Nissan CA18ET Specifications
| Engine Model: Nissan CA18ET |
| Engine Type: 4-cycle inline 4-cylinder SOHC 8-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 110.4 cu.in (1.81 L) |
| Rated Engine Power: 120-135 Hp (89-101 kW) at 5600 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
____________________________________________________________________________________
The Nissan CA18ET is a 1.8-liter turbocharged
inline-four gasoline engine from Nissan’s CA-series family, which also
includes the CA18S, CA18i, CA18DE, and CA18DET. Produced during the
early-to-mid 1980s, the CA18ET powered performance-oriented compact
vehicles such as the Nissan Silvia S12, Nissan Gazelle, and various
Bluebird/200SX models. It represents Nissan’s early factory
turbocharging era, before the development of the more advanced CA18DET
and the later SR-series engines.
The CA18ET uses a cast-iron block for exceptional durability, an
aluminum single overhead camshaft (SOHC) 8-valve head, electronic fuel
injection (EFI), and a small turbocharger designed to improve mid-range
torque and throttle response. Although relatively simple compared to
multipoint twin-cam turbo engines, the CA18ET was engineered for
reliability, low maintenance, and trouble-free operation under moderate
boost. It provided strong torque characteristics, solid performance for
its time, and wide tuning potential.
Its mechanical robustness, straightforward servicing, and aftermarket
support have made the CA18ET a popular engine for enthusiasts restoring
1980s Nissan performance models. Even today, the engine is recognized
for its ability to handle increased boost with proper fuel and ignition
control.
The CA18ET is a four-stroke, inline-four, turbocharged gasoline engine
with a displacement of 1809 cc (110.4 cubic inches). Its bore is 83.0 mm
(3.27 in) and its stroke is 83.6 mm (3.29 in), giving it an almost
square configuration that balances torque and top-end power. The
compression ratio is around 8.0:1 to 8.5:1 depending on market and year,
allowing safe operation under factory boost pressure.
Power output varies by region:
- 120–135 hp (89–101 kW) at 5600 rpm
- 135–145 lb-ft (183–197 Nm) of torque around 2800–3600 rpm
The firing order is 1-3-4-2. Idle speed is generally 750 ± 50 rpm
depending on ECU and emission controls.
The CA18ET uses a cast-iron cylinder block with thick cylinder walls,
capable of handling considerable boost when properly tuned. The
crankshaft is a fully counterweighted forged-steel unit supported by
five main bearings for smoothness and durability. Connecting rods are
forged steel with full-floating wrist pins.
Pistons are aluminum alloy with dished crowns to reduce compression
ratio. They use a three-ring design: two compression rings and one
oil-control ring. Piston skirts are coated for reduced friction, and
ring lands are reinforced to withstand turbocharged combustion
pressures.
The cylinder head is aluminum alloy with a single overhead camshaft
(SOHC) operating two valves per cylinder, totaling eight valves.
Valve sizes vary slightly by year but
generally measure:
- Intake valves: approx. 38 mm (1.50 in)
- Exhaust valves: approx. 33 mm (1.30 in)
Valve actuation is through hydraulic lash adjusters in most markets,
although certain early engines use mechanical tappets. The camshaft is
belt-driven using a rubber-reinforced timing belt. Replacement interval
is typically 80,000–100,000 km.
Combustion chambers are semi-pentroof designs optimized for forced
induction combustion efficiency and detonation resistance.
The CA18ET uses electronic multi-point fuel injection controlled by
Nissan’s early ECCS (Electronic Concentrated Control System).
The system uses:
- An Air Flow Meter (AFM)
- Throttle Position Sensor (TPS)
- Engine Coolant Temperature Sensor (ECT)
- Intake Air Temperature Sensor (IAT)
- Oxygen sensor (on closed-loop models)
- Boost pressure reference
- Crank angle sensor inside the distributor
Fuel delivery is through four solenoid-type fuel injectors. A
high-pressure electric pump supplies fuel at approximately: 270–300 kPa
(39–43 psi) base pressure. The ECU adjusts injector pulse width based on
load, temperature, rpm, and boost.
A full-pressure wet-sump lubrication system is used.
The crankshaft-driven trochoid-type oil
pump supplies oil to:
- Main bearings
- Rod bearings
- Camshaft journals
- Turbocharger bearings
- Valve train components
Oil capacity: 3.5–4.0 liters (3.7–4.2 US quarts)
Recommended viscosity: SAE 10W-30, 10W-40, or 15W-40 depending on
climate
Turbo engines require strict oil-change intervals to prolong
turbocharger life.
Cooling is provided by a belt-driven centrifugal water pump, circulating
coolant through the block, head, radiator, and heater core. The
thermostat begins opening at approximately: 82°C (180°F)
Fully open around: 95°C (203°F)
Cooling system capacity: 6.0 liters (6.3 US quarts)
Turbocharged engines benefit from maintaining the cooling system in
excellent condition due to increased thermal loads.
| Intake and Exhaust Systems |
Induction components include:
- Air cleaner housing with paper filter
- AFM-equipped intake ducting
- Turbo compressor inlet
- Turbo compressor outlet hose
- Cast-aluminum intake manifold
Exhaust System
- Cast-iron turbo manifold
- Integrated turbine housing
- Internal wastegate
- Downpipe with O2 sensor port
- Catalytic converter (emission markets)
The CA18ET uses a distributor-based ignition system with an internal
crank angle sensor.
The ECU adjusts spark advance based on:
- Load
- Boost pressure
- Intake temperature
- Throttle position
- Engine speed
Ignition components include:
- Distributor with optical sensor
- Ignition coil
- High-tension spark plug wires
Spark plug gap: 0.8–1.0 mm (0.031–0.039 in). Turbocharged applications
typically require colder heat-range plugs.
The CA18ET uses a small, fast-spooling turbocharger - usually a Garrett
T2 or similar AiResearch unit. Designed for low- to mid-range power, the
turbocharger provides immediate boost without excessive lag. Factory
boost pressure: 0.45–0.55 bar (6.5–8 psi).
Turbocharger features:
- Internal wastegate
- Oil-lubricated bearing housing
- No factory intercooler on most versions
- Simple boost control via wastegate actuator
Because the CA18ET does not use an intercooler, charge temperatures rise
under sustained boost; however, the conservative factory boost pressure
helps maintain reliability.
- Length: 600–640 mm (23.6–25.2 in)
- Width: 550–580 mm (21.6–22.8 in)
- Height: 650–680 mm (25.6–26.8 in)
Dry weight: 145–165 kg (320–364 lb) depending on accessories
- Oil and filter: every 5000–7000 km (3000–4300 miles)
- Timing belt: every 80,000–100,000 km
- Spark plugs: every 15,000–20,000 km (standard); 40,000+ km for
platinum
- Fuel filter: every 20,000–30,000 km
- Air filter: every 20,000 km
- Coolant: every 40,000 km or 2 years
- Valve lash (if mechanical lifters): every 40,000 km
- Turbo inspection: every 60,000–80,000 km
Healthy compression: 150–175 psi (1034–1206 kPa) with <10% variation
- Cylinder head bolts: 88–98 Nm (65–72 lb-ft)
- Main bearing caps: 60–70 Nm (44–52 lb-ft)
- Connecting rod bolts: 45–50 Nm (33–37 lb-ft)
- Flywheel bolts: 85–95 Nm (63–70 lb-ft)
- Crank pulley bolt: 140–160 Nm (103–118 lb-ft)
- Intake manifold bolts: 22–25 Nm (16–18 lb-ft)
- Exhaust manifold nuts: 25–30 Nm (18–22 lb-ft)
- Spark plugs: 18 Nm (13 lb-ft)
- Oil drain plug: 34 Nm (25 lb-ft)
The CA18ET was used in:
- Nissan Silvia S12 (Gazelle)
- Nissan 200SX (North America)
- Nissan Bluebird T12/T72 turbo models
- Nissan Auster / Stanza turbo variants
- Various regional sports sedans and coupes
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
