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Nissan CA engine

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Template:More citations neededTemplate:Infobox automobile engine The CA engine is a series of Template:Convert Inline-4 piston engines from Nissan. It is designed for a wide variety of smaller Nissan vehicles to replace the Z engine and some smaller, four-cylinder L series engines. The "CA" stands for Clean Air, due to the installation of Nissan emission reducing technology, called NAPS-X.

The CA 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 Template:Convert of space (compared to Template:Convert for the earlier Z16), while weighing 23% less at Template:Convert.<ref name="WC82y">Template:Citation</ref>

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 Nissan CA would also be developed into a diesel engine, known as the CD, which replaced the four-cylinder LD series.

Production of the CA series ceased in 1994. The engine was deemed too expensive to produce due to its cast-iron block, while it also no longer met the ever-changing Japanese emission standards emerging at the time. The 1.8 L and 2.0 L versions were replaced by the all-aluminium SR series as Nissan's primary four-cylinder engine, while the smaller 1.6 L version was replaced by the GA series. Engines for the low volume European markets, such as the 200SX, were supplied by the overstock between Japanese and Australian markets.

CA16Edit

The CA16 series of engines is a Template:Convert engine produced from 1985 through 1990. Bore and stroke is Template:Convert and it was built either with carburetors or fuel injection.

CA16SEdit

The CA16S is a Template:Convert water cooling serial 4-cylinder OHC engine. It produces Template:Convert at 5200 rpm and Template:Convert at 3200 rpm.

Applications:

CA16DEEdit

The CA16DE is a Template:Convert engine produced from 1987 through 1989. It produces Template:Convert at 6400 rpm and Template:Convert at 5200 rpm. Bore and stroke is Template:Convert. 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:

CA18Edit

CA18SEdit

File:CA18NS.jpg
CA18S.

The Template:Convert CA18(s) was a carbureted version of the CA engine available in Japan. It produces Template:Convert and Template:Convert. Bore and stroke is Template:Convert. It was used in the following vehicles:

CA18(i)Edit

The CA18(i) is a naturally aspirated engine it delivers Template:Convert 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 Template:Convert, for a total displacement of Template:Convert.

Applications:

CA18EEdit

The CA18E is a naturally aspirated, Template:Convert, single-cam engine. It uses Multi Point Fuel Injection.

Applications

CA18DEEdit

File:Ca18de.jpg
CA18DE.

The CA18DE is a Template:Convert DOHC engine produced from 1985 through January 1991. It produces Template:Convert at 6400 rpm and Template:Convert at 5200 rpm. It uses the same aluminium 16-valve head as the CA18DET, but it did not use the piston oil squirters that are found on the CA18DET. A crank girdle as found on all CA18DETs is fitted into some versions of the engine in some markets; Nissan's parts data system "FAST" has to be consulted or the sump removed to determine if it can be fitted.

Applications:

CA18ETEdit

File:CA18ET.jpg
CA18ET engine

The Template:Convert CA18ET was produced from 1984 through 1992. It is a turbocharged version of the CA18E, which produces Template:Convert and Template:Convert from a single Garrett T2 turbocharger which did not feature an intercooler. The low-pressure turbo has a Template:Convert overcharge.<ref name="QR0189">Template:Cite magazine</ref> 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:

CA18DETEdit

File:Ca18det.jpg
CA18DET engine

The Template:Convert CA18DET was the last version of the CA engine to be released, manufactured from 1985 to 1994. It is a turbocharged version of the CA18DE, producing Template:Convert and Template:Convert. It has 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 Template:Convert. An electronically controlled fuel injection system was used with Template:Convert (flow capacity) injectors.

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.

It was used in the following vehicles:

CA20Edit

The CA20 is a series of SOHC Template:Cvt engine produced from 1982 through 1991 (possibly longer for the CA20P). Bore and stroke is Template:Convert.

CA20PEdit

File:Nissan CA20P.jpg
The LPG-powered CA20P engine

The CA20P is a carbureted, single overhead cam designed to run on LPG. It came in two claimed different power outputs, initially Template:Cvt JIS gross at 5,600 rpm and later Template:Cvt JIS net at 4,800 rpm. The respective torque figures are Template:Cvt at 2,800 rpm and Template:Cvt at 2,000 rpm. This engine was usually installed in professional cars and was not regularly available to private buyers. It was replaced by the NA20P engine in mid-1991.

Applications:

CA20SEdit

The CA20S is an SOHC Template:Convert engine produced from 1982 through 1987, fed by a carburetor. It typically produces a peak power of Template:Cvt at 5,200 rpm and has a peak torque rating of Template:Cvt at 3,600 rpm.

Applications:

CA20EEdit

The SOHC Template:Convert CA20E was produced from August 1981 to 1991. It produces Template:Convert and Template:Convert. 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:

CA20DE/CA20DET/CA20ETEdit

There was never a factory-produced twin-cam 2.0 L CA engine, nor there was a turbo version. However, the blocks are similar, and it is possible to fit the DOHC CA18DE/CA18DET twin-cam head into the SOHC CA20 block. However, the DOHC/SOHC manifolds are different and the timing pulley/belts are not compatible. Despite this, however, several examples of a CA20DET engine have been built.

Stroker kitsEdit

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

See alsoEdit

ReferencesEdit

Template:Reflist

External linksEdit

Template:Sister project

Template:Nissan

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