Nissan 200SX CA18DET - Raziel Project

Few pictures about my project called Raziel - complete rebuild of the head (new intake "51" valves, valve stem oil seals, gaskets - everything original Nissan including Head gasket) and other bits on the engine plus a lot of refurbishing in the engine bay... the specs of engine: CA18DET, T25G with HKS actuator @ 1bar, Front mount Intercooler, Walbro fuel pump, Chip stage 1, Free Exhaust, K&N filter+Cold air Intake... much more on whole car... gauges - oil temperature, oil pressure, water temperature, volts and Boost... Sparco belts... adjustable tension rods. brand new wishbones... s14 visco LSD... the result is this...

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CA18DET first start after rebuild
CA18DET first start after rebuild





Nissan 200sx Ca18det Rebuild
Nissan 200sx Ca18det Rebuild http://swissundergroundgarage.weebly.com/





NISSAN CA18DET COMPILATION (PART 1)
PART 2----- https://www.youtube.com/watch?v=smhzxh8HYTM 240sx/180sx/240sx s13 silvia The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 167 hp (124 kW) and 166 lb·ft (228 Nm). 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 is 83 mm (3.3 in), and stroke is 83.6 mm (3.29 in). An electronically controlled fuel injection system was used with 370cc injectors. It was used in the following vehicles: 1987-1988 Silvia S12 RS-X 1989-1990 Nissan Silvia/180SX S13 (International market) 1987-1989 Nissan Bluebird RNU12 SSS ATTESA Limited (Japanese Market) 1989-1994 Nissan 200SX RS13-U Europe. 1985-1990 Nissan Auster "1.8Xtt" and "Euroform Twincam turbo" 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 ~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 tractibility. 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 motor 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. Power was not increased, but high RPM flow was indeed improved, making the 4 port CA18DET the most desirable of the late generation Nissan turbo 4s.





NISSAN CA18DET COMPILATION (PART 2)
240sx/180sx/240sx s13 silvia The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 167 hp (124 kW) and 166 lb·ft (228 Nm). 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 is 83 mm (3.3 in), and stroke is 83.6 mm (3.29 in). An electronically controlled fuel injection system was used with 370cc injectors. It was used in the following vehicles: 1987-1988 Silvia S12 RS-X 1989-1990 Nissan Silvia/180SX S13 (International market) 1987-1989 Nissan Bluebird RNU12 SSS ATTESA Limited (Japanese Market) 1989-1994 Nissan 200SX RS13-U Europe. 1985-1990 Nissan Auster "1.8Xtt" and "Euroform Twincam turbo" 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 ~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 tractibility. 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 motor 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. Power was not increased, but high RPM flow was indeed improved, making the 4 port CA18DET the most desirable of the late generation Nissan turbo 4s.




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