Nissan CA engine
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The CA engine is a 1.6 L to 2.0 L Inline-4 piston engine from Nissan designed for a variety of smaller 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 engine 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 in turn, supplanted the Z.
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.
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[edit] CA16S
The CA16S is a 1.6 L (1598 cc) water cooling serial 4 cylinder OHC engine. It produces 81 PS (80 hp/60 kW) @5200 rpm and 123 N·m (91 ft·lbf) @3200 rpm. Displacement
Applications:
- 1989 Nissan Bluebird U12
- 1985-1990 Nissan Bluebird T12/T72
[edit] CA16DE
The CA16DE is a 1.6 L (1597 cc) engine produced from 1987 through 1988. It produces 122 hp (91 kW) @6400 rpm and 137 N·m (101 ft·lbf) @5200 rpm. Bore and stroke is 78 mm (3.1 in) and 84 mm (3.3 in). It was a 16-valve DOHC engine with multiport fuel injection for front wheel drive use.
Applications:
- Nissan Pulsar NX
- Nissan Exa (Australia and Japan)
- Nissan Sunny B12
[edit] CA18(i)
The CA18(i) is a naturally aspirated 1.8l 4-cylinder with 91 hp (68 kW) at 5200 rpm 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:
- Nissan Skyline R31, R32 GXi (100 hp)
- Nissan Laurel C33
- Nissan Bluebird RNU12
[edit] CA18DE
The CA18DE is a 1.8 L DOHC 16v (1809 cc) engine produced from 1987 through 1989. It produces 131 hp (98 kW) @6400 rpm and 159 N·m (117 ft·lbf) @5200 rpm. 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:
- Nissan Pulsar NX
- Nissan Exa (Australia and Japan)
- 1985-1991 Nissan Skyline HR31 1800I(Japan)
- Nissan Silvia/180SX P/S13
- Mid 1980s Nissan Sunny N13 (UK) (129 hp)
- Mid 1980s Nissan Sunny B12 Coupe (UK) (129 hp)
- Late 1980s Nissan Bluebird T72 (UK) (129 hp)
- Nissan Bluebird RNU12
[edit] CA18ET
The 1.8 L (1809 cc) CA18ET produces 135 hp (99 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 1990. The engine has fuel delivered via Multiport Fuel Injection.
It was used in the following vehicles:
- 1984-1986 Nissan 200SX Turbo (-1988 Canada)
- 1984-1986 Nissan Bluebird U11 Turbo (UK Market)
- 1986-1988 Nissan Silvia (Japanese Market)
- 1986-1990 Nissan Bluebird T12/T72 Turbo (UK Market)
- Mid 1980s Nissan Silvia S12 (UK Market)
- Reliant Scimitar 1800ti
[edit] CA18DET
The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 173 hp (124 kW) and 166 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 83 mm (3.3 in), and stroke is 83.6 mm (3.29 in). This near square design, coupled with the head design, allows CA18DETs to spin well beyond 8,000 rpms, even in stock trim. The CA18DET is a robust built engine considering that many people have produced over 600 hp (450 kW) with modification. Often referred to as the four cylindered RB engine.
It was used in the following vehicles:
- 1989-1990 Nissan Silvia/180SX S13 (International market)
- 1989 Nissan Bluebird RNU12 SSS ATTESA Limited (Japanese Market)
- 1989-1993 Nissan 200SX S13-U Europe.
There were 2 versions of the CA18DET available, yet only one was produced for Japan. The late model Japanese 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 complex and heavy rocker arm actuation of later motors like the SR and QR), many enthusiasts consider the CA18DET to be the best engine platform since the FJ20ET that powered the legendary DR30 Skyline DOHC-RS.
[edit] CA18S
The 1.8 L CA18(s) was a carbureted version of the CA engine available in Japan. It produces 90 hp (66 kW) and 110 ft·lbf (149 Nm). Bore is 3.27 in (83 mm) and stroke is 3.29 in (83.6 mm). This engine uses timing chain sets on the cams and HLA (hydralic Lash Adjuster) It was used in the following vehicles:
- 1984 Nissan Laurel
- 1984 Nissan Skyline
- 1988 Nissan Stanza
- 1987-1988 Nissan Auster
- 1985-1990 Nissan Bluebird
[edit] CA20i
This engine is fitted with throttle body single-point fuel injection, as well as a lambda sensor. The engine can be identified by the label 'Electro-Injection' on the rocker cover.
It is known to have been used in the following vehicles:
- 1989 [Nissan Bluebird] U12 (New Zealand)
[edit] CA20E
The SOHC 2.0 L (1974 cc) CA20E produces 115 hp (84 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. Dual sparkplugs per cylinder were used for enhanced combustion efficiency.
It was used in the following vehicles:
- 1984-1988 Nissan 200SX XE (US & Canada) / Nissan Gazelle (Australia)
- 1984-1990 Nissan Stanza / Stanza Wagon
- 1987-1989 Nissan Bluebird U12 (and was replaced by the SR20DE in the Series 2 U12 Bluebirds)
- 1988-1990 Nissan Bluebird T72
- 1986-1991 Nissan Pintara
[edit] CA20S
The CA20S is a 2 L (1974 cc) 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. It produces a peak power of 105 hp (78 kW) @ 5600 rpm and has a peak torque rating of 160 N·m (120 ft·lbf) @ 2800 rpm.
Applications:
- Nissan Stanza
- Nissan 200SX
- Nissan Bluebird Series 3 1985-1986 (Australia)
- Nissan Bluebird U11 Estate 1985-1990 (Europe)
- Nissan Bluebird T12 1985-1988 (Europe)
- Nissan Laurel (C32)1984-1990 (No twinspark)
- Nissan Skyline GL and GLE (R31) (106 hp)
[edit] 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 compatible. Despite 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 use modified Mitsubishi 4G63 con-rods in this application. With a larger bore than the CA18, custom, flat topped and forged pistons are a must if boost is to be reliable. The CA20 also did not include the crank girdle support which vastly increased the harmonic resistance of the CA18. But the crank girdle from a CA18DET block will fit the CA20 main caps. The CA20 also did not include the under piston oil squirters of the CA18, but like the crank girdle, oil squirters from a CA18DET block can be fitted to the CA20 block.
Tomei and JUN of Japan produced 2 litre stoker kits for the CA18. If you search around the internet you are able to find these parts but they will not come without an expensive price tag. There is also a company called Norris Designs that produces a CA20 stroker kit as well as a CA20 Engine.
[edit] See also
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