Nissan CA engine

The CA engine is a 1.6 to 2.0 L (1,598 to 1,974 cc) Inline-4 piston engine from Nissan designed for a variety of smaller Nissan vehicles to replace the Z engine and some smaller, four-cylinder L series engines. It is an iron block, aluminum head design with a timing belt, cheaper to make than the timing chain setup on the Z and L engines. Earlier versions featured SOHC and eight valves. The new CA block design was a scaled-up E series block with timing shaft and other ancillaries removed. The oil pump is fitted directly onto the crank nose and the distributor is driven by the end of the camshaft. Like the E series and the A block from which the E was derived, Nissan used a taller block for the largest stroked 2.0-litre engine. The CA was designed to be compact and light, with a CA16 requiring only 195 litres (52 US gal; 43 imp gal) of space (compared to 280 litres (74 US gal; 62 imp gal) for the earlier Z16), while weighing 23% less at 115 kg (254 lb).[1] The engine was called the "CA" series for Clean Air, due to the installation of Nissan emission reducing technology, called NAPS-X.

Nissan CA engine
CA20S
Overview
ManufacturerNissan (Nissan Machinery)
Production1982-1991
Layout
ConfigurationInline-4
Displacement1.6 L (1,598 cc)
1.8 L (1,809 cc)
2.0 L (1,974 cc)
Cylinder bore78 mm (3.07 in)
83 mm (3.27 in)
84.5 mm (3.33 in)
Piston stroke83.6 mm (3.29 in)
88 mm (3.46 in)
Block materialCast iron
Head materialAluminum
ValvetrainSOHC 2 valves x cyl.
DOHC 4 valves x cyl.
Combustion
TurbochargerSingle Garrett T2 or T25 (CA18ET, CA18DET)
Fuel systemCarburetor (CA16S, CA18S, CA20S)
Throttle-body fuel injection (CA18i)
Multi-port fuel injection (CA16DE, CA18DE, CA18ET, CA18DET, CA20E)
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power output81–166 PS (60–122 kW; 80–164 hp)
Torque output123–228 N⋅m (91–168 lb⋅ft)
Chronology
PredecessorNissan L engine & Nissan Z engine
SuccessorNissan SR engine (all except CA16)
Nissan GA engine (CA16)

Later versions featured DOHC with 16 valves for increased efficiency at high engine speeds and a smoother power delivery. The hydraulic lifters are interchangeable between all DOHC RB and VG series engines excepting those with solid lifters.

The motor was expensive to produce being cast iron, Production ceased in 1991. The 1.8 L and 2.0 L versions were replaced by the SR series as the primary Nissan four-cylinder engine, while the smaller 1.6 L was replaced by the GA. Engines for the low volume American and European markets, 200SX were supplied by the overstock between Japanese and Australian markets.

CA16S

The CA16S is a 1.6 L (1,598 cc) water cooling serial 4-cylinder OHC engine. It produces 81 PS (60 kW; 80 hp) at 5200 rpm and 123 N⋅m (91 lb⋅ft) at 3200 rpm.

Applications:

CA16DE

The CA16DE is a 1.6 L (1,598 cc) engine produced from 1987 through 1989. It produces 122 hp (91 kW; 124 PS) at 6400 rpm and 137 N⋅m (101 lb⋅ft) at 5200 rpm. Bore and stroke is 78 mm × 83.6 mm (3.07 in × 3.29 in). It was a 16-valve DOHC engine with multi-port fuel injection, for front wheel drive use. North American versions used Nissan's NICS (Nissan Induction Control System), which opened up the secondary intake ports to each cylinder via a butterfly valve in each port. Activated at 3,900 rpm, this improved flow and performance resultingly. Additionally, on activation of the secondaries under a heavy load the fuel injection also went from sequential mode to simultaneous-pulse mode. These features were also found on North American CA18DE engines.

Applications:

CA18(i)

The CA18(i) is a naturally aspirated engine it delivers 91 hp (68 kW; 92 PS) at 5200 rpm. The fuel in this engine is not delivered via Multi Port Fuel Injection (E letter code on MPFI engines), it's instead delivered by Throttle Body Fuel Injection hence the (i) letter on the engine code. Bore and stroke is 83 mm × 83.6 mm (3.27 in × 3.29 in), for a total displacement of 1,809 cc (1.8 L).

Applications:

CA18E

The CA18E is a naturally aspirated, 1.8 L (1,809 cc), single-cam engine. It uses Multi Point Fuel Injection.

Applications

  • Nissan Bluebird 1.8 SSS-E (U11) - 115 PS (85 kW; 113 hp) at 5600 rpm, 16.5 kg⋅m (162 N⋅m; 119 lb⋅ft) at 2800 rpm
  • 1983.08-1985.08 Nissan Skyline 1.8 TI (R30)

CA18S
CA18S.

The 1.8 L (1,809 cc) CA18(s) was a carbureted version of the CA engine available in Japan. It produces 66 kW (89 hp; 90 PS) and 149 N⋅m (110 lb⋅ft). Bore and stroke is 83 mm × 83.6 mm (3.27 in × 3.29 in). It was used in the following vehicles:

CA18DE
CA18DE.

The CA18DE is a 1.8 L (1,809 cc) DOHC 16v engine produced from 1987 through 1989. It produces 131 hp (98 kW; 133 PS) at 6400 rpm and 159 N⋅m (117 lb⋅ft) at 5200 rpm. It has the same head as the CA18DET, however it did not use piston oil squirters that are found on the CA18DETs. A crank girdle as found on all CA18DET's is fitted to some versions for some markets, Nissan's parts data system "FAST" has to be consulted or the sump removed to determine if it's fitted.

Applications:

production went all the way through to January 1991.

CA18ET
CA18ET engine

The 1.8 L (1,809 cc) CA18ET produces 99 kW (135 PS; 133 hp) and 183 N⋅m (135 lb⋅ft) from a single Garrett T2 turbocharger which did not feature an intercooler. The low-pressure turbo has a 0.6 bars (8.7 psi) overcharge.[2] It was built from 1984 through 1992. The engine has fuel and air delivered via ECCS Multiport Fuel Injection, a system developed together with Hitachi.

It was used in the following vehicles:

CA18DET
CA18DET.

The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 124 kW (169 PS; 166 hp) and 228 N⋅m (168 lb⋅ft). 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 and stroke is 83 mm × 83.6 mm (3.27 in × 3.29 in). An electronically controlled fuel injection system was used with 370 cc (23 cu in) (flow capacity) injectors.

It was used in the following vehicles:

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 c. 3,800 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 tractability. 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 engine 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.

CA20E

The SOHC 2.0 L (1,974 cc) CA20E produces 78 kW (106 PS; 105 hp) and 160 N⋅m (118 lb⋅ft). Bore and stroke is 84.5 mm × 88 mm (3.33 in × 3.46 in). It was used from August, 1981 through 1991. Fuel was delivered via Multiport Fuel Injection. Dual spark plugs per cylinder were used in some variants of this engine for enhanced combustion efficiency, called NAPS-X.

It was used in the following vehicles:

CA20S

The CA20S is a SOHC 2.0 L (1,974 cc) engine produced from 1982 through 1987. Bore and stroke is 84.5 mm × 88 mm (3.33 in × 3.46 in) and is fed by a carburetor. It produces a peak power of 102 hp (76 kW; 103 PS) at 5,200 rpm and has a peak torque rating of 160 N⋅m (118 lb⋅ft) at 3,600 rpm.

Applications:

CA20DE/CA20DET/CA20T/CA20ET

There was never a factory-produced twin-cam CA 2.0 L motor, nor a turbo version. However the blocks are 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.

Tomei and JUN of Japan produced 2–litre stroker kits for the CA18. Also companies Norris Designs and Spool Imports produces CA20 stroker kits as well as a CA20 engine.

See also

References
  1. Yamaguchi, Jack K. (1982), Lösch, Annamaria (ed.), "Japan: Shogun Strikes Back", World Cars 1982, Pelham, NY: The Automobile Club of Italy/Herald Books: 64, ISBN 0-910714-14-2
  2. Mastrostefano, Raffaele, ed. (January 1989). "Prove su strada: Nissan Bluebird 1.8i Turbo" [Road Test]. Quattroruote (in Italian). Vol. 34 no. 399. Milan, Italy: Editoriale Domus. p. 166.
  3. Flammang, James M. (1994). Standard Catalog of Imported Cars, 1946-1990. Iola, WI: Krause Publications, Inc. p. 175. ISBN 0-87341-158-7.
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