ca18det info

CA18DET.
The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 169 hp (124 kW) and 166 lb•ft (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 prevent the onset of pre-ignition and/or detonation. 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:
• 1987-1988 Silvia S12 RS-X
• 1989-1990 Nissan Silvia/180SX S13 (International market)
• 1987-1989 Nissan Bluebird RNU12 SSS ATTESA Limited (Japanese Market)
• 1989-1993 Nissan 200SX S13-U Europe.
• 1985-1990 Nissan Auster "1.8Xtt" and "Euroform Twincam Turbo"
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 rpm, 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.
The CA18DET is finding a new following as its price is much lower than that of its closest rival the SR20DET. Many 240SX owners and kit car builders are using this engine, and as such its popularity has made a sharp comeback. Many tuner shops which would never carry CA18DET parts now carry a plethora of even obscure parts. With the CA18DETs low price people are also being more adventurous with modifying it as buying a replacement can in some cases cost as much as a clutch for the SR20. Many tuners are now converting the engine to a CA18DERT, which is the CA18DET with a supercharger bolted on.