-valve dual-plug (8 spark plugs)
M10 Stanza USA (FWD)
- CA20E EFI 2-valve dual-plug (8 spark plugs)
S12 USA 200SX SOHC 8-valve, Twin Plug
- FS5W71B transmission 5-speed 1083-0186 (31.5" length)
- FS5W71C transmission 5-speed 0186- (33.9" length)
- CA20E (Coupe & Hatchback)
- 102 hp @ 5200 rpm, 116 ft.lb. @ 3200 rpm
- CA18ET (Hatchback 3-dr only)
- 120 hp @ 5200 rpm, 134 ft.lb. @ 3200 rpm
- CA20E (Coupe & Hatchback)
KN13 Nissan Pulsar NX SE - DOHC
- 1986-1987 CA16DE (FWD) 16-valve, single plug
- 1988-1989 CA18DE (FWD) 16-valve, single plug
CA16DE retro-fitted with carburetors
NOTE: custom "stubby" FS5W71B can be made from 26.3" FS5W71B -- by removing front case and fitting CA front case
- 1983 Datsun 720 4x4 with Z24 engine
- 720 with diesel engine
- L-series
- Would the shifter be in the correct place for 1200?
- Would need the automatic tunnel for this large 71-series gearbox
- the rear case has no speedometer gear
Intake Gasket
- 14035-D5710 GASKET-MANIFOLD
- 14035-D5711 GASKET-MANIFOLD [JDM/USA 8-port CA16DE/CA18DE/CA18DET]
- 14035-D5720 GASKET-MANIFOLD [Europe 4-port siamesed ports, CA18DE/CA18DET]
Choose a Transmission
- CA16 uses a smaller clutch & gearbox. E16 & GA16 use a different bell, but same transmission series
- CA18 & CA20 use a factory adapter plate & larger tranmission
NOTE: RWD & FWD blocks are the same.
You can use the typical CA18 gearbox. It is longer than a Datsun 1200 gearbox, so the shifter comes up about 4 inches aft of normal.
Or you can modify a L-series "stumpy" gearbox to fit the CA series front case. Then it bolts right in, shifter in the stock location for a 1200, and stock 1200 automatic driveshaft works too.
See main article Stumpy.
Stumpy Transmission
Plus: fits stock shifter hole and uses stock 1200 driveshaft (automatic driveshaft)
Minus: The stumpy uses the same cluster as the 280z 5spd, and while those are known for their durability, they don't shift as nicely and don't shift easilty above 5,000 RPM.
The stumpy Skyline gearbox, refers to the R30 Skylines with the L24 (six-cylinder) engines. The R30 came in sedan and hatchback styles.
You need a CA20 or CA18 gearbox to get the front case so that it will bolt to a CA18.
To use the gearbox on a CA18, you must switch out the front section of the gearbox from a longer S13 gearbox, or a more common CA20 (e.g. 910 Bluebird Series 3) gearbox. There are conflicting reports about some of the swaps needing a different sized bearing to make this 'gearbox surgery' a success.
Beware: if the bearing doesn't fit right, the box will not last a long time. If the bearing is spot-on it can last for years behind a CA18DET.
- CA20E front case on a stumpy box doesn't require a different bearing
- CA18DET front case on a stumpy box requires a spacer (or bearing change)
Once modified, the "stumpy" transmission bolts right into the 1200, and the gearshift lever comes up in the right place. Other CA transmissions will require you to cut a new hole in the tunnel farther back.
See:
If you wonder why people go for the stumpy 5 speed - here is a comparison photo between (from right to left) a 56 series (A12 gearbox) a 60 series (A14/A15 gearbox) and the stumpy 5 speed.
There is also a bearing swap that needs to be made when fitting a CA front case. See photo below
S13 Silvia/180SX Transmission
- Manual tunnel needs pretty much all of tunnel replaced from 120Y, or 1200 Automatic tunnel. - Most will need a box section cut into the shifter area to clear the shifter area on the gearbox.
910 5-Speed
Series 3 Bluebird (910) CA20E/CA20 5 Speed - This is a straight fit, and for low power applications this is a cheap alternative. Especially if you can find a low milage example.
Gearbox crossmembers
All gearbox options for the CA will need you to fabricate (or get someone to fabricate) a new gearbox crossmember to attach the gearbox to the floor of your car. In the case of a stumpy 5 speed just a piece of 40mm box steel will do the job. Bolt it to the rubber mount of the stumpy and then bolt it to the floor - add some spacers as required. Here a pic of a crossmember I made. (It only gets wider at the edges as I had some existing holes in the floor of the Datto I wanted to use.)
Engine Fitting
Any motor mount that is made for the KA24DE motor can be used on the CA18DET. If using the Nismo mounts your motor may sit slightly higher than stock but it will fit.
Fuel Line, Pumps and Tank
Use high flow rated Bosch EFI pumps, Walbro pumps (watch out for the Ebay fakes).
Wiring
ca18de/det wiring info & discussion
Preparing the Engine before Installation
For a second hand CA18det, these are some pre-install activities:
- Get engine block water/oil galleries cleaned out professionally.
- Get radiator professionally cleaned and pressure tested.
- Remove MAFM and clean the hotwire on the Mass Air Flow Meter. Use carby cleaner and cotton bud.
- Make sure MAFM is not clogged with oil from sitting upside down in a container.
- Remove and clean out the idle control unit on side of plenum. Use Carby Cleaner.
- Remove and clean the cold idle valve underneath throttlebody. Use Carby Cleaner
- Remove and clean the CAM covers, soak them in Kero for 30-60mins to clean out the oil strainers.
- Remove/Clean and reseal the cam cover rubber seals.
- Check head bolt torque settings.
- Remove and clean the Throttle body. Use Carby cleaner. Make sure that the shaft bearings aren't worn.
- Clean out intake side crank breathers. They can be full of crystalline carbon crap, causing high rev oil retention in head.
- Timing belt tensioner bearings. Can be ordered from Nissan (expensive) or can press the bearings out of holders and order bearings from Bearing supplier using the numbers on bearing oil seal. Then repress the bearings into the Nissan holders.
- Front Camshaft lip seals ($15 for both), Half moon seals at back of cam covers ($20 for both).
- Breather hoses on intake side can go hard and split, causing oil leaks. If they are hard, try to replace them with silicon hose, or landcruiser heater hose (but be prepared to replace them every 2 years).
- Check water hoses used to heat plenum on front and back of plenum. Remove them if in above zero deg C climate.
- Be sure to install the plenum rear plate gasket with the locating hole oriented to the top of the plenum. It will start leaking within a couple of days if the hole is on the bottom.
- Check compression on all 4 cylinders (fuel/ignition disabled), should be within 10psi, and all over 170psi.
- If one cylinder has less compression, remove plug, add a tablespoon of oil, and recheck, if it goes up, it's rings. Otherwise headgasket or scored bore.
- Try to use factory waterpump, some aftermarket ones aren't real good. Mine had it's pulley/fan holes drilled off centre.
- Always use Nissan thermostat. Cheap ones (Ryco) from K-mart aren't good enough.
- Buy NGK platinums from Nissan at $18-20 each. They are fine up to 20 PSI boost, unless you have a bad tune which melts them...
Upgrading the CA engine
Injectors
Injector changes almost certain require a tune change, which needs either an aftermarket ECU, or a chip to be modified/burned and inserted into a modified factory ECU.
General recommendations for high powered CA18s require 440cc to 700c injectors to be used.
Turbo Choice
Sensible Street -> T28G, GT28 (s15 jdm), GT2810 -> GT2835. Drag Racing -> GT2840, Various large T3, HKS, Trust or GReddy offerrings.
Camshafts
Tomei offer: Hydraulic -> 256 deg to 270 deg duration at a nominal lift of 8.8mm Solid -> 264deg to 270 deg duration with 9.25 or 10.25 lift. Requires solid lifters and shims.
HKS: All discontinued, and no longer available new.
Forum Discussions
Photo Index
See CA18 Photo Index