CA-Series Engine Swaps

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 is the factory turbo version. 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."

Overview

Internally stock CA18DET

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Perfect fit for a 1200

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CA16DE DOHC (Only available in FWD format)

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CA18E SOHC (Single Overhead Cam)

CA18ET SOHC Turbo

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CA18DE DOHC

CA18DET DOHC Turbo

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CA20E SOHC - See main article: CA20

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Which is better - SR or CA?

• CA18DET = street legal in all States

• SR20DET = not street legal in a 1200 in Australia. A bit newer, a bit more power, heaps more parts globally, many more of these engines, so more parts for a long time

SR20 has more CCs -- and there's no replacement for displacement. On the other hand, SR20DET is too big for street use in some countries.

POWER CA18DET 167 hp stock SR20DET 205+ hp stock

modded stock block (stock rods, pistons, head) CA 400 hp SR 400 hp Cams, turbo, intake and exhaust are the mods To go over 400 hp internal upgrades are needed

Naturally aspirated, bone stock CA18DE 131 hp SR20DE 140-169 hp

There are more racing parts for SR engines. On the other hand, there are the same type of racing parts for CA engines (just not as many brands of them). There are even stroker kits for CA. It is easier to get parts like winged sumps etc for an SR. That doesn't mean the same parts are not available for the CA, it just means you need to look a bit harder.

SR engine fits in a an unmodified 1200 engine bay. So does CA engine. Tie.

LOOKS - do you prefer the CA look or the SR look? Bulging muscles, or muscular athetic build?

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CA is lighter than SR. On the other hand, both are far heavier than A-series engines. Yes, the SR has an alloy block, but it's still heavier than CA.

SR is more expensive than CA in many countries. In USA, CA18DET is less expensive then SR20DET -- RWD versions of both are imported as used engines (both were sold in USA in FWD form only). In USA the KA24DE from S14 trumps both CA or SR non-turbo engines. Cheaper and more powerful.

More 1200 fans are experienced at CA swaps, so there is a larger body of knowledge and know-how for the CA swap. On the other hand there are plenty of SR swaps too.

SOUND: SR has a different engine note, which some may prefer. Others like the sound of the CA.

SR has timing chain, which requires less maintenance than the CA's timing belt. CA coils on the other hand often go bad.

Cost

• Good used CA engines cost $400+ USD

• S13/S14 Front-cut cost $1500-$2500 USD

• Entire package with CA18DET and intercooler, fitted by a professional shop cost $20,000 AUD

See: * CA18 Aftermath cost * CA18's

Parts Needed

* Engineer Certificate * Labor: 40 hours * S13 or S14 Silvia front cut (includes engine, 5-spd, and wiring harness) * Hydraulic clutch conversion parts * Custom Engine & Gearbox Mounts * New Timing Belt * S13 Radiator * Bigger Diff (ute diff for stock CA18DET) * Custom tailshaft * Custom hosing for radiator and intercooler * Custom Exhaust * Wiring * Fuel pump hosing filters, return line, surge tank * Engine Oil & filter, Gearbox Oil, Coolant

OPTIONAL * Stumpy gearbox * Auto tunnel * S13 Brakes

Step-by-step

1. Consult with Engineer (for AUS street-legal use)

1. Purchase S13/S14 front car cut

1. Test CA engine (compression test) & install new timing belt

1. Inspect CA clutch

1. Convert your 1200 to S13 Brakes

1. Convert your 1200 to Hydraulic clutch

1. Take 1200 out of service

1. 1. Convert your 1200 to stronger diff (ute diff for stock CA18DET)

1. 1. Remove engine & gearbox

1. 1. Cut hole in tunnel so large CA gearbox will fit

1. 1. Remove front suspension & crossmember

1. 1. Install new fuel system

1. 1. Jack up car, slide CA engine/gearbox assembly under

1. 1. Raise engine/gearbox assembly into place, fit crossmembers

1. 1. Reattach front suspension

1. 1. Install custom hydraulic clutch line to gearbox

1. 1. Install & plumb intercooler

1. 1. Install S13 radiator

1. 1. Add new fluids, oil & oil filter

1. 1. Measure transmission-to-diff, and order custom tailshaft

1. 1. Tow the car to exhaust shoppe for custom exhaust fitment

1. 1. wire up the engine

1. 1. Get final engineering certificate

2-valve vs 4-valve

The 4-valve CA is a very special engine. The extra valves make it breathe very, very well which mean a lot more HP.

* 2-valve CA18E 113 hp * 4-valve CA18DE 131 hp

4-valve: * CA16DE 122 hp * CA18DE 131 hp * CA18DET 167 hp turbo

2-valve * CA16S 80 hp * CA16I * CA18S 90hp (Single carb) * CA18I 91 hp (single point EFI) * CA18P (LPG) * CA18E 113 hp (EGI/port injection) 113 hp * CA18ET 135 hp * CA20S 102 hp * CA20E 105 hp

CA20 and CA18 SOHC

CA18S/CA18E, CA18ET, and CA20S/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

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Inexpensive factory Mitsubishi 4G63 conrods are easy to mod and fit for 300-450hp.

11041-D0202 HEAD ASSY-CYLINDER * GC22.CA20S, C22.CA20 * C32.CA18I * C33.CA18I * M10.(CA18S+CA20S) * R30.CA18S * R31.CA18S * R32.CA18I * S12.CA18S * T11.CA18

GC22 JAPAN TRANSISTOR IGNITION UNIT 22020-D0210 MITSUBISHI * E24.Z20/WE24.Z20 * C22/GC22.CA20 * U12.CA16S * 910.CA18 * M10.CA18S * R30.CA18 * R31.CA18S * S12.CA18 * T11/T12.CA16S * U11.CA16+CA18S/CA18E 22020-V5400 HITACHI <> 22020-V5401 Hitachi D4N

CAP ASSY-DISTRIBUTOR 22612-D0110 <> 22162-D0113 MITSUBISHI * GC22.CA20S 8605- 22162-D3302 <> 22162-D3303 HITACHI * GC22.CA20S 8605-8906

8-Plug Distributor Cap interchange CA16/CA18/CA20 SOHC Bosch 03183 Standard Motor Products JH186 * 22162-03E00/22162-03E01 * 22162-11C00/22162-11C01 * 22162-21R00 * 22162-D0200/22162-D2200/22162-D2201/22162-D2202 * 22162-11001 * 22162-21800 * 22162-D3300/22162-D3302/22162-D3303/22162-D3304 * 22162-D3501/22162-D3502

4-valve CA20

It is possible to put a DE/DET head on a on CA20. See http://club-s12.org/v3/index.php?topic=23985.0

269 HP 85.55 mm cast pistons stock CA20 rods, shot-peened drill out the head bolt holes, re-tap for the larger CA18DE bolts Turbo: Lancer EVO III TD05H-16G timing belt: extensive mods

8-port

USA and JDM CA16DE/CA18DE/CA18DET uses 8-port heads:

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There are two kinds of these heads:

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4-port

Global right-hand drive market (Europe and Australia) use siamesed intake port (4-port) heads:

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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.

Carburetors

CA fitted with Bike Carbs

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CA16DE retro-fitted with carburetors

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Donor Vehicles

Japan

CA16

B12 CA16D B12L CA16D KN13 CA16D N13 CA16D N13P CA16D 910 CA16S T11 CA16S T12 CA16S T12Y CA16S U11 CA16S U12 CA16S

CA18DE

S13 CA18D T12 CA18D T12Y CA18D U12 CA18D

CA18DET

RWD S12 SILVIA 8308-8805 CA18DT 8602-8805 S13 SILVIA 8805-9310 CA18DT 8805-9101 RS13 180SX 8903-9812 CA18DT 9803-9101

FWD/AWD T12 AUSTER 8510-8911 CA18DT 8510- T12Y STANZA 8608-8911 CA18DT 8608- U11 BLUEBIRD 8310-9005 CA18DT 8508- U12 BLUEBIRD 8709-9108 CA18DT -8910

ALL S13/RS13 use Coil On Plug ignition * CA18DE and CA18DT (turbo) 13287-51E00 ORNAMENT-ROCKER COVER CA18DT RS13 22433-5960 COIL ASSY-IGNITION MITSUBISHI <> 22433-59S10/22433-59S11/22433-59S12 HANJIN MCP-210

S12 & U11 CA18DET is distributorless * uses 2-piece cover ornament * 4 plug wires * 4-terminal coil * 22020-D4200 TRANSISTOR IGNITION UNIT Hitachi

Distributorless w/coil pack (not Coil on Plug)

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CA18 SOHC

910 CA18E R30 CA18E S12 CA18E T11 CA18E U11 CA18E C33 CA18I R32 CA18I T12 CA18I T12Y CA18I U12 CA18I C32 CA18P 910 CA18S C31 CA18S C32 CA18S M10 CA18S R30 CA18S R31 CA18S S12 CA18S T11 CA18S U11 CA18S

CA18 SOHC Turbo

GC22 CA18T S12 CA18T T12 CA18T T12Y CA18T U11 CA18T

CA20

C22 8509-9403 CA20S Vanette GC22 8605-9303 CA20S Vanette Largo M10 Prairie 8208-8809 CA20S M11 Prairie 8809-9811 CA20S U11 Bluebird 8310-9005 CA20S

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 SE CA20E 104 hp * 1984-1986 S12 200SX XE CA18ET 116 hp * 1987-1988 S12 200SX XE CA18ET Canada * 1986-1987 KN13 Nissan Pulsar NX SE CA16DE 113 hp * 1988-1989 KN13 Nissan Pulsar NX SE CA18DE 125 hp

American CA18DE - 1988-1989 Pulsar NX SE (N13)

http://upload.wikimedia.org/wikipedia/commons/thumb/9/98/1988-1991_Nissan_EXA_%28N13%29_coupe_%282011-11-08%29_02.jpg/400px-1988-1991_Nissan_EXA_%28N13%29_coupe_%282011-11-08%29_02.jpgWIKI go to Wikipedia

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

KN13 Nissan Pulsar NX SE - DOHC * 1986-1987 CA16DE (FWD) 16-valve, single plug * 1988-1989 CA18DE (FWD) 16-valve, single plug

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

Silvia 5-speed is type FS571C

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• CA16 uses a smaller clutch & gearbox. E16 & GA16 use a different bell, but same transmission series

• CA18 & CA20 use a factory adapter plate & larger transmission

CA18DE

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NOTE: RWD & FWD engine blocks are the same for the CA engine family.

You can use the typical CA18 gearbox, but it is longer than a Datsun 1200 gearbox, so the shifter comes up about 4 inches aft of normal.

See Stumpy for a 71-series gearbox that fits in Datsun 1200

See 71#Swap Notes for more details and options

---

feral: The CA18DE and DET's use 71B boxes. Very late DET's in S12's use the 71C box same as SR20's. Box type is easily identifiable from the number cast into the casing.

The main difference between 71B and 71C that has implications for front casing swaps is the bearing diameters and shift rail diameters.

In the 71C boxes the front bearings are bigger and the rails are larger as well.

910 5-Speed

Series 3 Bluebird (910) CA20E/CA20 5 Speed - This is a straight fit for a CA18DE, and for stock power applications is a cheap alternative. Especially if you can find a low milage example.

Gearbox crossmembers

See main article: 71-series Transmission#Crossmember

Speedometer

The 71-series gearbox speedometer drive works with the 1200 speedometer cable. If you need a longer cable, the Datsun 810 (200B) cable fits.

If the gearbox has an electronic sender for electronic speedometer, you can unbolt it and bolt in cable drive:

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Cable drive (obtain from any 71C gearbox)

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Silvia engines do not need the electronic speedometer signal. If it is installed, it can be used for overrun fuel-cut (increased fuel economy) plus the Silvia gauge cluster can be fitted to the 1200 dash.

See Main Article: Electronic Speedometer

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.

20mm back of the head to the firewall

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Flywheel

CA18/CA18DET uses a 6-bolt crankshaft. CA20 uses an 8-bolt crankshaft

Engine Plate

rear engine plate or adapter plate

11251 PLATE-ENGINE,REAR 30411-W4401 MT <> 30411-W4403 * 910 8210-8310 * C31 8210-8412 * C32 8410-8412 * R30 8210-8412 * S12 8308-8412

30411-V5500 MT * S13/RS13 * C22 8509-9106 * GC22 8605- * C32 8412- * C33 * R30 8412- * R31 * R32 * S12 8412-

Sump

Front-sump oil pans from the Nissan S13 Silvia fit the stock 1200 engine bay crossmember location.

Possibly the Nissan factory winged sump may also fit.

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Crossmember

Will 1200 crossmember modified for L-series work with CA18?

See Main Article: L/Z/KA/SR Crossmember

1200 crossmember modified for CA:

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Insulator

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Mad Dat Kit

Maddat CA crossmember for 1200

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Product No - FKCA1200 CA18/1200 Fitting Kit

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Engine xmember has new platforms fitted & engine rubber mounts supplied. Gearbox xmember is a universal design that can be used with CA, R30 stumpy or Gazelle gearbox. For utes use the Stumpy R30 box with CA bellhousing fitted. For all fitments the standard gearbox mounts in the trans tunnel need to be removed and minor clearancing around the bellhousing is required. We recommend the fitment of our custom trans tunnel when doing this conversion, it allows much easier removal of the gearbox from under the car.

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Fuel Line, Pumps and Tank

• fuel tank issues - need osme advice

Use high flow rated Bosch EFI pumps, Walbro pumps (watch out for the Ebay fakes).

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Vacuum Diagram

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Wiring

See main article: EFI Wiring

ca18de/det wiring info & discussion

There's only a half dozen wires out of the S13 harness that need to be connected to the 1200 harness.

quote: The ignition wires are pulled out of the 1200 loom. The alternator loom is modified to suit the CA18's alternator. The CA18DE/T looms require start signal, ignition, 12V constant. That's it...

I like to wire up CA18's by starting with connectors and sensors that you are going to use. Don't wire what you aren't going to use!! eg. Aircon, Test Connectors, Wires going to the Dash, Automatic Transmission Computer, Climate Control etc. It's all hundreds of meters of useless wire. Label all of the things below with masking tape, and then pull all of the wrapping tape off the loom.

• Crank Angle Sensor

• Oxygen (02) Sensor

• AFM [MAF]

• Injectors

• Coil Packs

• Temperature

• FICD

• AAC

• Knock Sensor

• Boost Control

• Power Valve

• Alternator

• Throttle Position Sensor

Rip out all of the connectors that are either taped up or go nowhere. For installation in a 1200. You'll need to cut about a metre out of engine bay to computer wires, measure twice and cut once.

I like to use all of the 1200 loom to supply the power to the CA loom. The CA Loom sorts itself out.

Alternator

See Main Article: EFI Wiring#Alternator

Ignitor

See main article: COP#Ignitor Module

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MAF Sensor

Mass Air Flow (MAF) sensor on an S13 connects to the air cleaner.

Swap into 1200

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MAF sensor 22680-58A10 JP.S13.CA18DET 4-pin 22680-61A01 ZA.CA18DET 200SX 22680-D6000 UK.CA18DET 200SX 3-pin

22680-58A10 S13

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No MAF is needed if using an ECU that is capable of speed-density calculations (e.g. MegaSquirt). It can use either the MAF sensor, or it can do calculations based on MAP and TPS inputs and correct for temperature to calculate the air mass.

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...

Piping/Hose Connections

See: * What goes where? * The CA18DE & DET Q&A Thread[/url

Upgrading the CA engine

Lighter block girdle

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Injectors

• Injector questions

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.

Stock injectors are yellow top OR green top (330cc vs 370 cc ???)

See Injectors

Add a second bank of injectors for drag racing

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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.

CAMSHAFT ASSY, INTAKE 13001/13020 13020-D4202 CA18DET * U11,U12.(A+SSSAL.MT+K) * S12 * T12, T12Y.CA18DT 13020-55W00 CA18D, CA18DT * U12.SSSR * T12Y.CA18D 13020-35F00 CA18DE, CA18DET * S13, RS13 13020-1E000 CA18DET * RS13 * U13

CAMSHAFT ASSY, EXHAUST 13020/13020M 13020-55W11 CAMSHAFT ASSY, EXHAUST CA18DE * S13 * U12.(CA18D+CA18DET.SSSR) * T12Y.CA18D 13020-D4211 CAMSHAFT ASSY, EXHAUST CA18DET * S12, S13, RS13 * U11, U12.CA18DT.(SSSAL.MT+K.MT+AT) * T12, T12Y.CA18DT

Lifters

CA18DE uses hydraulic bucket lifters SR20DE uses valve rockers & rocker Pivots with shims over the valve stems

Hydraulic Camshafts use the stock hydraulic lifters.

Upload click to view 13231-79S00 LIFTER-VALVE <> 13231-58S12 <> 13231-59S00 * CA18DE,CA18DET * Z32.(VG30DE+VG30DETT) * KN13.(CA16DE+CA18DE)

Solid Lifters are used with Solid Lifter Camshafts, and allow for higher lift cams to be used.

Requires: * solid profile camshafts * adjustable pullies * solid lifters * heavy duty springs * shims, ground to fit * head modified to clear the high-lift lobes clear

Commonly used Solid lifters (bucket-over-shim): * Toyota 1ZZ * Aftermarket for Nissan VG30DE/VG30DETT, RB, VG, VQ) Z32 Nissan 300ZX 0289-0896 13231-79S00 * Tomei lifter kit $400 usd

B210 Swap Notes

The B210 is about 40mm wider than a B110, so crossmembers from Datsun 510/610/710 and A10/B310 fit -- more or less.

See slider\ratsun's build thread at Ratsun.net

• You can use an S13 engine crossmember. It bolts right to the B210 chassis with minor slotting of the holes. Use the S13 front suspension too crossmember, arms, struts and brakes with 120Y springs. S13 swaybar does not fit with the width.

• Crossmember had to be hammered in at the red circles in the picture to clear, and rearbolt-holes had to be moved 3mm each side.

• NOTE: Track width is increased very much

• 120Y castor arms used. Just drill one or two new holes in the control arms. Basicly bolt-on.

Differential

For information on choosing a rear axle, see Rear Axle Swaps. The Datsun 1200 ute assembly is recommended for stock-power CA18DET. More torque than that calls for stronger diffs.

Clutch & Flywheel

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Feature Cars

Mrbarista#CA_Power ute

Demojob coupe

1200U Gold Coast charger

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Winzie

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45USN

File:Th 45USN200506161958ridefile1.jpg

CYA18T

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Photo Index

See Main Article: CA18 Photo Index 

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