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Nissan CA18DE Specifications
| Engine Model: Nissan CA18DE |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 110.4 cu.in (1.81 L) |
| Rated Engine Power: 125-135 Hp (93-101 kW) at 6000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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- Nissan CA18DET Engine Specifications
- Nissan CA20E Engine Specifications
- Nissan CA16DE Engine Specifications
| General Technical Data |
The Nissan CA18DE is a 1.8-liter, inline-four,
dual overhead cam, 16-valve, naturally aspirated gasoline engine
belonging to the Nissan CA-series family produced during the 1980s and
early 1990s. It was installed in a variety of compact and mid-size
passenger cars, including the Nissan Bluebird, Nissan Silvia S12 and S13
in certain markets, Nissan Auster, and several export-market sedans.
The CA18DE was engineered as a technologically advanced engine for its
time, designed to deliver good power output, smooth high-rpm
performance, and excellent durability. Its strong cast-iron block,
aluminum cylinder head, belt-driven DOHC valvetrain, and multi-point
electronic fuel injection gave it a combination of mechanical strength
and modern control systems suitable for both sporty and everyday
applications.
Despite being overshadowed by the SR-series engines that succeeded it,
the CA18DE is widely respected by mechanics and enthusiasts for its
robust construction, resistance to overheating, and ability to withstand
hard use. Compared with many engines of its era, it features high
manufacturing precision, strong internal components, and minimal NVH
levels. The CA18DE also served as the naturally aspirated counterpart to
the turbocharged CA18DET, sharing many components and a similar general
architecture.
The CA18DE is a water-cooled, inline-four gasoline engine with dual
overhead camshafts and four valves per cylinder, totaling sixteen
valves. Its displacement is 1809 cc or 110.4 cubic inches. The bore
measures 83.0 mm or 3.27 inches, and the stroke measures 83.6 mm or 3.29
inches, giving the engine a slightly undersquare design but one that is
essentially square in behavior, allowing a balance between torque and
high-rpm power characteristics. The compression ratio is typically 9.5:1
to 10.0:1 depending on model year and market.
Maximum power is usually within the range of 125 to 135 horsepower, or
93 to 101 kW, at around 6000 revolutions per minute. Maximum torque
ranges from 158 to 165 Nm, or 117 to 122 lb-ft, at approximately 4400
rpm. The firing order is 1-3-4-2. Idle speed is set between 750 and 850
rpm depending on ECU calibration. The rev limiter is typically set
around 7000 rpm, but the engine can safely exceed this range with proper
maintenance due to its strong internals.
The engine block is cast iron for durability, rigidity, and heat
stability. The robust block construction is one reason for the
CA-series' reputation for longevity and tolerance for heavy use. The
crankshaft is forged steel with five main bearings to ensure smooth
rotation and support high-rpm operation. Connecting rods are forged
steel, and pistons are aluminum alloy with molybdenum-coated skirts.
The CA18DE uses a fully floating wrist pin
design, allowing improved high-rpm reliability. Piston ring
configuration includes two compression rings and one oil control ring.
The crankshaft pulley incorporates timing marks used for setting
ignition and camshaft timing during service.
The cylinder head is cast aluminum alloy and houses two overhead
camshafts driven by a toothed rubber timing belt. The belt also drives
the water pump. There are four valves per cylinder, two intake and two
exhaust, positioned in a pentroof-style combustion chamber for efficient
airflow and combustion. Intake valves measure approximately 32 mm or
1.26 inches in diameter; exhaust valves measure around 28 mm or 1.10
inches.
Valve actuation uses bucket-over-shim tappets, requiring periodic valve
clearance adjustment. Intake valve clearance when cold is about 0.20 mm
or 0.008 inches, and exhaust valve clearance is about 0.30 mm or 0.012
inches. Camshaft bearings are integrated into the cylinder head and cam
caps. Factory cam timing provides a good balance between power and fuel
economy, and the CA18DE responds well to high-rpm use due to its light
valvetrain and stable cam drive arrangement.
| Fuel System |
The CA18DE uses electronically controlled multi-point fuel injection. Fuel is supplied from the tank by an electric pump delivering fuel to the engine’s fuel rail at approximately 300 kPa or 43 lbs per square inch of pressure. A vacuum-referenced fuel pressure regulator maintains consistent injector flow characteristics. Four electronically actuated injectors, one per cylinder, deliver fuel into the intake ports. The ECU controls injection duration, timing, and correction parameters based on feedback from sensors including the throttle position sensor, mass air flow sensor, coolant temperature sensor, oxygen sensor, and crank angle sensor.
The throttle body is cable-actuated, with an auxiliary idle speed control valve providing fine adjustment for cold starts and idle stabilization. Typical injector resistance is around 10 to 12 ohms for the factory units. The system is designed to operate effectively with unleaded gasoline rated at 95 RON or approximately 91 AKI. Fuel filter replacement is recommended every 30,000 km or 18,000 miles.
| Lubrication System |
The lubrication system is a full-pressure, wet-sump design using a trochoid-type oil pump driven by the crankshaft. Oil is drawn from the sump through a screen, then routed through a full-flow external spin-on oil filter. Lubrication galleries distribute oil to the crankshaft bearings, camshaft journals, valvetrain components, and piston cooling jets, which spray oil onto the underside of the pistons to reduce temperatures during high engine loads. Total oil capacity is approximately 3.5 liters, or 3.7 US quarts, or about 3.1 imperial quarts with filter change.
Recommended oil viscosity ranges from 10W-30 to 10W-40 depending on ambient temperature. Oil pressure at 3000 rpm is typically around 350 to 450 kPa, or 50 to 65 psi. Idle pressure remains above 70 kPa, or about 10 psi. Regular oil and filter changes are essential for valvetrain health due to the shim-over-bucket design and high-rpm capability of the CA18DE.
| Cooling System |
The cooling system uses a belt-driven centrifugal water pump circulating coolant through the engine block, cylinder head, radiator, and heater core. The thermostat begins to open around 82 C or 180 degrees F and is fully open around 95 C or 203 degrees F. Cooling system capacity is approximately 6.0 liters or 6.3 US quarts.
The radiator is cross-flow aluminum with either mechanical or electric cooling fan depending on vehicle model. The cooling system must be kept in excellent condition to avoid overheating, which can cause head gasket failure or cylinder head warping in severe cases. Coolant replacement is recommended every 40,000 km or 25,000 miles.
| Intake and Exhaust Systems |
The intake manifold is aluminum cast and designed for efficient mid-range torque and high-rpm airflow. The air filter housing contains a replaceable paper element, usually replaced every 20,000 km or 12,000 miles. A mass air flow sensor, mounted in the intake duct, measures incoming air volume, providing critical data for ECU fuel calculations.
The exhaust manifold on the CA18DE is a cast-iron or tubular steel design depending on model year and market. Exhaust gases flow into a traditional catalytic converter in most vehicle applications. The naturally aspirated CA18DE has no turbocharger, though it shares general architecture with the turbocharged CA18DET.
| Ignition and Electrical System |
The ignition system uses a distributor-based arrangement with an internal crank angle sensor. The ECU controls ignition advance based on engine load, throttle position, rpm, and knock sensor feedback. Ignition coil dwell is controlled electronically. Spark plug specification is typically NGK BCPR6ES or equivalent, with a gap of approximately 1.1 mm or 0.043 inches.
Spark plug replacement interval is usually 20,000 to 30,000 km or 12,000 to 18,000 miles, depending on driving conditions and plug type. The alternator produces between 60 and 80 amperes depending on vehicle configuration. The starter motor is a reduction-gear type designed for quick cranking speeds. The electrical system operates at 12 volts DC.
| Other Systems and Emissions Control |
The CA18DE uses a closed-loop oxygen sensor–controlled feedback system for emissions and fuel economy optimization. The EGR system recirculates a small portion of exhaust gas into the intake manifold under certain load conditions to reduce nitrogen oxide emissions. The PCV system evacuates crankcase vapors into the intake system.
Idle air control adjusts airflow bypassing the throttle to maintain smooth idle regardless of electrical load, engine temperature, or accessory engagement. Later versions comply with early OBD-I-type diagnostics using blink codes retrieved from the ECU.
| Dimensions and Weight |
The CA18DE engine assembly measures approximately 680 mm or 26.8 inches in length, around 610 mm or 24.0 inches in width, and roughly 680 mm or 26.8 inches in height. Dry weight is typically around 155 kg or 342 lbs, depending on accessories installed. Its compact size and moderate weight allow installation in both front-wheel-drive and rear-wheel-drive layouts.
| Maintenance Data |
Routine maintenance is essential for longevity. Oil and filter changes are required every 5,000 to 10,000 km or 3,000 to 6,000 miles depending on use. Air filter replacement every 20,000 km. Spark plug inspection every 20,000 km and replacement as needed. Valve clearance inspection is recommended every 40,000 to 60,000 km. Fuel filter replacement every 30,000 km. Coolant replacement every two years or 40,000 km.
Timing belt replacement is required every 100,000 km or 60,000 miles, including tensioner and water pump inspection or replacement. Idle speed should be around 800 rpm with all accessories off. Compression pressure should read between 1,300 and 1,500 kPa, or 190 to 218 psi, with no more than 100 kPa or 15 psi difference between cylinders.
| Tightening Torques |
Cylinder head bolts tighten in multiple stages to a final value of approximately 108 Nm, or 80 lb-ft. Main bearing cap bolts torque to about 78 Nm, or 58 lb-ft. Connecting rod bolts torque to 44 Nm, or 33 lb-ft. Camshaft bearing cap bolts tighten to around 13 Nm, or 10 lb-ft. Flywheel bolts require 108 Nm or 80 lb-ft. Crankshaft pulley bolt tightens to approximately 160 Nm or 118 lb-ft.
Intake manifold bolts torque to 25 Nm or 18 lb-ft, and exhaust manifold nuts to around 35 Nm or 26 lb-ft. Spark plugs tighten to 20 Nm or 15 lb-ft. Oil drain plug torque is around 35 Nm or 26 lb-ft. Valve cover bolts require only about 9 Nm or 7 lb-ft to prevent gasket damage.
| Vehicle Applications |
The CA18DE was installed in a number of Nissan models, primarily in the late 1980s and early 1990s. Applications include the Nissan Bluebird series such as the U12 and earlier models, the Nissan Auster, the Nissan Stanza in certain markets, and rear-wheel-drive models including the Nissan Silvia S12 and early S13 in select regions before the introduction of the SR20DE.
The engine was also used in export-market sedans and coupes. While eventually replaced by the SR-series engines, the CA18DE remains well regarded for its durability, tuning potential, and balanced power characteristics.
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