| Home / Car Engines / Nissan Engines / Nissan CA18DET |
Nissan CA18DET Specifications
| Engine Model: Nissan CA18DET |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 110.4 cu.in (1.81 L) |
| Rated Engine Power: 167-175 Hp (125-130 kW) at 6400 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
____________________________________________________________________________________
- Nissan CA18DE Engine Specifications
- Nissan CA20E Engine Specifications
- Nissan CA16DE Engine Specifications
| General Technical Data |
The Nissan CA18DET is a turbocharged, dual overhead cam, 16-valve, inline-four gasoline engine produced by Nissan during the mid-1980s through the early 1990s. It is the high-performance member of the CA-series engine family, which includes the naturally aspirated CA18DE.
The CA18DET was used primarily in the Nissan
Silvia S12 and S13, as well as the Nissan 180SX and select export-market
Bluebird and Auster models. It was engineered to deliver strong
performance in a compact and rugged package, relying on a cast-iron
block, aluminum DOHC cylinder head, multi-point fuel injection, and a
factory turbocharger system.
Among enthusiasts and tuners, the CA18DET is highly regarded for its
bottom-end strength, smooth high-rpm behavior, and ability to handle
elevated boost levels when properly maintained. The cast-iron block has
proven exceptionally durable, and the forged crankshaft and strong
connecting rods provide reliable high-rev operation. Although eventually
replaced by the SR20DET, the CA18DET remains popular due to its
mechanical robustness, rev-happy nature, and tuning potential.
The CA18DET is a water-cooled, inline-four gasoline engine with a
displacement of 1809 cc, or 110.4 cubic inches. Its bore is 83.0 mm, or
3.27 inches, and the stroke is 83.6 mm, or 3.29 inches. This essentially
square configuration allows balanced torque production and high-rpm
capability. Compression ratio varies slightly depending on market
version and turbo specification but is generally around 8.5:1.
Factory power output ranges from 167 to 175
horsepower, or approximately 125 to 130 kW, at about 6400 revolutions
per minute. Torque output typically ranges between 225 and 230 Nm, or
around 166 to 170 lb-ft, at roughly 4000 rpm. The firing order is
1-3-4-2.
The crankshaft is forged steel, supported by five main bearings.
Connecting rods are forged, with full-floating wrist pins and aluminum
alloy pistons equipped with reinforced ring lands to withstand
turbocharged combustion temperatures. The pistons use two compression
rings and one oil ring. CA18DET internals are known for their strength,
allowing the engine to safely tolerate significant increases in boost
pressure compared to factory specifications.
The aluminum cylinder head carries two overhead camshafts and four
valves per cylinder, for a total of sixteen valves. Camshafts are
belt-driven using a toothed rubber timing belt, which also turns the
water pump. Valves are actuated via shim-over-bucket tappets.
Intake valve diameter is approximately 32 mm,
or 1.26 inches, while exhaust valves are about 28 mm, or 1.10 inches.
The combustion chambers are of pentroof design, optimized for efficient
mixture swirl and rapid flame propagation under boost.
Valve clearances must be set manually since hydraulic lash adjusters are
not used. Cold intake valve clearance is roughly 0.20 mm, or 0.008
inches, and cold exhaust clearance is about 0.30 mm, or 0.012 inches.
The CA18DET’s valvetrain is stable at high rpm, contributing to the
engine’s ability to rev freely past 7000 rpm when tuned.
| Fuel System |
Fuel delivery is by electronically controlled multi-point fuel
injection. The electric fuel pump supplies fuel through a high-pressure
line to the rail at approximately 300 kPa, or 43 psi. A
vacuum-referenced regulator maintains pressure differential across
injectors. The CA18DET uses larger injectors than the naturally
aspirated CA18DE to support boosted operation, typically rated at 370 cc
per minute. Four solenoid-type injectors deliver fuel to each intake
port.
The ECU governs injection duration, timing, and mixture control based on
inputs from the mass air flow sensor, throttle position sensor, oxygen
sensor, coolant temperature sensor, and crank angle sensor located in
the distributor. Closed-loop operation maintains stoichiometric air-fuel
ratios under light loads, while open-loop enrichment occurs under boost.
| Lubrication System |
The lubrication system uses a trochoid oil pump driven off the
crankshaft. Pressurized oil lubricates the main bearings, rod journals,
camshafts, hydraulic tensioner for the timing belt, and the turbocharger
bearings. A full-flow external spin-on oil filter ensures debris
removal. The CA18DET has piston cooling jets—small nozzles that spray
oil onto the underside of each piston crown - to dissipate heat produced
during turbocharged operation.
Total oil capacity with filter is approximately 3.7 liters, or 3.9 US
quarts, or about 3.3 imperial quarts. Recommended viscosity ranges from
10W-30 to 10W-40 depending on climate. Oil pressure at 3000 rpm is
typically around 350 to 450 kPa, or 50 to 65 psi, while idle pressure
remains above 70 kPa, or 10 psi. Turbocharged engines require strict oil
change intervals to prevent premature turbo wear; typically every 5000
km or 3000 miles.
| Cooling System |
The cooling system is a forced-circulation design using a belt-driven
centrifugal water pump that moves coolant through the block, head,
radiator, and heater core. The thermostat begins to open around 82 C or
180 degrees F and is fully open by 95 C or 203 degrees F. Cooling system
capacity is approximately 6.0 liters or 6.3 US quarts.
A cross-flow aluminum radiator provides primary cooling, while the
intercooler system helps manage intake temperature under boost. Cooling
performance must be kept optimal, as turbocharged engines produce
significantly more heat than naturally aspirated ones. Coolant should be
replaced every 40,000 km or 25,000 miles.
| Intake, Exhaust, and Turbocharging System |
The CA18DET uses a single turbocharger, most commonly the Garrett T25 on factory models. Boost pressure varies with market regions but typically ranges from 0.55 to 0.65 bar, or 8 to 9.5 psi. The turbocharger feeds pressurized air through an air-to-air front-mounted intercooler that reduces intake air temperature, increasing air density and reducing detonation risk.
The wastegate is integrated into the turbine housing and is controlled
by a pneumatic actuator. Factory boost control is simple and reliable,
with the wastegate actuator receiving pressure signals from the
compressor outlet.
The intake manifold is aluminum cast, using long runners to promote
mid-range torque. The throttle body is cable-operated. The system
includes a bypass (recirculating) valve that opens during throttle lift
to relieve excessive pressure, extending turbocharger life.
The exhaust manifold is a cast-iron turbo manifold designed to support the turbocharger and withstand the higher exhaust temperatures created by boosted combustion. The downpipe channels exhaust gases from the turbo to the catalytic converter.
The exhaust system typically includes oxygen sensors for closed-loop mixture control. Boosted engines generate high exhaust energy, requiring periodic inspection of the manifold and turbo flange for cracking or loosening bolts.
| Ignition and Electrical System |
Ignition timing is electronically controlled by the ECU using input from
a crank angle sensor located in the distributor. The engine uses a
single ignition coil and a distributor to distribute spark to the four
cylinders. Spark plugs are typically NGK BCPR6ES or equivalent, gapped
at about 1.1 mm or 0.043 inches. Under boosted operation, a colder
heat-range plug may be used to prevent detonation.
The alternator produces between 60 and 80 amperes depending on
application. The starter motor is a reduction-gear unit capable of
cranking the engine reliably even in cold conditions. The electrical
system is 12 volts DC.
| Other Systems and Emissions |
The CA18DET uses a PCV system to evacuate crankcase vapors, an evaporative emissions control system to manage fuel tank vapors, and in most markets an EGR system to reduce nitrogen oxide emissions under partial throttle. Later versions implement basic OBD-type fault codes stored in the ECU memory.
| Dimensions and Weight |
The CA18DET engine assembly measures approximately 680 mm or 26.8 inches in length, 610 mm or 24.0 inches in width, and 700 mm or about 27.6 inches in height due to the turbocharger and manifold arrangement. Dry weight is around 165 kg or 364 lbs, slightly heavier than the CA18DE due to turbo components and reinforced internals. Its compact size made it ideal for both rear-wheel-drive and front-wheel-drive applications.
| Maintenance Data |
Oil and filter changes are recommended every 5000 km or 3000 miles under typical use due to turbocharger lubrication requirements. Air filter replacement every 20,000 km. Fuel filter replacement every 30,000 km. Spark plug inspection every 20,000 km with replacement as needed. Timing belt replacement every 100,000 km or 60,000 miles, including tensioner.
Valve clearance inspection every 40,000 to 60,000 km. Coolant replacement every 40,000 km or two years. Turbocharger inspection recommended at each major service interval. Compression pressure should be between 1300 and 1500 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 108 Nm, or 80 lb-ft. Main bearing cap bolts torque to 78 Nm, or 58 lb-ft. Connecting rod bolts torque to 44 Nm, or 33 lb-ft. Camshaft bearing cap bolts require 13 Nm, or 10 lb-ft. Turbocharger mounting nuts tighten to 35 Nm, or 26 lb-ft.
Flywheel bolts tighten to 108 Nm, or 80 lb-ft. Crankshaft pulley bolt torque is approximately 160 Nm, or 118 lb-ft. Intake manifold bolts require about 25 Nm, or 18 lb-ft, and exhaust manifold bolts about 35 Nm, or 26 lb-ft. Spark plugs tighten to 20 Nm, or 15 lb-ft. Oil drain plug torque is 35 Nm or 26 lb-ft.
| Vehicle Applications |
The CA18DET was installed in several high-performance Nissan models, including the Nissan Silvia S12 in turbo variants, the Nissan Silvia S13 in early European and Japanese markets, the Nissan 180SX in its early years, and select Nissan Bluebird and Auster models in export regions.
The engine became a favorite among enthusiasts for its strength, compact size, and ability to handle significant boost increases with stock internals. Its application in lightweight rear-wheel-drive chassis made it a popular platform for drifting, circuit racing, and street performance builds.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |