CA18DET Bible

1570 FAR-North Access CA18-DET Bible
Words and opinions are that of the author: Jordan Allen

Jordan.allen@outlook.com
If you’ve got a different point of view, at least you read it
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Copyright © 2020-Jordan Allen
1 FORWARD
The CA18DET shone brightly, but briefly. From humble beginnings to prominence to being superseded only 3 short
years after its debut. Despite its short production run, it maintains a cult like following, due to its compact size, light
weight and ease of transplant. Any old Datsun, Galant, Celica or other small RWD car can always be improved with
a well-tuned and executed CA18DET swap.
This guide has been drafted with the intention to improve the base level of understanding and to provide a guide to
a large number of common questions surrounding the CA18DET engine platform. This guide is to be considered a
companion piece to other more specific documentation available online. Specifically, the OEM Workshop Manual.
It is not intended to be a replacement to a conversation you should be having with a qualified engine builder when
commissioning a build of a CA18DET.
This document will hopefully provide you with a level of understanding that will allow you to have that meaningful
conversation and allow you to invest in areas where the CA18DET is weak. As well as make modifications to address
some inherent issues within the platform.
This document will not talk in: Stages. There will be Street & Race. Given the age of the platform, it is expected that
anyone seriously considering the CA18DET for a project must acknowledge that the first thing you do after
purchasing a CA18DET Japanese import or wrecker motor is tear it down and send it off to the machine shop. These
motors are all near ~30 years old and in RWD form, ALL came in sports cars.
• The turbo’s are old

• The valve steam seals are old
• There will be significant deposits within the engines breather and intake system
• They come from unknown service histories
• The wiring and connectors are old, crusty and likely to have been modified by a rat
• Auxiliary components are old and beginning to have higher failure rates (specifically the AFM)
Be aware that the decision to use a CA18DET in 2020 and expect reliability is in the $10-15k AUD range. Shortcuts
can be taken for mild street builds if you are starting from a clean OEM 180SX with limited or no modifications.
But engine swaps and blown engine replacements will result in a higher up-front build if reliability to desired.
1.1 Who am I.
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1.2 Disclaimer:
The following is an opinion piece drafted based on my own personal experience with the CA18DET engine platform.
Discussions on exotic mods will be flagged. This’s not ‘hear’say’ from friends of friends. The modifications detailed
in this document were enacted to improve engine reliability in a circuit racing application. My motor is used for race
(circuit) only and limited to 8,500RPM and spends very little time at idle and is not street driven. However, with the
CA18DET engine platform now older than may of its drivers, these modifications and updates are applicable to
street driven motors. Some exotic topics are discussed, and these may or may not be legal in your jurisdiction.
And as always this is an opinion piece, you may not agree, but that’s ok .
No credit has been given for any of the images used in this document. This is document has been drafted for free
use by the community and not-for-profit or academic gain.
Additionally, no products, services or other purchasable are mentioned for any other reason than: the fact that they:
• Represent good value
• Fill a need
• Meet a performance envelope
• Are considered best in class
Again, this document has been drafted to assist members of the community in making their own decisions based on
the best available information. I personally (and since I’m a mining engineer) no business I’m involved in stand to
gain financially from any decisions you may make as a result of acting on advice contained within this document.
All information provided is free and unbiased (other than my own personal prejudice’s based on personal
experience.)
1.3 Version History

This document was first drafted in 2016 and focused specifically on crank case breathing and oil control for the
CA18DET. Since that time my own experience in the ‘tuner’ and ‘race’ scene with my own CA18DET and other
engine platforms has required that this document be updated and expanded.
It now includes a:
• A detailed overview of the engine architecture
• Discussions around updated modern electronic
• Turbocharger selection
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Contents
1 Forward ................................................................................................................................................................ 2
1.1 Who am I. ...................................................................................................................................................... 2
1.2 Disclaimer: .................................................................................................................................................... 3
1.3 Version History ............................................................................................................................................. 3
2 Introduction .......................................................................................................................................................... 8
3 History ............................................................................................................................................................... 10
4 Features .............................................................................................................................................................. 11
4.1 Electronics ................................................................................................................................................... 11
4.1.1 Ignition ................................................................................................................................................. 11
4.2 Fuel injection ............................................................................................................................................... 12
4.3 Engine Load ................................................................................................................................................ 13
5 T25 Turbocharger .............................................................................................................................................. 14
6 Cylinder head ..................................................................................................................................................... 15
6.1 8-Port Head ................................................................................................................................................. 15
6.2 4-Port Head ................................................................................................................................................. 17
6.3 Camshafts and valvetrain ............................................................................................................................ 17
6.3.1 Valve Actuation ................................................................................................................................... 17
6.3.2 OEM CA18DET camshafts ................................................................................................................. 18
6.3.3 Valves .................................................................................................................................................. 19
6.3.4 Hydraulic Cam Buckets ....................................................................................................................... 19
6.4 Head Bolts ................................................................................................................................................... 21
6.5 Combustion Chamber.................................................................................................................................. 21
6.6 Cam Covers ................................................................................................................................................. 22
7 Cylinder Block ................................................................................................................................................... 25
7.1 Pistons ......................................................................................................................................................... 25
7.2 Conrods and Rod Bolts ............................................................................................................................... 26
7.3 Under Piston Oil Squirters .......................................................................................................................... 26
7.4 Crankshaft and bearings .............................................................................................................................. 27
7.5 Crank Girdle ................................................................................................................................................ 28
7.6 Oil Pump ..................................................................................................................................................... 28
7.7 Oil Filter housing ........................................................................................................................................ 29
7.8 Crank case venting ...................................................................................................................................... 29
7.9 Front Drive .................................................................................................................................................. 30
7.10 Oil Cooler ................................................................................................................................................ 30
7.11 Block features .......................................................................................................................................... 31
8 End of OEM ....................................................................................................................................................... 34
9 Crank Case Breathing: ....................................................................................................................................... 36
9.1 Discussion of the problem ........................................................................................................................... 36
9.2 Addressing the issue of a deficient OEM crank case breathing system. ..................................................... 38
9.2.1 In car .................................................................................................................................................... 38
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9.2.2 Engine rebuild ...................................................................................................................................... 38
10 Head breating and oil control ............................................................................................................................. 39
10.1 De-burring, enlarging and porting of OE oil drains ................................................................................ 39
10.2 De-burring and painting the internal surfaces of the head ...................................................................... 40
10.3 Installation of a smaller head oil feed restrictor into the block ............................................................... 40
10.4 Fitment of external oil drains form the head ........................................................................................... 41
10.5 Revised Breather system with sump returned catch can ......................................................................... 44
10.5.1 Non return catch cans .......................................................................................................................... 44
10.5.2 Return style catch cans ........................................................................................................................ 44
10.5.3 Catch can design .................................................................................................................................. 46
10.5.4 Breather system layout......................................................................................................................... 47
10.5.5 Venting to atmosphere or back to intake ............................................................................................. 47
10.6 Removal of the cam cover baffles. .......................................................................................................... 48
11 Oiling ................................................................................................................................................................. 48
11.1 Big Wetsump ........................................................................................................................................... 48
11.2 Drysump .................................................................................................................................................. 49
11.3 Excessive Oil pumped into the head ....................................................................................................... 51
11.4 Oil Drains undersized .............................................................................................................................. 51
11.5 Exhaust breather ...................................................................................................................................... 51
11.6 Cam cover baffles .................................................................................................................................... 52
11.7 Crappy crank breather ............................................................................................................................. 52
12 Maniforlds .......................................................................................................................................................... 58
12.1 Inlet .......................................................................................................................................................... 58
12.2 Exhaust .................................................................................................................................................... 68
13 Fuel Injectors ..................................................................................................................................................... 68
13.1 Saturated vs. Peak & Hold....................................................................................................................... 68
13.2 Spray Patterns .......................................................................................................................................... 68
13.3 Injector Plugs ........................................................................................................................................... 68
14 Turbocharger ...................................................................................................................................................... 69
14.1 The Basics ............................................................................................................................................... 69
14.2 Frame Size ............................................................................................................................................... 69
14.3 Trim ......................................................................................................................................................... 69
14.4 Wastegates ............................................................................................................................................... 69
14.5 Airflow Analysis ..................................................................................................................................... 69
14.5.1 Compressor Maps ................................................................................................................................ 69
14.5.2 Turbine Flow Maps .............................................................................................................................. 69
14.6 Bearing Type ........................................................................................................................................... 69
14.6.1 Journal Bearings .................................................................................................................................. 70
14.6.2 Dual Ball/Roller Bearings .................................................................................................................... 70
14.6.3 Hybrid bearings.................................................................................................................................... 70
14.7 Cooling .................................................................................................................................................... 70
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14.7.1 Oil Cooled ............................................................................................................................................ 70
14.7.2 Water Cooled ....................................................................................................................................... 70
14.8 Material selection .................................................................................................................................... 70
14.8.1 Compressor .......................................................................................................................................... 70
14.8.2 Turbine ................................................................................................................................................. 70
14.8.3 Housings .............................................................................................................................................. 70
14.9 Compressor design. ................................................................................................................................. 70
14.10 Choosing the correct Turbocharger for your use case ............................................................................. 70
15 Electrinics .......................................................................................................................................................... 81
16 Catch can design: ............................................................................................................................................... 90
17 USE AS A NATURALLY ASPIRATED ENGINE.......................................................................................... 91
17.1 Combustion chamber ............................................................................................................................... 91
17.2 Pistons...................................................................................................................................................... 92
17.3 Head and cams ......................................................................................................................................... 92
17.4 Valves ...................................................................................................................................................... 92
17.5 Inlet manifolds ......................................................................................................................................... 93
17.5.1 OEM..................................................................................................................................................... 93
17.5.2 Port-Throttles / Individual Throttle Bodies ......................................................................................... 93
17.5.3 Carburettors ......................................................................................................................................... 96
17.6 An unfortunate capacity .......................................................................................................................... 98
17.7 Notable exceptions .................................................................................................................................. 99
17.7.1 RALT RT34 Formula 3 ....................................................................................................................... 99
17.7.2 Aden Hadley’s Datsun 1200 .............................................................................................................. 103
18 Appendix-1: Nissan Hydraulic Cam Bucket Rebuild Guide ........................................................................... 110
18.1 Preamble. ............................................................................................................................................... 110
18.2 Failure mechanisms ............................................................................................................................... 110
18.3 An ounce of prevention ......................................................................................................................... 111
18.4 Tools for Disassembly ........................................................................................................................... 111
18.5 Cam Bucket Overview .......................................................................................................................... 111
18.6 Disassembly ........................................................................................................................................... 112
18.6.1 Breaking the Seal ............................................................................................................................... 112
18.6.2 Plunger Removal................................................................................................................................ 113
18.6.3 Cam bucket internals ......................................................................................................................... 113
18.6.4 Check Valve ....................................................................................................................................... 114
18.7 Cleaning ................................................................................................................................................. 115
18.7.1 Parts or carburettor cleaner ................................................................................................................ 115
18.7.2 Rinsing ............................................................................................................................................... 116
18.7.3 Surface Finishing ............................................................................................................................... 117
18.7.4 Caution ............................................................................................................................................... 117
18.7.5 Cleaned Cam Bucket ......................................................................................................................... 118
18.8 Reassembly ............................................................................................................................................ 118
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18.8.1 Spring in stall ..................................................................................................................................... 118
18.8.2 Oil Prefill ........................................................................................................................................... 119
18.8.3 Reassembly of the Check Valve ........................................................................................................ 120
18.8.4 Assembled Check Valve .................................................................................................................... 121
18.8.5 Cam Bucket Assembly....................................................................................................................... 122
18.8.6 Assembled Cam Bucket ..................................................................................................................... 123
18.9 Final Words and tips. ............................................................................................................................. 123
19 aPPENDIX-2 ................................................................................................................................................... 124
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2 INTRODUCTION
The CA18DE(T) was the top spec engine available in various mid-sized and sports cars manufactured by Nissan
Motor Company in the late 1980’s and early 1990’s. Most notably in the RWD 180SX and Silvia. In addition it was
found in FWD Pulsar’s, Bluebird’s amongst others. With some AWD examples produced for the Bluebird. It has
often been described and an RB minus-2 cylinders, as there is more than a passing resemblance between the 2
architectures. It is largely seen as a direct and cost saving replacement for the arguably superior (yet significantly
more expensive to produce) FJ20DET and dated Z18ET.
Like all engines, it is known to have a number of strengths, yet those strengths are often overshadowed by 2 main
weaknesses/short comings. Specifically regarding:
• Crank case ventilation

• Oil management during sustained high engine speed operation.
Problems that the RB also exhibits and as such will be discussed in the document at length. These concerns when
addressed with an understanding of why the problem exists in the first place, can not only be ‘band-aided’ but
outright resolved.
In addition to the CA18DET hardware which is ageing. The electronics package delivered on the CA18DET 30
years ago is starting to show serious limitations. 3 decades of heat, cold, neglect and mods have taken their toll on
even the most well maintained CA18DET wiring harness. This document discusses the adaption of modern
electronics onto the CA18DET block and the advantages that has for both street and race track use regarding both
tuning and reliability.
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Part - 1
General Engine Architecture
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3 HISTORY
Building on the earlier CA18E(T) and CA20E architecture from 1981. The CA18DE and DET (Figure 3-1,) were
released to the public in 19987 as a direct replacement to these engines (specifically the CA18ET.) In an act of
consolidation, the release of the CA18DET also coincided with the end of production of the dated Z18ET and the
FJ20ET.
In the Skyline, the FJ20ET was replaced by the 2.0L 6-cylinder RB20DET for the R31 model, with the
CA18DET being the direct replacement for both the Z18ET and FJ20ET Silvia S-12 RS-X chassis in 1987. In most
markets the CA18DET was replaced by the SR20DET in 1991 in the S13 Silvia (and other vehiles,) with Europe
continuing to see the CA18DET until 1994 due to emissions reasons. For completeness the SR20 was available in
the Bluebird in 1989 and the Homologation Special GTi-R Pulsar in 1990.
Figure 3-1: OEM CA18DET in an 180SX.
Curiously the CA18DET, is tilted some 10→15° to the exhaust side. This is partly due to the fact that all oil drains
are on the exhaust side of the block.
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4 FEATURES
The CA18DET belt driven twin cam 4-Cylinder engine comprised of a closed deck cast iron block and cast
aluminium head. Valves are actuated via direct cam-on bucket tappets. Tappet clearance is maintained by
maintenance free, 31mmØ hydraulic-lash adjusters (cam buckets.) The cams are driven by a toothed belt protected
by cast aluminium upper and lower overs
The 1809cc displacement is the result of 4 cylinders displacing:
• 83mmØ bore
• 83.6mm stroke
Along with it’s T25 turbocharger the CA18DET was factory rated to 124kW and 228Nm of torque.
4.1 Electronics
4.1.1 Ignition
As was common for Nissan twin-cams of the era, the CA18DET features (an advanced for the time) distributor-less
ignition. Engine position is determined by a 360+4 (Figure 4-1) optical engine and cam position sensor (CAS)
mounted to the exhaust cam (marked 1, Figure 3-1.)
Figure 4-1: Nissan 4-Cylinder Optical

CAD disc.
Use of this system allowed the use of individual direct Coil-on-Plug ignition coils, controlled by an external ignitor.
This made the CA18DET one of (if not the first) mass-market 4-cylinders to use such an advanced ignition system.
With contemporaries form Toyota, Mazda, Honda, GM and Ford all continuing to use single coil distributor or
wasted spark systems well into the 1990s’
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4.2 Fuel injection
The CA18DET uses 4 Low Impedance single pintle 370cc fuel injectors (Figure 4-2.) These injectors are:
• Top feed
• 60mm long
• Have clear/white tops (red or black tops have been found as well)
• Fit an 11mm fuel rail
• Have a rated flow of 370cc @ 3Bar differential fuel pressure
• Utilize a square EV1 plug
Figure 4-2: OEM fuel injector
During light load and cruise, the CA18DET computer operates in Direct-Fire/Sequential mode, with the system
reverting to Batch-Fire (all injectors fire together) during high load scenario’s. Base fuel pressure is set at 3-BAR
(44Psi) and it boost referenced at 1:1 by a non-adjustable regulator mounted directly to the fuel rail.
Nissan opted for low impedance injectors, as at the time; high flowing
high impedance injectors were not available. Unfortunately, due to a
second cost implication these injectors which should be driven by a
Peak-&-Hold signal from the ecu (Figure 4-4,) were instead driven
with a saturated signal from the ecu which was required to be passed
though a resistor for the injectors to function.
While the system works, the level of control offered of low impedance
injectors by this arrangement is less than ideal. As the main advantage
of low impedance injectors is that with a Peak-&-Hold signal the
injector can be snapped open very quickly.
Figure 4-4: Peak-&-Hold vs Saturated injector wave forms
This distinction was important at the time, as the components within the injector were much heavier (and thus had
more inertia and required more energy to move) than modern (2020) equivalents. Today with advancements in
manufacturing high impedance injectors up to and exceeding 1000cc/min can be driven successfully to deliver good
drivability on a saturated signal.
The practical power limit of the OEM fuel injectors is ~170RWkW, with the OEM fuel pump capable of
~200RWkW.
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4.3 Engine Load
Again like it’s contemporaries at Nissan, the CA18DET’s ECU determines engine load through use of an Air Flow
Meter (AFM) (AKA: MAF – Mass Air-flow Sensor) (2 in Figure 3-1.) Unlike its contemporaries however, Nissan
opted to use a Hot-Wire AFM (Figure 4-4.) The unit on the CA18DET has an internal bore of 45mmØ.
Figure 4-4: C18DET

AFM / MAF
Hot-wire, unit work on the simple principle that the electrical resistance in a thin-wire is proportional to it’s
temperature. Thus, in a hot-wire AFM, the cooling effect of incoming air over the sensor results in a varied resistance.
The ecu then processes this resistance to accurately determine airflow into the engine. This system offers many
advantages over alternative AFM’s (like the Toyota trap door style,) most notable of which is that (despite the small
bore in the case of the CA18DET,) hot-wire AFM’s offer almost no resistance to incoming air flow.
As mentioned earlier, the CA18DET AFM has an internal bore of 45mmØ. This results in a practical peak resolution
of ~10.5m³/min (28lbs/min) which equates to 110m/s velocity. The reason for this is that below ~110m/s airflow
through an orifice behaves in an incompressible fashion. Thus, there is a linear correlation between air velocity and
mass flow. While not a hard line, as airflow begins to exceed110m/s it increasingly exhibits compressible behaviour.
Thus, there is a gradual transition to a non-linear relationship between air velocity and mass flow.
(NOTE: This is a simplified explanation of the complex nature of airflow around the transition point between
incompressible and compressible flow. Regardless, the take-away is that as a general rule, airflow must be kept
<110m/s through a metering device for accuracy to be maintained. The same 110m/s is also a practical limit to the
air speed through a carburettor as well for similar reasons.)
The result of all of this is that the OEM AFM on a CA18DET typically becomes unreliable for power levels
exceeding 160→170RWkW. Which ironically is close to the limits of the OEM fuel injectors operated at 3-Bar
differential pressure.
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5 T25 TURBOCHARGER
The CA18DET is all cases is equipped with a journal bearing Garrett T25 turbocharger who’s compressor is
characterised by the compressor maps in figure 5-1.
Figure 5-1 CA18DET T25

Compressor Map
Marked on figure 5-1 is the operating point of a CA18DET at 6,000RPM @ 15Psi of boost. This operating point of
25lbs/min (10.25m³/m) @ 61% thermal efficiency represents the practical bottleneck of the OEM CA18DET
hardware. Despite the fuel system and AFM being capable of supporting up to 170RWkW, the T25 turbo with only
10.25m³/m of airflow is only capable of supporting up to 150RWkW.
(NOTE: This power limit is a ‘best guess’ based on computer based modelling, there are cases of people exceeding
this value. But in real terms, 150RWkW is the upper limit of what a healthy T25 is capable of.)
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6 CYLINDER HEAD
The CA18DET was offered in 2 different cylinder head configurations 8-port (early) and 4-port (late, Euro and some
Japanese only.) The FWD 8-port, port shape was slightly different, but largely immaterial in context. Figure 6-1
displays the obvious differences between the 8 and 4 port heads.
Figure 6-1: 4-Port CA18DET head (top,) 8-Port head (bottom)
6.1 8-Port Head

In an effort to improve low speed engine torque and response prior to the technology of variable valve timing
becoming available, Nissan opted (somewhat like Toyota in their 4AGE and 3SGTE) to run an 8-port cylinder head
with secondary throttle butterflies in every second inlet runner (Figure 6-2.)
Figure 6-2: Secondary throttle bodies in

the 18DET stub manifold
Page 15 of 130
The intention of the system is to increase air velocity at low to moderate engine speed/load (off boost) in the primary
runner. This in turn promotes better fuel atomization, mixing and cylinder filling. The effect of this system is detailed
in figure 6-3. In the main panel is the empirical effect of the system, with a dyno plot showing the affects of the
system close (green) and open (red.)
Figure 6-3: Effects of secondary butterflies
The effect is subtle, but noticeable and certainly worth keeping when looking to modestly modify. From factory, the
butterflies are vacuum operated by a solenoid controlled by the ECU which uses manifold vacuum to energise the
system. A comprehensive writeup on the control of the system can be read on NICOclub.com.
Highlighted in Yellow in figures 6-1 and 6-4 are this injector reliefs in the 8-port head. As is obvious, the fuel
injector only fires in the primary of the 2 runners per cylinder. A draw back of this is that there is not fuel in the
secondary runner to wash off deposits (Figure 6-4.)
Figure 6-4: Deposit build-up in the secondary runners.
This build-up is a result of crank case gases, exhaust-gas-recirculation (some models) and combustion gasses
entering the low pressure void between the closed secondary butterfly and intake valve during overlap. The end
result is a reduction in port flow over time and a build-up of black sludge. As motors become warn and valve
steams begin to leak, this problem is exacerbated.
Page 16 of 130
6.2 4-Port Head
Generally considered to be better that then 8-port head, it does not suffer from the same build-up problems as the
engine wears as the 8-port head. Noting that fuel is able to wash down both intake ports and valves. With the wide
adoption of the SR20 across most of Nissan’ mid-sized fleet, in 1991. The 4-port head was only available in Europe
from 1991-1994 with some also being sold domestically in Japan as well. It is believed that the 4-port head was also
only offered in RWD. While the 8-port head was offered in a host of platforms as discussed previously.
The more conventional intake port’s real advantage is most realised in higher performance applications. The open
port area not only allows fuel to wash down the inlet ports/valves, but also results in improved fuel mixing with the
intake air under load. In theory, this should result in additional ‘charge air cooling’ through latent heat of evaporation,
especially on alcohol-based fuels. However, in practice this is difficult to determine.
Aside from the different intake manifolds and associated fittings between the 8 and 4 port heads, all other hardware
is interchangeable. Thus, if an intake manifold and fuel rail can be obtained, converting to a 4-port heat is a rather
trivial process.
Unfortunately, no head flow data was able to be obtained (please contact if you have some.)
For a maximum effort motor, a 4-Port Head is desirable

6.3 Camshafts and valvetrain
6.3.1 Valve Actuation
As mentioned in 3.2 the CA18DET uses 2 camshafts (DOHC) an over-head, direct cam on bucket valvetrain to
actuate it’s 16-valves (4 intake, 4 exhaust per cylinder.) The included valve angle is 45° (Figure 6-5.)
Figure 6-5: CA18DE(T) vs SR20DE(T) included valve

angle
Lash is maintained by hydraulic cam buckets which sit atop the valves directly. This provides a very robust and
stable valvetrain that is able to withstand a great deal of abuse without suffering from instability as there are no
‘small-parts’ to dislodge. This is in contrast the SR20DET which has a floating rocker design and small lash caps
atop the valve stack to adjust fore-and-aft valve clearance.
The lifter bore is 31mmØ in diameter.
Page 17 of 130
Front Intake side Cam bearing oil holes
Cover of Cam lobe

crossover oil holes
Cam cover bolt holes

that limit lobe lift
Figure 6-6: CA18DET head, top down
As can be seen in Figure 6-6, the cams ride directly in the aluminium head and are lubricated by small oil holes. The
cams themselves are solid with the lobes being lubricated by small holes in the top of each lifter. Despite this fact,
the use of solid un-oiled lifters has not proven problematic on the CA18DET, with the excess oil washing out of the
cam bearings proving sufficient to lubricate the cam lobes.
Unfortunately hidden from view form the top are the internal oil drain holes (3 on the exhaust, 1 on the intake side
of the cylinder head.) These ca be viewed from below in figure 3-13.)
6.3.2 OEM CA18DET camshafts
The OEM camshafts have the following specification:
• Intake:
o 240° Duration (advertised)
o 7.8mm lift
o Centreline 120°
• Exhaust
o 248° Duration (advertised)
o 8.5mm lift
o Centreline 115° or 120°
• Typically hydraulically lash cams are limited to ~9mm of valve lift. With solid lifter cams being limited to
~10.5mm. This limitation is a result of the modest 31mm lifter bucket, but also engineering decisions in how the
head was laid out. In figure 3-12, highlighted by pink arrows, the cam-cover retaining holes are directly next to
the lifter buckets. Large cams do-not clear these castings. In addition, other clearancing work is required to run
cams greater than 10.5mm.
Page 18 of 130
6.3.3 Valves
OEM valves are made from steel and are solid in construction (no sodium filled exhaust valves.)
• Intake: 34mmØ
• Exhaust: 28mmØ
6.3.4 Hydraulic Cam Buckets

As mentioned in Section - 6.3.1, the CA18DET uses hydraulic cam buckets (Figure 6-7,) to transfer camshaft motion
onto the valve and to take up valve lash
Cam lobe oil hole
Oil supply groove
Figure 6-7: CA18DET OEM Hydraulic adjusting cam buckets
These items are very reliable and have proven capable of reliable use at over 8,000RPM for sustained periods of
time. Again, as mentioned in Section – 6.3.1 they are 31mmØ.
Oil is supplied to the cam bucket by means of an oil gallery in the head (Figure 6-8.) At the cam bucket moves up
and down the lifter bore, pressurised oil form is captured by the receiver groove. This in-turn ‘pumps-up’ the cam
bucket. There is a check valve in the bucket to prevent oil being forced out the wrong way.
Cam lobes are oiled directly by a pin hole (Figure 6-7,) on the top of the cam bucket. Since cam lift and spring
pressures are generally low (in relative terms, vs a push-rod engine,) it is unlikely that wear of consequence will ever
be observed on the face of the cam bucket. Thus the OEM cam bucket can be considered a ‘infinite service item.’
This is the case so long as a high-quality oil is used (Group-III Synthetic or better) and changed at regular intervals
(5,000kms or after each race meeting). However, should regular maintenance not be undertake or inappropriate
lubricants be used, carbon, varnish or other deposits will find their way into/onto the bucket. The net result being
Lifter-Tick.
Page 19 of 130
Cam bucket
oil gallery
Figure 6-8: CA18DET 4-Port head cutaway
Cold start lifter-tick is not generally considered a problem, but is often experienced in colder climates, especially
by people who choose to run particularly thick oil (60wt.) However is can be a pre-curser to issues and an
indication that some form of debris has begun to accumulate within the cam bucket body.
If lifer tick is experienced more generally; a good first remedy to conduct a couple of oil-flushes with a thin oil, new
filter and oil-flush additive. Then use a 30wt A3/B4 synthetic and take the motor for a thrash.
If problems continue to persist ideally you’d want to replace the cam buckets with new OEM items from Nissan (if
still available.) Unless there is significant wear on the surface of the bucket, this does not require the replacement of
the camshafts as they do-not form a matched set; unlike the lifters and cams on flat-tappet pushrod engine. If new
units are not available or are too expensive, they cam-buckets are rebuildable
Contained in Appendix-1 is a step by step guide in how to successfully rebuild the OEM cam buckets. The
original was drafted by Ash Powers and has been adapted to fit within the context of this document.
Page 20 of 130
6.4 Head Bolts
The CA18DET uses 10 x 10mm head bolts in OEM guise
6.5 Combustion Chamber

Despite its age, the CA18DET uses what can still be considered a modern closed chamber Pent-Roof 4V combustion
chamber (Figure 6-9.)
Oil Drain
Oil Feed
Intake side
Back of Head
Figure 6-9: CA18DET Combustion Chamber
Like all 4V engines, the spark plug is located centrally. From the underside view the 4 oil drain holes are visible,
noting only a single oil drain on the intake side and a small drain at the rear of the head on the exhaust side. Like
the RB twin cam engines, the CA18DET suffers from an inability to drain sufficient oil from the head of the
engine when run at high RPM for sustained periods of time.
The CA18DET has a factory combustion chamber size of 53cc.
Page 21 of 130
6.6 Cam Covers
Unlike the FJ20ET, the CA18DET (like the RB twin cams) uses independent valve covers for both the intake and
exhaust cams (Figure 6-10.)
To intake Crank case

Intake side Intake side
manifold PCV breather inlet
Breather to Internal Baffles

Front intake pre-turbo
Figure 6-10: CA18DET valve covers
All crank case gasses entre the head via a single breather port at the rear of the intake side valve cover. With crankcase
and other blow-by gasses being sucked into the intake manifold via a 1-way PCV-Valve from the front of the intake
side cam cover. It must be noted that the PCV is only active during vacuum conditions, with it becoming blocked
off during on-boost conditions.
While on-boost, all internal gasses are evacuated from the engine via a single breather at the rear of the exhaust side
cam cover. In an effort to internally trap oil mist and vapour, there are a series of baffles within the valve covers.
NOTE: Some FWD CA18DET’s also had a crank case breather coming from the crossover plate (Figure 6-6.)
Page 22 of 130
6.7 Head Flow Data
All else being equal results from both the 4-port and the 8-port show flows ~225→235CFM @ 9mm lift on the intake
and ~140→160CFM on the exhaust at the same 10mm. Both readings taken at 28” of water (Figure 6-11.)
Figure 6-11: Flow bench results 4-port head
It is clear from figure 6-11, that the stock intake port still flow potential beyond 9mm lift (with this flow test stopping
there as that’s what the OEM cams provide. Conversely, the exhaust port is all out of ideas by 6mm of valve lift.
Fortunately, flow stays constant at 140CFM, and does not ‘back up.’
6.7.1 OEM port and performance limits

Ballpark outright kW/cylinder performance can be estimated by multiplying the intake port CFM x 0.2.
In this case that’s:

235CFM x 0.2
=47kW (rounded up) per cylinder
∴180kW total.
But that’s not the whole story.
Page 23 of 130
Further to that however is the exhaust flow, which on the CA18DET is poor.
The: Percentage of Flow, is the % difference between exhaust and intake flow. In our example:
(140/235)*100
=60%
Then the peak value (180) is multiplied by that percentage

∴180 * .6
=112kW.
This 112kW is closely matched by the OEM CA18DE power rating of 98kW. And with a better exhaust, not catalytic
converter, freer flowing intake and an optimized tune, 112kW would be easily achievable on the stock engine. Thus
we can use this set of equations to estimate the NA power potential of the CA18 and by extension, it likely behaviour
under boost.
6.7.2 % Of Flow analysis

When conducting further analysis on the stock port flow using the “% Of Flow” calculation as mentioned in 6.7.1,
it’s clear just how poorly the CA18 performs (Figure 6-12.) With the values falling below 70% at 7mm of valve lift.
This does not compare well to modern designs or even that of the motors that replace the CA (namely the SR20DE(T)
and KA24DE with % Of-Flow at 73% and 78% respectfully (both at 9mm lift.)
CA18DET 4-Port Stock vs Ported Flow Data

280 100,0%
260
90,0%
240
220 80,0%
200 70,0%
% OF FLOW EX TO INTAKE
180
CFM @ 28" OF H₂O
60,0%
160
140 50,0%
120
40,0%
100
80 30,0%
60 20,0%
40
10,0%
20
0 0,0%
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10 10,5 11 11,5 12 12,5
VALVE LIFT IN MM
Stock in CA18 Stock ex CA18 Ported in CA18 Ported ex CA18

Stock % of Flow CA18 Ported % of Flow CA18DET 75% benchmark
Figure 6-12: CA18DET stock vs Ported % of flow
Suffice to say that this poor exhaust performance beyond 6mm of valve lift is a key sore point when looking for
more power from the CA18. This will be discussed further in XXX.
Page 24 of 130
7 CYLINDER BLOCK
As Nissan’s first DOHC belt driven 4-cylinder, the CA18DET share’s little in common with its predecessors the
Z18ET / FJ20ET, both of which were chain driven and show direct linage to the L-Series. As an aside, the L-Series
would eventually evolve into the KA-series. As has been mentioned before the CA18DET block is made from cast
iron and it is clear form its construction that this is a much more modern casting design that its predecessors. Weight
was clearly a focus with the block being very compact with a reasonable amount of ‘ribbing’ to improve strength
and rigidity without adding excessive weight (Figure 7-1.)
Head oil feed hole

Intake side Note the pressed in restrictor
Front
Oil Drain Ribs
Figure 7-1:
CA18DET cylinder block (viewed from the exhaust side.)
Like almost all cast iron blocks, the CA18DET features a closed deck design. However, it does not feature siamesed
cylinder bores, a trait is shares with the RB series. Pressed into the block on the intake side between cylinders 3 and
4, is the head oil feed. This (from factory) has a restrictor fitted, however excess oil in the head during sustained high
speed operation can still lead to excessive oil in the head, (this will be discussed further in section XXX,) which has
resulted in many failed CA18DET engines.
Beneath the OEM oil restrictor is a 1-way check valve (no photo) that prevents oil from draining out of the internal
oil galleries in the head when the engine is turned off.
7.1 Pistons
The CA18DET uses a cast fully skirted piston from factory. This piston has a Flat top with small valve reliefs
resulting in a compression of ~8.3→8.5:1. The piston ahs a compression height of 29.75mm
The OEM pistons are generally seen to be reliable up to ~220RWkW (300RWhp) if the engine is in good condition.
In good condition the engine should have a cranking pressure of 171Psi. Compression <142PSI is considered
unacceptable and the motor should be rebuilt. With low compression comes excessive blow by which leads to oil
control problems in the CA18DET.
Page 25 of 130
7.2 Conrods and Rod Bolts
The OEM conrods are a light weight forged (Figure 7-2,) and will hold up to a reasonable amount of abuse. The
same is not true for the OEM conrod bolts. The rod bolts are 3/8” in diameter and are a known failure point. Given
the age of these engines, if the engine is to be used for anything other than a mild street car. These should be replaced
with aftermarket offerings.
Figure 7-2: CA18DET OEM conrod – note the wide parting line, indicative of a forged part
The OEM conrods are 133mm long centre to centre.

7.3 Under Piston Oil Squirters
The CA18DET uses under piston oil squirters (yellow) to cool the crown of the piston (Figure 7-3.)
Groove for
Metal O-Ring
Figure 7-3: CA18DET under piston oil squirters
As an aside, this block has had the dec surface machined to accept either stainless steel or copper O-Rings for
improved head gasket reliability at extreme boost levels.
Page 26 of 130
7.4 Crankshaft and bearings
The OEM CA18DET crankshaft is a partially counterweighted, 5-main bearing forged unit (Figure 7-4.)
Figure 7-4: OEM CA18DET crankshaft.
With a relatively short stroke CA18DET (83.6mm,) the partially counterweighted crank does no pose any serious
concerns with regards to NVH. Nor does it limit ultimate RPM capability (which is limited head airflow.) The
OEM crank has proven ‘reliable’ at power applications exceeding 500RWkW (drag) and in circuit applications
approaching 400RWkW.
• Rod journal Ø: 44.96<44.97mm

• Main journal Ø: 52.95<52.96mm
The crank rides in 5 main bearings, which from factory have a single oil feed (Figure 7-5.) With the top bearing shell
having a groove to improve oil flow over the bearing.
Thrust bearing
Figure 7-5: CA18DET main bearing shells.

The thrust bearing is located on main-3. Again in figure 7-5, the under piston oil squirters can be seen.
Page 27 of 130
7.5 Crank Girdle
In order to improve stability of the 2-bolt un-skirted main’s, a 1-piece main girdle is fitted from factory (Figure 7-6
Figure 7-6: CA18DET Crank girdle
As can be imagined, this 1-piece cast iron main girdle provides a great deal of stability to be base of the engine. In
all but the most extreme of applications, the OEM girdle is sufficient.
7.6 Oil Pump

The oil pump of the CA18DET is located on the front of the block and driven off 2 flats on the crankshaft (Figure 7-
7.) Despite its similarities with the RB-series oil pump system, failures of the OEM oil pump are comparatively rare.
This is believed to be in large part to the reduced harmonics and stresses on the 4-cylinder vs the inline 6.
Figure 7-7: OEM oil pump.
Page 28 of 130
7.7 Oil Filter housing
The oil filter is located on the inlet side of the block (Figure 7-8.) Most turbo examples also include a water/oil, oil-
cooler.
Figure 7-8: Oil filter location on inlet side of

the block
Depending on whether an oil/water cooler is fitted. Either the cooler or simple cast aluminium oil filter adapter
(Figure 7-10) is bolted to this point (Figure 7-8) on the block. Also note the fitting above the oil filer bolt point where
the crank case breather exits the block
7.8 Crank case venting

All crank case gasses are vented into the intake side, cam gally as mentioned in 3.6.6. These gasses are evacuated
from the crank case by a vent tube just above the oil filter on the intake (right-hand) side of the block. (Figure 7-9.)
Figure 7-9: CA18DET crank case breather
Due to the nature of this breather, it represents one of the greatest short comings of the CA18DET which will be
discussed in Sections 9 and 10.
Page 29 of 130
7.9 Front Drive
Nissan made the decision to protect the cam belt system by a shroud that also houses the CAS on the exhaust cam
(Figure 7-10.)
Oil cooler and filter adaptor
Figure 7-10: CA18DET front drive
The cam belt is tensioned by a single idler on underneath the intake camshaft. The other front accessories are driven
off ribbed belts. On the front of the crank is an elastomer harmonic damper.
7.10 Oil Cooler

As discussed in 7-7, some but not all CA18DET’s feature a water jacket oil cooler (highlighted pink in Figure 3-23.)
This serves 2 important functions.
• As the engine is heating up the oil will assist the coolant to reach operating temperature more quickly as the oil
comes into direct contact with the engine internals.
• Once at operating temperature, the coolant will ensure that oil temperatures are kept below 100°C, (at least that’s
the idea.)
The system is not perfect, and can be removed but this will be discussed in section xxx. The waterjaket oil cooler is
extremely robust and has not been known to fail. For anything other than a dedicated circuit car, there is little reason
to replace this system.
Page 30 of 130
7.11 Block features
Figure 7-11 is of the exhaust side of a CA18DE block with a few key features highlighted.
Figure 7-11: CA18DE block – Exhaust side
Here it is clear that the DE block can be easily modified for use with a water-cooled turbo. And on DE motors, a
grub screw needs to be removed to gain access to high pressure engine oil.
Page 31 of 130
8 INTAKE MANIFOLD
8.1 RWD
8.1.1 4-Port
In RWD trim the CA18DET uses a forward facing intake manifold. With a 54mmØ I.D throttle body (Figure 8-1.)
The upper part of the manifold is common between the 4 and 8-Port heads. With only the stub manifold varying.
Figure 8-1: OEM 4-Port CA18DET intake manifold
Despite being a generally good design, with well sized runners. And unfortunate aspect of the manifold is that it
incorporates the upper thermostat housing as part of the casting. This requires that special attention be paid to the
surface finish of both the head and manifold during re-fitment. As well as ensuring that the gasket and sealant
applications are correct. Failure to ensure a proper seal between the water neck and cylinder 1 intake can result in
water leaking into cylinder 1.
In the 4-Port the fuel injector is located centrally, housed in the stub manifold. Despite this, it still uses the same
single pintle injector as used on the 8-port.
Page 32 of 130
8.2 8-Port
As mentioned in 8.1, the upper intake the he same between 4 and 8 port RWD CA18DET’s. The main difference as
noted in 6.1 is that the lower intake (or stub-manifold) bifurcates the airflow into the 8 individual runners (Figure 8-
1.)
Figure 8-2: CA18DET RWD lower intake.
Like the 4-port, the fuel injector is housed in the stub manifold. As the stub manifold also houses the secondary
butterflies (Figure 6-2) with the fuel injector housed in the primary runner. With a fuel injector only in 1 of the 2
intake runners per cylinder. This can result in carbon/sludge deposits forming in the secondary runner and on the
back of the secondary valve.
Like modern direct injection motors that suffer from a similar problem. This is as a result of no fuel flow within the
runner to wash the runner down; preventing deposits from forming.
8.2.1 Secondary Butterflies

Also discussed in 6.1, the secondary butterflies do provide a measurable gain in midrange torque with limited
detriment to top end power on modest and stock CA18DET’s. As such they should be left in place. Unfortunately
the system functions though a vacuum circuit and does not ‘Fail-to-Open.’ Thus should a split develop in the vacuum
canister, or the vacuum line become damaged. The system will hold the secondary butterflies closed, significantly
limiting top end power production.
Another point of failure is the throttle shaft the runs through the entire stub manifold. Leaks in the seals between
cylinders is not problematic. But should a leak develop between cylinder 2/3 or at the end of 4. This can cause
problems with the AFM/MAF signal.
If this is suspected, with the car at idle, spay small amounts of brake clean near the suspected problem areas. If the
idle changes, then you have likely found the source of the vacuum leak. This same trick can be used to check for
vacuum leaks in any area of the intake tract.
Page 33 of 130
9 END OF OEM
Hopefully the preceding information has answered many of your outstanding questions, but has also left you wanting
to know more.
• How do I get the best from my engine package?
• How do I protect against the inherent problems?
• How do I ensure reliability?
• Where should I focus my budget?
• How far should I go?
• What turbo should I go for?
• Is it worth upgrading my ecu (YES!!!, but more on that later )
As stated in the forward, the following information will not be talked about in Stages. But more so in what is required
for particular use case. There is a big difference from what will provide years of happy motoring on the street and
what is required to prepare a motor for circuit duty.
Lets get into it.
Page 34 of 130
Part - 2
Reliability Modifications
Prior to the fun stuff, however there is most certainly some house-keeping that is required. It is important to address
problems, before looking to push the limits in other areas. While each part may be discussed individually it must be
remembered that noting occurs in isolation and that the entire system must function together for optimal results.
Page 35 of 130
10 CRANK CASE BREATHING:
10.1 Discussion of the problem
As discussed in 3.7.6, all crank cases gasses exit the lower crank case via a single fitting on top of the oil filter and
are sent directly into the rear of the intake side cam cover. Gases are fed through a pressed metal tube with a number
of crushes and tight bends (Figure 7-8 and 9-1.)
Figure 9-1: Pressed metal crank breather tube.
Evacuating all the crank gases via a single ~12mm tube was a radical departure from solutions on previous Nissan
performance engines. The previous FJ20, Z-series, L(Z)20 and subsequent SR20, KA24 are all chain driven (D)OHC
engines. Thus, crank gasses are able to exit the block the chain drive at the front of the motor. This ensures there is
always a balance of pressure.
In the CA18DET (and RB) over pressurisation of the crank case is a common problem, especially on warn motors
(more blow by.) Compounding this is that the pressed metal breather tube is often heavily restricted with ‘shumtz’
from 30 years of neglect. Thus, the only meaningful way for crank gasses to exit the crank case is to pop the dipstick
out.
With the crank breather blocked the only other access to the head is via the oil drain hols (Figure 6-7 / 7-1.) This has
implications for oil drainage out of the head. Suffice to say a CA18DET with a poorly functional crank case breathing
system can quickly lead to a failed engine at worst, or an engine bay full of oil splatter coming from the dipstick at
best. Or if you get really lucky, since the dipstick is right next to the exhaust runner for cylinder No.1, you’ll be
greeted with an engine bay fire (Figure 9-2)
Page 36 of 130
You
Fire
Figure 9-2: Engine Bay Fire
Needless to say, if you notice that the dipstick on your CA18DET is constantly popping out of its seated position.
It’s a sign that you should investigate the crank case breathing system before a large failure occurs.
Page 37 of 130
10.2 Addressing the issue of a deficient OEM crank case breathing system.
10.2.1 In car
If you care currently operating a CA18DET with and suspect that or have noticed that you are having crank case
breathing related issues (filled up catch can / lots of oil in the intake / popped-out dipstick. The first thing that should
be done is:
Removal of the nasty metal tube from above the oil filter to the intake cam cover
Then 1 of 2 courses of action can be taken:
• Run a 12mm (or ½”) oil and temperature resistant rubber/silicone hose from the fitting above the oil filter to the
rear of the intake cam-cover.
o Basically replace the OEM pressed metal tube, with a smooth rubber tube
o This tube should have a smooth radius and no low spots that oil can pool in.
Or
• Run a 12mm (or ½”) oil and temperature resistant rubber/silicone hose from the fitting above the oil filter to a
catch can.
o Again this tube should have no low points that oil can pool in.
o Use a rubber endcap plug to seal up the rear of the intake cam cover.
(Sorry I’ve not got a photo of this, as I can’t get to my race car right now, let me know if you’ve got a photo.)
NOTE: If the motor is sufficiently warn or there are other issues with the engine (warn valve steam seals, excessive
build-up of shmutz in the head / cam covers, issues are likely to persist.)
10.2.2 Engine rebuild

As stated earlier one of the larges problems currently associated with the CA18DET is simply the age of the hardware
in addition to a high likelihood of abuse and mistreatment over its lifetime. Remember I was beating on CA18DET’s
in the mid 2000’s, people were beating on them in the mid-90’s and now 30 years on, we’re still beating on them.
And Nissan has not made any new ones since 1994. Thus, any motor that is not currently in a car, that is going
into a car; should be rebuilt as a matter of course.
This does not need to be a Big $$ affair (again discuss with your specific engine builder.) However, it is an
opportunity to press the reset button on the engine and start from a known quantity. Should the choice to opt for a
more modern forged piston with more modern ring pack be selected over simple OE replacement pistons. Then you
will reap the benefit of modern Thin-Rings which offer significantly improved ring seal (see part. XXX)
Additionally, the machining tolerances capable of today’s equipment used aftermarket engine machining far-exceeds
that of what Nissan was doing in the late 1980’s. The quality of the bore finish and its straightness all work together
to improve piston ring seal. The result being lower blow by than when the engine was new. Even when using OE
replacement pistons and rings. While 2618 forged pistons may have a loose ‘cold fit,’ their ‘hot-fit’ with an
accompanying thing ring pack (anything 1.0mm and thinner can be considered a ‘thin-ring’) will be even better.
Further reducing blow by.
Taking things even further gas ported pistons (vertical or horizontal) or gas ported piston rings can be used to reduce
this even further (Part XXX.)
The net benefit to the end user is :

• Improved power
o As less combustion products are leaking past the piston contaminating the oil
• Fewer blow by gasses
Page 38 of 130
11 HEAD BREATING AND OIL CONTROL
Nothing occurs in a vacuum (unless running a drysump , see section 11-2.) As such, one must address all aspects
of a deficient system to enjoy reliable results. As addressed in Section -7, The CA18DET has limited capacity for
oil return from the head. And unlike previous performance engines from Nissan, oil is unable to drain from the head
via the front timing assembly.
Due to the rearward and ~10° lean towards the exhaust side oil coupled with the split came cover design, oil has a
tuff time making it to the exhaust side of the block from the intake side where most ¾ of the oil drains are located.
This leads to pooling of oil in the head, (especially on the intake side) and coupled with excessive oil being pumped
into the head as a result of a too large feed restrictor can lead to compounding problems. Including:
• Excessive oil draining past valve stem seals

o Smokey engine
• Oil being ejected from the head into the inlet (turbo) or catch can
o Loss of oil form the engine and fire potential
• Not enough oil being left in the sump
o Oil starvation
As such the following options exist to improve oil return from the head.
• De-burring, enlarging and porting of OE oil drains

• De-burring/(polishing) and painting the internal surfaces of the head with Glyptal®
• Installation of a smaller head oil feed restrictor into the block
• Fitment of external oil drains form the head
• Revised Breather system with sump returned catch can
• Removal of cam cover baffles
11.1 De-burring, enlarging and porting of OE oil drains

To be done to both the block and head during a rebuild. There is significant scope to clean-up, match port, enlarge
and subsequently polish the 4 internal oil drains. Don’t get too greedy, but ensuring that there is no casting flash or
off-set between the head and the block will ensure that oil has the best opportunity to return to the sump.
Note that some block castings have 2 central drain hold on the exhaust side (28 in Figure 10-1.) If this is the case on
your block it is strongly suggested that this be opened up to the full size as indicated by the head gasket.
Figure 10-1:
twin central exhaust oil drain
Page 39 of 130
11.2 De-burring and painting the internal surfaces of the head
An old school trick to be sure, de-burring, lightly finish and then subsequently painting the internal surfaces of the
head can be an effective way to improve oil drain back into the sump. This is because Glyptal and similar specialised
paints have a low adhesion to oil, causing it to return faster and not stick to non-important surfaces in the head. An
excellent video is linked here describing its application. With an example of a painted 46G3 head shown in figure
10-2.
Figure 10-2: Glyptal painted 46G3 head
The same process can be applied to the internals of the block to again improve oil drain back to the sump. Care must
be taken to ensure the head or block are suitably cleaned and prepared to ensure that the paint sticks correctly. This
will involve a proper chemical bath, soapy water wash followed by a hot or compressed air dry. Also, that the
instructions are followed to ensure that the paint has cured correctly, ensuring that you wont have bits of paint coming
loose inside the engine once running.
If you’re concerned with paint flaking off and causing trouble in the future. Further refining exposed surfaces of both
the head and block to a near mirror shine will also aid drain back significantly.
11.3 Installation of a smaller head oil feed restrictor into the block
Like the RB series of engines, the oil restrictor fitted into the block is too large and thus provides excessive oil to the
head. This coupled with the small internal oil drains and split twin can head design that does not allow oil to move
easily from one side to the other (oil must flow around the gallery in front of cylinder No.1 to move between the
intake and exhaust sides.) Results in oil polling in the head, potentially causing the sump to pump dry and/or large
volumes of oil to be ejected from the breathers.
To combat the excessive feed problem a smaller restrictor can be fitted to the block (Figure 10-3.)
Figure 10-3: reduced Ø head oil feed restrictor.
Page 40 of 130
Best fitted by your engine machine shop. If you’re unable to source a CA specific one, the more commonly available
RB oil restrictors can be used.
WARNING: The OEM oil restrictor has a check valve in it that prevents oil drain back from the head. This must be
kept in place to ensure that oil does not drain out of the oil galleries in the head while the engine is off. With this left
in place each time the engine is started:
• The lifters will not have collapsed (despite also having their own internal check valves)
• The head oil galleries will be full ensuring that the cam bearings are all correctly lubed.
11.4 Fitment of external oil drains form the head

Probably the most well-known fix to the CA18’s oil control problems is fitment of 2 external oil drains to the rear of
the head. Figure 10-4 is of the rear of a CA18DET head where 2 welsh/core plugs can be seen (ignore the red arrow.)
Core Plugs
Figure 10-4: Rear of CA18DET head.
These core plugs can be removed without consequence (no water or high-pressure oil present) and used as a place
to install 2 external oil drains (Figure 10-7.) However, it must be noted that the core plugs do sit above the ideal
location (Figure 10-5,) but in practice this is not an issue.
Page 41 of 130
Core Plugs
Figure 10-5: Cylinder 4 cutaway looking at potential locations for external oil drains.
Figure 10-5 shows just how much higher the core plugs sit than the base of the head space. For an optimal solution
holes can be drilled in a lower position to improve drainage even further (Figure 10-6.)
Page 42 of 130
Figure 10-6: Cylinder 4 cutaway, looking at exhaust side drilled lower drain
With holes drilled in this position (Figure 10-6) oil has the best chance of being drained directly from the rear of
the head, with very little chance of pooling. This reduces the chance of oil sitting atop the valve steam seal and
subsequently leaking into the intake causing a smoky motor.
This solution is by far less commonly taken, with it being far more common and easier the remove the core plugs
and tap them with a BSP or AN thread and install fittings (Figure 10-7.)
Figure 10-7: Tapped in AN oil fittings
Page 43 of 130
Push-in fittings have also been used with success, but again are less common, given the ease and overall size of the
core plugs. Making tapping easy. Once the motor has been assembled, it’s just a matter of using an appropriate oil
and temperature safe tubing as a conduit to drain oil from these fittings back to the sump (Figure 10-8
Figure 10-8: Plumbed up external

oil drains.
The drains can either be combined (Figure 10-7,) or left as individual tubes, each requiring their own fitting in the
sump.
11.5 Revised Breather system with sump returned catch can

Any oil ejected as a liquid or vapour form the engine to a catch can or OEM-PCV system is lost from the crank case.
Thus, if sufficient oil is lost, there is the possibility that the engine will oil starve or even hydrolock. In less severe
instances, the driver is left with a large engine bay mess covered in oil, or an inlet tract and intercooler filled with
oil. Neither of which is desirable.
11.5.1 Non return catch cans

For competition use in Australia a non sump returning catch can must be a minimum of 2.0L. Given the propensity
for the CA18DE to eject oil from itself, this is sound advice. With many drifters having filed such tanks after a single
session.
With that said, I’m not a proponent of non-returning catch cans for competition use, as (has occurred many times
with CA’s and RB’s) so much oil is ejected that the sump is pumped dry, leading to il starvation and a blown motor.
11.5.2 Return style catch cans

For competition use in Australia, these can be of any size, since they never fill up and drain all oil back to the sump
where it’s needed. This is the style I use on my race car (Figure 10-9 / 10-10)
9.2.1
Page 44 of 130
Oil drain from catch can
Figure 10-9: Catch can oil drain
In this case, the oil return form the catch can has its own dedicated feed on the sump. However, it can be T’d into
the turbo oil return. If the catch can is located on the inlet side of the engine, then a secondary oil drain point into
the sump must be added. If external oil drains have been fitted, then this line may be used as well.
Many people fear that a sump returning oil catch can will result in oil contamination based on smelling fuel and
seeing water/etc… in their non-returning catch cans. This is false. This accumulation of water in non-returning catch
cans is a result of vapours cooling and condensing. In a returning system, once the engine is up at operating
temperature any volatiles in the oil (fuel / water / alcohol) will flash out of the oil. And since this occurs each time
the car is run this does not pose a problem.
In non-return system, the shmutz is allowed to build-up over time and then be inspected.
Page 45 of 130
11.5.3 Catch can design
The design of a catch can is relatively simple, but a few key design elements must be adhered to. In all cases bigger
is better. With the to-atmosphere/inlet pipe being a minimum of ½” or 13mm in diameter. The same is true for the
lines into the catch can10-12mm as a minimum. The system should include a filter (Figure 10-10,) with the inlets
entering near the base.
Gases from engine
Gases to atmosphere
or inlet pipe
Oil drain to sump
Figure 10-10: general layout for

catch can
There are of course endless variations on this theme, but the general principle holds true. As discussed in section
10.5.2, the drain can then be tapped into the turbo return, head drain return or a dedicated return to the sump.
Such a system is virtually maintenance free, since there will never be a build-up of shmutz in the catch can. They
also can provide a secondary crank case breather route. Again, making the drain large reduces air velocity so will
ensure oil drains even if gasses are moving the opposite direction. To prevent the drain acting as another crank
breather, the drain can be tapped below the oil line in the sump, creating a U-Tube.
Page 46 of 130
11.5.4 Breather system layout.
As discussed in section 9.2.1, the breather from the crank case should be run directly to the catch can via an oil and
temperature safe line. Additionally, lines from both the inlet and exhaust cam covers should be run to their own
dedicated ports on the catch can for best results. An example of which is shown in figure 10-11
Figure 10-11:
Example breather system.
In figure 10-11, An additional breather has been added to the gally between the inlet and exhaust cam covers. This
is present on FWD CA18’s, as they have no inlet cam cover breather. Additionally, this has been T’d into he exhaust
side cam cover breather. In contrast to what I’ve said, the inlet side and block breather have also been T’d together
for packaging reasons. The breather port at the rear of the intake cam cover has been blocked with a rubber bung.
Of note is the vent filter. While no issues have been faced with this system yet (this is my personal vehicle) I intend
to fit a larger filter to reduce the chance of any back pressure.
11.5.5 Venting to atmosphere or back to intake

This is determined by the laws under which you operate your vehicle. In Australia all OEM emissions equipment
must remain functional. The fitting of a catch can, does-not interfere with the OEM emissions systems, so long as
the vent is plumed back into the intake (pre-turbo.)
In other jurisdictions this may not be the case and you might be able to legally vent to atmosphere as in figure 10-
11. The vehicle in which that CA18DET is in is a race car, and does not need to comply with road-going vehicle
emissions laws.
With a properly functioning catch can system, with a quality filter, there is in-fact vary little oil that will get carried
over into the intake system. Especially for return systems that can never fill the catch can.
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11.6 Removal of the cam cover baffles.
This is a contentious issue, with people on both sides of the fence. However, with a return style catch can system
there is little reason to fear ejecting oil out of the engine, since it will all drain back to the sump anyway. These
baffles can be seen in figure 6-10 (p20,) and are present to act as a basic air/oil separator. Unfortunately, they create
a labyrinth, get coated in shmutz and thus end up posing a restriction to the evacuation of crank case gases. Which
can lead to your dip-stick blowing out again and figure9-2.
As a result of a tighter passageway for gas to gear out, it exits at a high velocity. Thus, any oil trapped between the
cam cover and the baffle is likely to get carried out of the engine with high velocity gases (exactly what you’re trying
to oppose,) rather than drain back into the head. With a sump returning catch can fear not in removing these baffles
and let the crank gasses enjoy the reduction in restriction leaving the engine. Any oil that makes its way out, will
drain straight back to the sump.
12 OILING
12.1 Big Wetsump
The OEM Ca18DET sump only contains 3.1L (+0.4L in oil filter and galleries) for a total system capacity of ~3.5L.
For a high performance engine, this is simply insufficient and thus a large capacity sump should be fitted (Figure 11-
1.)
Figure 11-1: Large capacity CA18DET sump.
Page 48 of 130
The sump pictured in 11-1 holds between 6-7L of oil. And contains an array of internal baffles and trap doors. The
larger capacity in conjunction with these control measures ensures that oil starvation never occurs. The additional
volume can also help to provide more stable oil temperatures, but in a circuit racing environment, that is handled by
the oil cooling system.
ADD EXTRA INFORMATION HERE
12.2 Drysump
For outright performance and oil control, noting beats a dry sump. No off-the-shelf kits are known to exist however
more than a few skilled fabricators have made functional systems for the CA18DET. Without going into too much
detail. In a dry sump system, the OEM wet sump pan is replaced with a shallow dry sump pan. This allows the engine
to be placed lower in the chassis (often critical for use in single seat race cars.)
From an externally mounted oil pump consisting of 2or more scavenge stages driven off a toothed belt form the
crank evacuates oil and crank gasses from the crank case (and head.) the emulsion is then sent to a large tank (often
+7L in size) where the oil is separated from gasses.
Lastly a pressure stage on the external oil pump draws oil from this tank, pushes ith through a filter, oil cooler and
finally the engine for the cycle to repeat.
Figure 11-2 is of a dry sump pan fabricated for use on a CA18DET
Figure 11-2: CA18DET dry sump pan.
Page 49 of 130
Since oil is added to a dry sump system at the storage tank and not sloshing around in a sump below the engine, there
is no chance of oil starvation nor of the crank hitting the oil and causing it to froth. As a vanity point as oil is added
to the system via the tan and not through a fill hole in the cam covers. Often race teams have special valve covers
made with no provisions for an oil filler capccc. The scavenge stages also produce a partial vacuum in the crank case
which reduces windage and thus results in a power gain. Especially at higher RPM where the effects and drag of
windage is increase.
Another advantage of a drysump system is that the engine can be pre-lubed prior to start up. Which can be especially
desirable for first start of a freshly built engine. In very high end race engines the oil can be preheated and circulated
through the engine to heat the block to operating temperature prior to the engine even being started (F1 does this,
they also circulate coolant.)
Despite the significant advantages, there is a large cost associated with developing a dry sump system. And thus, it
generally remains the tool of very well funded individuals and race teams with a basic system costing in the $5-
8,000AUD range.
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12.3 Excessive Oil pumped into the head
As mentioned earlier the oil feed to the head is oversized for the application. The head must be removed and a
restrictor placed in the block. I purchased my Oil restrictor from Darren Lewis of Lewis Engines
(www.lewisengine.com.au,) in the Adelaide Hills. It is no longer advertised on his website, but is available on
request. It reduces the volume of oil supplied to the head. Your hydraulic lifters will still function just fine.
12.4 Oil Drains undersized

Solution 1 assists with this problem by reducing the overall volume of oil pumped into the head. Thus lessening the
demand on the oil drains. This is where the 15o lean and split cam cover come into play. The lean promotes oil flow
to the exhaust side, however all oil must flow in the gallery in front of cylinder 1. As the oil drains are between
cylinders 2/3 this can lead to oil pooling in the valve area of cylinders 4, and to a lesser extent 3 on both sides. The
pooling con the intake side can cause oil wto want to drain bac to the sump via the CCB (bad.) The Solution is to
have 2 External oil drains tapped into the Welch plug holes at the rear of the head. Run appropriate sized fitting to a
sump return as shown the Image 1. Internal oil drains care best left unmodified.
Image 1: showing external oil returns.

3: Intake cam breather: Disconnect and block the PCV. Plumb this breather to external catch can (catch can design
will be discussed at the end of the article, as it’s important and so many weekend warriors get it horribly wrong and
junk engines for no reason.
12.5 Exhaust breather

Run to external catch can.
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12.6 Cam cover baffles
Mostly and issue on the exhaust side as oil pools here for reasons discussed earlier and the intake is blocked in an
OEM setup. With the motor spinning +5k RPM, on boost for prolonged periods of time the above flaws mentioned
and not rectified now come into play. This is also an area where the split cam covers again come into play. Compared
to the cam cover on an L-Series, they are very shallow, given limited space for oil and air to exist together. Excessive
oil pools at the site of the exhaust side cam cover as the oil drain is overwhelmed. The baffle which restricts the
opening gets overwhelmed with oil and the blow by begins to pump large volumes of oil out of the engine. Quickly
filling small catch cans and causing a mess or pumping oil into you turbo inlet making a mess of the inside of your
intercooler, pipes and manifold. In addition to making a huge plume of smoke. At least if you start generating large
plumbs of smoke you’ll be black flagged before you lunch your engine. Remove the baffles to open up the gas flow
path.
12.7 Crappy crank breather
My solution involved giving it a good clean and reinstalling it. You would be amazed at just how much crap has
gathering in there over the years. Seriously, even if your motor is stock take an hour and give it a serious clean out.
You engine will thank you for it. Or a better solution would be to plumb the CCB catch can and block the OEM
crank breather port at the rear on the intake cam cover. Elimination is at the top of the hierarchy of controls, and
here we can eliminate once of the worst design decisions of the CA18DET.
Image 2:
Showing where the CCB
exits the block.
Page 52 of 130
Extra: I also added and additional breather from the plug valley in front of cylinder 1, as in Image-3. This is not
really required and was done simply to ensure there were no restrictions on gas venting as there is no valve gear in
this gallery and it’s quite deep, unlike the area where the cams are.
Image 3: Note
the additional breather in the plug valley between the cam towers.
Also not how I’ve had to rotate the exhaust side breather due to catch can location in my application. This is require
to be brazed/welded back into position. In order to achieve a clean weld the cam cover must be sand blasted to
remove any oil.
Page 53 of 130
13 BOTTOM END RELIABILITY
The bottom end of any engine’s job is to reliably transfer the energy liberated from the fuel into rotational energy.
As discussed in Section-7, the CA18DET starts with a relatively strong foundation (Forged crank and rods + a main
cap girdle. But is not without its shortcomings: namely the 3/8th-inch rod bolts, which are known to suffer reliability
past 200RWkW. Thus in order to ensure reliability at higher power levels upgrades are required.
13.1 Crank
As mentioned in Section-7, the OEM crank partially counterweighted and is known to be reliable in circuit racing
up to ~400RWkW and to ~550RWkW in drag racing. For the bulk of people, there is no need to replace the OEM
unit. Presently there are no OEM-Stroke (83.6mm) aftermarket ;’off-the-shelf’ cranks available for the CA18DET.
With the only upgrades being 87.6mm stroker cranks (Discussed in XXXX.)
With that in mind when building for reliability. Care must be taken to ensure that:
• The crank is straight
• The surface finish on the journal surfaces is correct
• That there is no taper in the journal surfaces
• That the entire rotating assembly (from Harmonic Damper to clutch cover) is balanced dynamically
• That there are no cracks in the crank.
Even though the OEM crank is only partially counterweighted, the relatively short stroke of the CA18, does not
cause the engine to suffer from overt vibration and run ruff (like a KA24 might with it’s 96mm stroke and partially
counter weighted crank.)
With ensuring that all is within OEM specification, there is little reason to suspect that there will be any issues with
the OEM crank at power levels up to 350-400RWkW.
13.2 Rod and Rod Bolts

13.2.1 Conrods
As discussed in 7.2, the OEM conrods are a reasonably quality forging and will stand up to reasonably power figures.
Pushing past 250RWkW is not considered problematic for the OEM forging. While often cost prohibitive (vs the
cost of a set of aftermarket forged rods + bolts,) there are ways to improve the structure and overall performance of
the OEM conrods. This includes
• Shot Peening
o Used to improved surface hardness and strength.
• Nitriding
o A heat treating process used to improve surface hardness and wear resistance
• Polishing
o A labour of love used to remove any ‘dag’s’ or sharp edges that act as a stress raiser. This improves
a parts resistance to cracking. It also improves oil drain back off the part. Often done prior to that
above mentioned treatments for best results (Figure 12-1.)
Page 54 of 130
Figure 12-1: Polished vs standard rod (KA24DE)
Unfortunately, the time and cost to do this (along with the cost of new rod bolts) often approaches or even exceeds
that of buying a set of aftermarket rods + bolts.
Page 55 of 130
13.2.2 Rod bolts
The OEM 3/8” rods bolts are a common failure point for builds exceeding 200RWkW (Figure 12-2.)
Figure 12-2: Results of a failed rod bolt on my personal CA18DET
The image taken (12-1) occurred on a healthy CA18DET that had been rebuilt with forged pistons and general ‘re-
conditioning’ machine work. The motor had <5,000kms on it. The failure occurred at ~7,000RPM on a racing circuit
with the motor producing ~200RWkW at the point of failure. The rods and rods bolts were OEM. No signs of oil
starvation or other damage was noted upon disassembly. The failure was of the No.1 rod bolt.
To avoid this problem ARP-2000 rod bolts are commonly employed. However, a better option is to have the OEM
bolt holes bored out to accept ½” rod bolts (from a RB26.) This process usually results in the rod’s big end needing
to be re-sized.
Thus, given the modest cost (~$600AUD) of ‘enthusiast’ class conrod sets from the likes of: Spool / Eagle /
Maxpeeding / etc… The business to undertake this process + any surface treatment of the OEM conrods is difficult
justify. Given that the aftermarket rods will be suitable past 100kW per cylinder.
Page 56 of 130
Part - 3
Performance Modifications
Now it’s time for the fun stuff. With a rock solid foundation, what can be done to safely turn up the wick and hear
the scream of a CA18DET. Well read ahead.
Page 57 of 130
14 MANIFORLDS
Discussions around porting of the stub manifold will be covered in Section-16.2.4 and 16.3.2
14.1 Inlet
The OEM inlet manifold is generally regarded as a quality item. But like all OEM parts there is room for
improvement.
14.1.1 Match Porting

There is a significant offset between the ports on the intake manifold proper and the stub manifold. This is true for
both the 4 and 8 Port engines. (Figure 14-1.)
Figure 14-1: Mismatch between inlet and stub manifold
This offset is fortunately in the ‘correct way’ (intake smaller than stub manifold,) but still represents an efficiency
loss. Being carful with a carbide can easily address this mismatch. Once matched, a 80 or 120 grit cartridge roll
should be employed to provide a smooth surface finish.
14.1.2 Manifold Porting

Since the OEM casting is curved, it is only possible to reach ‘so-far’ up into the runner. Care should be taken when
match porting to extend and blend the enlargement as far up the runner as possible. There should be no sharp steps.
As a result of this limitation the only way to successfully ‘port’ the intake is to use a process known as: Extrude
Honing (Figure 14-2.)
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Figure 14-2: Extrude honing of a Ford 5.0L Windsor H.O upper intake manifold
The ‘extrude honing’ process involves using a hydraulic press to force an abrasive semi-solid through the entire
intake manifold as shown in figure 13-2. This has the effect of removing most if not all casting flash / parting lines,
rounding off corners (transitions,) and providing a surface finish approximate to that of a 120-grit cartridge roll. This
has the advantage of being able to ‘port’ areas of the manifold that are inaccessible with a grinder with the net result
being a general flow improvement but very often an reduction in flow variance between runners. Figure 14-3 is data
from a test conducted on a Holden 5.0L V8 intake manifold using a 90mm throttle body.
Holden 5.0L V8 OEM intake manifold

65mm Throttle body + Extrude Hone
Holden 5.0L V8 OEM intake manifold
65mm Throttle body
Figure 14-3: Box Plot of Extrude Hone results on a Holden 5.0L V8 OEM intake manifold
Page 59 of 130
What can be seen here is that not only was flow improved from a mean of ~207CMF @ 25” of H2O to ~247CFM (a
20% increase.) Additionally, variance between runners was reduced from 12CFM to 5CFM. The improvements in
flow will show up as improved power through a reduction in pumping losses. In the case of a CA18DET, one would
expect to see a reduction in boost pressure at the same power level.
The reduction in flow variance between runners is arguably more important when tuning under boost (in the absence
of individual O2 sensors or exhaust gas temp probes per pot.) This this helps to improve the accuracy and safety of
your tune. In this example, at 207CFM, a △12CFM represents a 6% variance. Where are 247CFM, the △5CFM
represents a variance of only 1.7%. Thus you can have increased confidence that the ‘average’ O 2 reading captured
by the single tail pipe O2 sensor is not being affected by outlier cylinders.
The process is not cheap with prices in the $500-$8000AUD range. But this represents a significant saving over a
sheet metal or bespoke CNC intake manifold. With measurable benefits to both Flow and flow variance. Note that:
the example given (Holden V8,) is known to have an ‘average’ intake manifold. But the point is that there are real
gains to be had.
14.1.3 Single Plenum

Notably offered by both Plazmaman (Figure 14-4) and CPC (both in Australian.) These are short runner manifolds
that retain the OEM stub manifold and thus are suitable for both the 4 and 8 port heads.
Figure 14-4: Plazmaman Intake manifold for CA18DET
These short runner manifolds do offer a flow improvement over the OEM intake. But with their short runner design,
they’re really only suited to high RPM high power operations where the OEM intake begins to provide a restriction.
Presently no flow testing has been made available comparing the manifolds available. But many builds have used
the Oem intake to power levels in excess of 500RWkW.
Page 60 of 130
People have seen modest gains in high power applications when switching to either the CPC or Plazmaman intake.
But this is not an upgrade worth considering (other than for aesthetics) for street driven CA18’s or even race cars
that produce <350RWkW. The loss in torque and mid-range response from the short runners will not be gained back
at the top of the rev range in such builds.
Thus, the cost of these manifolds (~$1,200-1,800AUD) is really only justified of all out drag motors or on street cars
looking for that bespoke look.
14.1.4 Dual Plenum
Another alternative intake manifold is one based off the Audi Duel Plenum design, popularised in the 1980’s IMSA
vehicles produced by Soara Performance in the Ukraine (Figure 14-5 / 14.6.)
Figure 14-5: Sora Performance CA18DET Dual Plenum intake. View 1
Page 61 of 130
Figure 14-6: Sora Performance CA18DET Dual Plenum intake. View 2
Page 62 of 130
This design has also been adapted by HKS for the intake manifold on their Advanced Heritage RB26 (Figure 14-7.)
Figure 14-7: HKS dual plenum intake manifold design.
With a single tapered open plenum like that on the Plazmaman or CPC, there is preferential flow to the furthest
cylinder. As air does not want to make the sharp turn into the closer cylinders. The intention of the dual plenum
design is that there is a large slot between the upper (tapered) section of the plenum and the lower (box) section. This
causes a more even distribution of air pressure and thus flow within the lower section.
With modern electronics, it is possible to individually tune each cylinder. But one must not forget that Audi-Sport
(and others) have built manifolds like this throughout the years for good reason and great success
Page 63 of 130
14.1.5 No-Plenum
In answering a question that every car enthusiast has asked at some point in time. Steven Marshall (AKA:
Styleslider400 on Youtube) built a bespoke intake manifold like no other (Figure 14-8/9/10/11.)
Figure 14-8: No Plenum Mockup
Page 64 of 130
Figure 14-9: Down Turned runners
Figure 14-10: Installed No-Plenum
Page 65 of 130
Figure 14-11: No Plenum Merge collector
When flow testing at wide open throttle on the bench, this design showed equal distribution between all the runners.
In practice there were large discrepancies in flow distribution at part throttle. And when on the vehicle. As the flow
distribution within the intercooler pipe was non-uniform, this also caused issues.
One area that show great though is how the manifold turns down just before the head, so that the injectors are able
to fire directly into the air stream. This is a tactic used by many to avoid the injector spraying at the port wall.
Unfortunately for Mr. Marshall, the shape of the manifold resulted in a U-Tube just upstream of where the injectors
were located, prior to the manifold sweeping up towards the merge and throttle body. What was found in operation
at low engine speeds and throttle openings was that fuel was pooling in this low spot or u-tube. It is for this reason
(among others) that we see intake manifolds sweep up, as this prevents any fuel pooling. Even in engines like the
Red-Top SR20 or USDM KA240 where the intake eventually curls down. There is sufficient distance to prevent
reversion causing fuel to backflow and pool in the plenum.
To that end, sweeping the runners up and locating the injectors on the underside of the runner would be a much better
solution. Being persistent and wanting the very best. Mr Marshall went back to the drawing board and developed
this masterpiece (Figure 14-12/13.)
Page 66 of 130
Figure 14-12: 4-Throttle intake. Upper view
Figure 14-13: 4-Throttle intake. Lower view
Page 67 of 130
Gone is the intricate merge collector system and in its place a ‘more-conventional’ ITB setup has been produced.
This design is notable for 3 reasons:
• It fixed the distribution problems

• The now up-swept runners allow for the injectors to be located on the underside of the runners, firing directly at
into the air stream, without suffering from pooling
• The BOV has been located on the underside of the plenum, as close as possible to the throttles. Having the BOV
as close to the throttle as possible is ideal as it ensures that airflow within the intercooler pipes never reverses
direction. This intern leads to improved throttle response.
In his own words, when responding to a question about why he moved away from the other design:
“That manifold was to divide the air evenly with a single throttle body at any throttle position, problem
was the shape of the manifold and the injector position caused the fuel spray at idle to slowly start
pooling up in the runners due to a low spot, so I had to fix that problem and decided to do itb's while
I am at it which solve the air distribution issue at any throttle position.”
Obviously Mr. Marshall must be credited with his excellent fabrication skills and providing the community with an
excellent worked example. A discussion about the Twin Turbo setup also developed for this car can be found in
Section XXX.
14.1.6 Other Individual (Port) Throttle body setups.
14.2 Throttle Body

The OEM 54mmØ throttle body should be replaced with a 70mmØ unit off an SR20 or KA24DE as a matter of
priority. This is a direct bolt on and has no ill effects on drivability.
Previously, the VH45DE V8 80mØ throttle body form a Q45 Infinity was a popular upgrade, but these days one
should look to be upgrading to a DBW throttle (Discussed in XXXXX
14.3 Exhaust
J
15 FUEL INJECTORS
As discussed in Section 4.2, the OEM fuel injectors are of a typical design for cars form Japan in the late 80’s. Being
60mm long with 10.5/11mm fuel rail ends. The nominal fuel pressure beng 3-BAR / 43.5Psi. This section will go
over This section will go over some basic Fuel Injector Theory before diving deeper into what might be appropriate
for the CA18.
15.1 Saturated vs. Peak & Hold

For lack of a better description, fuel injectors are an electronic solenoid that
15.2 Spray Patterns

;ih
15.3 Injector Plugs
Page 68 of 130
16 TURBOCHARGER
This section will focus on turbocharger selection for the CA18DET to cover street / circuit and rally use, for power
levels up to ~500kW, as this covers the bulk of use cases. The selection of turbochargers for
16.1 The Basics
16.2 Frame Size

Iuto
16.3 Trim
Adsf
16.4 Wastegates
Wastegates are uses as a means to control turbine shaft speed and thus compressor output. This control is achieved
by bleeding off or bypassing a measured amount of engine exhaust around the turbine. While some diesel engines
do not use wastegates and control can be achieved through the use of Variabl-Nozzle-Turbines (VNT,) these options
are not considered viable for the vast majority of enthusiast performance applications. As such they’ll not be
discussed.
There are principally 2 styles of wastegates:

• Internal
o Where the wastegate is cast into the turbine housing used commonly in OEM applications. Also used
commonly on T2 and smaller frame turbochargers.
• External
o Used in some older OEM applications (Porsche and Audi particularly,) but a common means of
control for turbochargers of the T3 frame size and larger
16.5 Airflow Analysis

Ljug
16.5.1 Compressor Maps
16.5.2 Turbine Flow Maps
16.6 Bearing Type

As modern turbochargers are able to reliably operate with shaft speed in excess of 150,000RPM. Ensuring that the
common shaft is well supported and able to spin freely and resist thrust loads is incredibly important. To accomplish
this, 3 main bearing systems are employed.
• Plain or Journal Bearing

o Where the shaft is floats on a thin film of oil
• Dual Ball or Roller bearings
o Where the saft is supported by a pair of angular contact or angular roller bearings
• Hybrid
o Where one side has a plain bearing and the other has a ball bearing
Page 69 of 130
16.6.1 Journal Bearings
Ihl
16.6.2 Dual Ball/Roller Bearings

Ihj
16.6.3 Hybrid bearings

Hybrid designs have fallen out of favour over the last decade, as the cost to produce a true dual-ball bearing CHAR
has fallen, but is included here for completeness. Previously championed by companies such as Turbonetics with
their painted: Hybrid-Ceramic Ball Bearing CHAR’s. Little information remains public about this system with
Turbonetics now having transitioned to a dual ball bearing design.
There spool performance was somewhere between a traditional journal and true dual ball bearing design as one might
expect. With costs being somewhere in the middle as well.
16.7 Cooling
16.7.1 Oil Cooled
16.7.2 Water Cooled
16.8 Material selection

16.8.1 Compressor
16.8.2 Turbine
16.8.3 Housings
16.9 Compressor design.
16.10 Choosing the correct Turbocharger for your use case
Page 70 of 130
17 HEAD MODIFICATIONS
With reliability modifications being discussed in Section-10, the discussion here will focus on what can be done to
improve the airflow through the cylinder head. This will involve both cylinder head porting and camshaft selection.
17.1 Cylinder Head Porting

Porting a cylinder head is one of the most effective ways to gain additional performance from an engine. While there
are minor gains to be had from a simple ‘bowl blend’ and tidy-up with a sanding roll. True porting is best left to a
professional artisan or more commonly these days to a 5-Axis CNC Machine. To complement the port job a quality
valve and seat job must be performed to achieve best results.
In the case of both the 4 and 8 port heads there are a numbers of areas within both ports that need addressing. Figure
17-1 is a bisection of a 4-port head through the closer of the 2 valves. Noting the spark plug hole still present.
Throat
6
2
4
3 5
Figure 17-1: 4-Port cross section
Page 71 of 130
In Figure 16-1 there has been some mild porting done to the intake already (note this mild polish on the intake
runner.) But the overall shape has been left intact. Also note that the valve seats have been removed and that breaking
into the water jacket is not a major concern on the CA18DET head. The key features:
1) Machined reliefs (reason unknown)

2) Intake bulge ahead of valve guide
3) Notch in intake port floor
4) Exhaust guide bulge
5) Notch in the exhaust port floor
6) Excess material at roof of exhaust port exit
17.2 4-Port Head

17.2.1 General Theory
Classically raising the roof of the port is done to improve airflow to the backside of the valve. Raising the port roof
improves cross-sectional area and helps to reduce the turn that airflow must take before it passes the intake valve. In
all engines there practical limits to this.
Widening the port (to a point) is another good option, as this can often improve the ‘line of sight to the back of the
valves. But care must be taken to not go-overboard and remove excessive amounts of material, as this will harm port
performance.
Lowering the floor can also be done, but this is almost never a good idea. As it makes the ‘short-turn’ before the
valve more prominent. This often results in a dead spot or stall just before the valve as airflow detaches from the
port wall, while trying to make a sharp corner into the cylinder. Typically the port floor is ‘cleaned up,’ simply with
a cartridge roll to de-bur the casting and round off any prominences.
As with everything however, you can have too much of a good thing. Large ports perform a high engine speeds, but
often lack velocity or ‘energy’ lower in the rev range. This typically isn’t an issue on the CA18, as it’s ports are
modest and there are hard limits on how large one can take the factory casting. It is ‘in-general’ a balancing act,
where the use case of the engine must bae taken into consideration. Is it an all out drag motor, that only needs to
perform +7,000RPM. Or is it a motor for a rally car that needs to be responsive throughout the rev range.
17.2.2 Advanced Theory

There have been volumes written about how to successfully port the heads of internal combustion engines. For
further reading the author suggests material published by: David Visard and Stan Weise. But there are some basic
principles that must be addressed:
• The throat Ø within the port (Figure 17-1) should not exceed 92% the valve Ø.
• Average intake port velocity throughout the intake stroke rarely exceeds 110m/s.
o As such with 34mmØ intake valves, the maximum throat diameter should not exceed 31.3mmØ
o Taking this a step further, with a known peak average velocity and maximum opening and 7mmØ
valve stem we can calculate a ‘theoretical peak mass flow of 340CFM through the intake.
o This value can then be multiplied by an estimated Coefficient of Discharge of 0.8 (or 80%)
1. Yielding: 272CFM as a good theoretical maximum
• Thus is it can be concluded that any CA18DET with a port flow approaching 272CFM is: excellent.
o Note it is possible to exceed that value (just) through pressure recovery or improving the Coefficient
of Discharge.
o Also that the peak theoretical flow occurs at ¼ the valve diameter’s lift.
o So in the case of a CA18 with a34mmØ intake valve, that would be at 8.5mm lift.
1. However in practice real flow should increase past this point
2. That it’s important or desirable to have the valve lift past this point, so that the valve spends
as much time as possible above this valve lift point
Page 72 of 130
There is far more to it than that of course. Pressure waves, runner length, valve shape, wet flow and a host of other
parameters all play there part in how the port performs. But it does proved some working numbers to go off and to
‘sanity check’ any ‘dubious’ claims.
If anyone says they can get 300CFM out of a CA18DET head, you now know they’re leading you up the garden
path. The head is just not that good. And the valve are just too small.
17.2.3 Intake
Point-1 (Figure 17-1) represents one of the biggest hurdles in being able to raise the port roof and thus improve
airflow into the intake port. This relief is cut very deep into the head and leaves only a small amount of clearance to
raise the roof of the port without breaking into it and junking the head. Thus care must be taken to smooth out the
intake bulge (Point-2) as much as possible and contour it into the upper bowl area.
The Notch in the intake port floor (Point-3) only needs gentle contouring. With the Ports on the CA18DE being
almost horizontal; it is advantageous to leave as large a radius as possible here to prevent detachment along the port
floor near the valve seat.
Not shown is the valve guide. Opinions vary. But many including the author believe that removal of the valve guide
from the port to be ideal. If the valve guide is not removed. The trailing edge should be tapered in a tear-drop to
guide flow.
17.2.4 Exhaust
On the exhaust side, there is much more scope to remove the bulge around the valve guide (Point-4) to open up the
port roof, as that machined relief is less problematic. The notch in the port floor (Ponit-5) can also be removed. With
gas flow in the opposite direction. This sharp lip can cause flow detachment as the OEM casting falls away.
With no coolant passages of concern the roof of the exhaust port can also be raised 2-3mm with out consequence in
an effort to further improve exhaust flow.
17.2.5 Stub Manifold

The stub manifold on the CA18DET houses the fuel injector. There are measurable gains (2-5%) to have the stub
manifold match ported to the head. If there is to be a mismatch, it is better to have a larger port on the head, than a
overly large stub manifold. Having a lip presented to the airflow as it transitions from the stub manifold to the head
(head being smaller) is known to significantly reduce the coefficient of discharge (effective cross-sectional area.) If
there is a step-up in port area, there is no real detriment
17.3 8-Port
17.3.1 General
Much of the same is true for the 8-port as it is for the 4-port.
• Attempt to gain as much height as possible without breaking into Point-1 (Figure 17-1.)
• Only taper the port floor
• Improve port width to improve the line of sight.
• With the exhaust being the same
Page 73 of 130
17.3.2 Stub Manifold
Like the 4-Port, match porting the stub manifold to the head port is well worth the effort. And since there are 2 ports
per cylinder, one might argue that it’s even more critical. However as discussed in most cases the secondary
butterflies should be left in. However in a full race application (>250RWKW) they should be removed. A good
example of this can be seen in figure 17-1.0
Figure 17-1.0: Correct porting of the 8-port stub manifold.
Figure XX: Un-Ported stub manifold on the left, ported on the right
Here the head remains and 8-port (as it should) with the stub manifold being match ported and knife edged to provide
the best possible airflow into the cylinder head.
However with the 8-Port there is a long list of What Not to Do.
Page 74 of 130
17.3.3 What not to do when porting the 8-Port CA18DET
The 8-Port comes with a stub manifold that bifurcates the intake air from the intake manifold prior to the head. In
effect extending the length of the intake port. As discussed in 6.1 there is a set of secondary butterflies that are used
to improve port energy at lower engine speed. On any engine that is to be street driven with a power level
<250RWkW, these should be left in place, as they do significantly improve engine response as discussed in 6.1.
What not to do is to remove these butterflies and then proceed to ‘hog-out’ the entire stub manifold and divider
(Figure 17-1.2 and 17-1.2
Figure 17-1.1: Over ported manifold
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Figure 17-1.2: Over ported head
Of note here as a point of comparison is the early Big-Port 4A-GE and 3S-GE, from the mid 1980’s. These engines
also used a dual runner system (TVIS.) But instead of an 8-port design (like the CA18DET,) Toyota opted to simply
have a massive intake port which suffers greatly when TVIS is removed. The same is true on the CA18 (to a lesser
extent as discussed,) but hogging out the ports as shown in 17-1.1 and 17-1.2 completely destroys mid range response
with only questionable gains at the top end. It is for these reasons (and the fact that the fuel injectors also mount to
the stub manifold) that the aftermarket intake manifolds do-not seek to replace the stub manifold.)
17.4 Port Surface Finish

17.4.1 Intake Port
There are many different theories when it comes to the surface finish that should be left on the intake port of an
engine. In the case of the CA18, since the fuel injector is located basically directly behind the intake valve, no
consideration needs to be given to ‘wet-flow’ characteristics in the inlet manifold itself. Thus people have had success
with finishes ranging from an 80-grit cartridge roll to a polished mirror. As there are 2 transitions close to the port
itself (the manifold proper, the stub manifold and the head,) it is more important to pay attention to these transitions
and make them seamless, then to be overly concerned with whether an 80-grit or 140-grit finish will be best.
The truth being that only flow bench testing of your exact port will be able to determine what is best in your specific
case. Ad that mean flow bench testing with the entire manifold in place. Not just the head.
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17.4.2 Exhaust Port
Unlike the intake port where there is some conjecture, the prevailing theory is. With the exhaust port it is widely
excepted that a mirror polish is ideal. This is because the high pressure near sonic pressure waves
17.5 Tips for first timers / general advice

If tackling porting your own cylinder head. It’s best to get some practice. If you can get an old junk head (off any
engine) and spend some time getting accustom to the tools of the trade. Learn how a carbide feels in the hand. Feel
how a stone bur and cartridge rolls feel. This will pay dividends. Porting a head is one area where often ‘Less is
More,’ meaning that a modest tidy up is far less risky and will still yield good gains. But go hogging in and you risk
damage and ‘over-porting’ the head, leaving you behind where you started.
A good first step is to leave the carbide on the bench and just to start with some ruff (maybe 40 or 60-grit) cartridge
rolls. Just aim to go in and smooth out the port with some very light re-shaping. But mostly just tidying up the OEM
casting. Remove any sharp edges, round off the valve guide boss and blend any ‘step’ into the valve seat. In essence,
just lightly touch up what’s already there.
This can then be followed up by using the gasket as a template to address any mismatch on the stub manifold to the
head. And from the stub manifold to the intake proper. The same can be done on the exhaust side. Simply gasket
matching is an easy low risk approach to improve airflow into and out of the head.
Once you’re happy with the shape. Swap out to some finer cartridge rolls (80-grit) give it a once over, and finish
with a 120 or 240. As discussed in 16.5, there are many different ‘school’s of thought’ when it comes to the ‘right’
surface finish to leave your head with. Personally I’m happy with a 120 or 240 grit finish on the intake. But like to
mirror polish the exhaust
17.6 Valves
17.6.1 Standard Valves
The standard valves measure:
• 34mm – Intake
• 28mm Exhaust
With a nominal valve stem diameter of 5.95-6.00mm
Good to excellent results can and continue to be made using the OEM valves. They are nothing special, but are not
known to be a failure item. For any build targeting <400RWkW, there is little benefit in fitting oversized valve. If
the OEM valve are damaged, replacements may be reliably sourced from other CA18DET’s at little risk or from
brands such as Supertech that offer aftermarket replacements
17.6.2 Oversized Valves

Various companies offer 1m oversized valves for both the intake and exhaust. The can be fitted to the OEM seat
with appropriate modification. Or you may wish to have the seat removed and a new one installed. This modification
is really only warranted on an all out race head and/or in classes where other restrictions are in place and maximizing
intake efficiency is crucial.
Would be among one of the last modifications to make given its cost and only moderated gains.
17.7 Valve Job

Like with surface finish’s on the head. There are many different schools of thought with regards to the valve job on
a performance engine. As such the advice of this author is to consult with your engine builder.
But in general you should look to have a 3-Angle valve job done. The CA18DET seats are pretty small, so one must
question whether there is any real gain in a 4 or 5-Angel job.
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17.8 Cam Bucket modifications
17.8.1 Hydraulic
As discussed in 6.3.4 the CA18 comes factory fitted with a 31mmØ diameter hydraulically adjusting. There are no
modifications that can be made to this device. One should simply aim to keep the engine oil clean to prevent them
gumming up.
With that said, the CA18DET hydraulic cam bucket is a very reliable item and has been used on many reliable and
powerful engine build in all forms of motorsport.
17.8.2 Solid
Again, when looking for that last little bit of performance, one may wish to convert to a solid lifter setup. 2
Companies were known to produce solid lifter for the CA18DET. Tomei-Power and JUN-Auto. With the JUN lifters
pictured in a cut-away in figure 17-2. The engineering drawings of which are published in Appendix-2 if you should
wish to have a machine shop produce a set for you.
Figure 17-2: JUN-Auto CA18DET Solid Lifter
In a solid head, the valve lash is adjusted by inserting a small shim on the tip of the valve which rides against the
area arear highlighted in yellow. The advantages in going to a solid valve train are that:
• Weight is reduced
• Oil cannot be ‘pumped-out’ of the cam bucket, which can lead to a loss of valve train control
• Higher lift cams can be use (up to 10.5mm lift vs 9.0mm,)
o This is achieved on the CA18 by a reduction in cam base-circle (discussed further in XXX)
The drawback is that it:
• Takes a significant amount of time to setup

• Can be noisier
• Is expensive ($240USD just for the lifters (no shims)
• Requires new camshafts
Page 78 of 130
An alternative to JUN or Tomei Shim-Under cam buckets, is to use Toyota 1ZZFE Shim-less Buckets. These are
available in thicknesses between: 5.06<5.74mm. Thus custom valves and springs will be required to make these fit.
With thise buckts, you simply purchase the correct thickness bucket to arrive at the desired valve lash. This
represents the most ideal valve train, as:
• There are no loose parts to fall off (shims) in the vent that the spring cannot maintain control of the valve
• They’re solid, so they wont ‘pump-out.’
A 2nd alternative is to again use a Toyota Product. The Shim-Under-Bucket lifters form the Gen-3 or Gen-4 3SGTE
(ST205 GT4, ST215/246 Caldina, post 1994 MR2-GT.) Again their stack height is different to the CA18 and thus
custom valves/springs would be required.
17.9 Ported gains

Taking ported peak numbers at 10.5mm lift (262in / 175ex,) and using the formula discussed in Section-6 we can
calculate a potential of 140kW NA. that’s a significant 25% gain in NA power potential without altering the engines
compression or undertaking any other efficiency gains (windage tray, low tension rings, light weight
pistons/rods/valve-springs/retainers/etc…
What is clear however is that the exhaust ports continue to hold the CA18DET back. With flow again stagnating at
the same 6mm of valve lift. Keeping the percentage of flow to 67%. Better than 60% in the stock head, but still well
short of other Nissan twincams.
When plotted the problem becomes clear (Figure 17-3.)
CA18DET 4-Port Stock vs Ported Flow Data

280 100,0%
260
90,0%
240
220 80,0%
200 70,0%
% OF FLOW EX TO INTAKE
180
CFM @ 28" OF H₂O
60,0%
160
140 50,0%
120
40,0%
100
80 30,0%
60 20,0%
40
10,0%
20
0 0,0%
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10 10,5 11 11,5 12 12,5
VALVE LIFT IN MM
Stock in CA18 Stock ex CA18 Ported in CA18 Ported ex CA18

Stock % of Flow CA18 Ported % of Flow CA18DET 75% benchmark
Figure 17-3: CA18DET stock vs Ported % of flow

Figure 17-3 clearly shows that the CA18DET exhaust is efficient up to ~6mm of lift and then simply falls off a cliff,
relative to the intake performance. A good guide (which was added to Figure 17-4,) is 75% % of flow line. In essence
a good heads should aim to have greater than 75% exhaust flow vs intake. With great heads increasing that value
further out at peak valve lift.
Page 79 of 130
17.9.1 Ported flow vs ideal
Detailed in 17.2.2 was that the ideal CA18DET intake port would flow ~272CFM. Based on the geometry and size
of the port and intake valve. Figure 17-3 (taken from actual flow bench data) matches or exceeds this value (of only
just.) With the port looking to have peaked at 12.5mm of valve lift. Thus while one might consider this to be a
‘happy-flow bench’ especially given its high stock flow of 238CFM. The results are plausible.
Unfortunately since the CA187DET is limited to 10.5mm of valve lift with solid lifters, ~260CFM is likely the best
that can be seen in the real world. With only ~250CFM being available when using hydraulic lifters and 9.3mm lift
cams.
17.9.2 Percentage of Flow

Detailed in Figure 17-4 is the % of flow for the CA18’s contemporaries, namely the S13-SR20 and the KA24DE.
Both of which replaced the CA18DET in the Silvia. The port jobs selected for the SR20 and KA24 are indicative of
a moderate→good port job. It must be noted that it is possible to get both heads to flow past 300CFM on the intake,
which the CA18DET is incapable of. Also that both the SR20 and KA24 can accept cams up to 12.5mm of lift with
little modification. With the CA18DET limited to 10.5 in general as discussed in 6.2.3.
Stock vs modest ported % of flow comparison, CA18DET /

S13 SR20DET / KA24DE
100,0%
90,0%
80,0%
% OF FLOW (EXHAUST / INTATE)
70,0%
60,0%
50,0%
40,0%
30,0%
20,0%
10,0%
0,0%
0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10 10,5 11 11,5 12 12,5
VALVE LIFT IN MM
Stock % of Flow CA18 Ported % of Flow CA18DET 75% benchmark Stock % of Flow SR20
Ported % of Flow SR20 Stock % of Flow KA24 Ported % of Flow KA24
Figure 17-4: %of flow comparison data between the CA18 / S13-SR20 / KA24DE
Page 80 of 130
The % of flow is a great way to normalise head flow and get a sense of the balance in port-flow between the intake
and exhaust. Note in figure 6-13 how poorly the CA18 compares to the SR20 and KA24DE.
As discussed in 6.2.3, there is ‘practical’ limit to how-much lift a camshaft the CA18DET head will take. With that
limit being ~10.5mm without significant work. From Figure 6-11. This limitation does not exist on the SR with little
more than a spring upgrade and a conversion to solid pivots (which are stock on the GTiR 54C had)
Able to run cams exceeding 13mm of lift. The KA24 is also able to run cams up to ~12.5mm, but does require a
shim-under bucket conversion and some mild clearancing to allow the cams to rotate.
17.10 Port Comparison

Scaled to a similar size it is clear just how different the modern high port S13 SR20 head differs from the low port
CA18 design (Figure 17-5.) This was later revised for the S14 and S15. But the comparison is valid for this narrative
as the S13/GTiR heads are still preferred vs the S14/15 for all out performance builds (SR20VE excluded.)
Figure 17-5: 4-Port CA18 vs

Series 1 SR20
17.10.1 Early SR20DE Port Discussion.

The SR is somewhat ‘cursed’ with quite a long intake runner, which was required to accommodate the rocker pivot,
but it’s angle, shape and overall size is good. This long intake port also required that the fuel injector be placed
further from the intake valve. This again generally favours high performance applications as the fuel is able to
disperse more evenly and impart more latent heat of vaporisation. It is however less ideal for emissions compliance
with more fuel left on the port wall in over-run. It is widely believed that this is the major reason why Nissan reverted
Page 81 of 130
to a low port design in the S14/15 (and why Europe got the 4-Port CA18 in early S14’s,) which permitted locating
the fuel injector much closer the intake valve.
17.10.2 KA24DE Port Discussion

Nissan also chose to use the high port design on its other 4-cylinder engine the KA24DE (Figure 17-6 that was
originally developed for commercial use, but later re-purposed into the USDM 240SX and U13 Bluebird. This motor
has a very narrow 28° included valve angle. 1° narrower than the SR20 and 17° narrower than the wide 45° CA18.
Figure 17-6: KA24DE D22 intake port.
This this high port design in conjunction with the narrow valve angle provides an unimpeded path for air to flow to
the valves without needing to make any drastic changes as can be seen in figure 17-5. Unlike the SR20 with is rocker
pivot that necessitated extending the intake port. The KA24DE with its cam-on bucket valve actuation allows a high
port design, while still keeping the fuel injector close to the valves. This reduces the weight of the casting and
eliminates this issue of having excess fuel wetting the ports leading to poorer over-run emissions.
With its larger 36mm valves it is possible to have the KA24DE produce in excess of 75HP per cylinder.
Page 82 of 130
17.10.3 Port Angles
Note that on the KA24DE the engine is tilted 8° to the exhaust. So the actual port angles are:
• 46° high
• 23° low.
The SR is:
• 35° even
The CA is:
• ~horizontal.
17.11 Conclusion
As shown in figure 17-3, good results can be had from the CA18 4-Port head with a great deal of effort. But the
valvetrain prevents any value for valve lifts exceeding 10.5mm and the modest 34mm intake valves allow only so-
much flow. The bottom line, be reasonable with what you expect to gain from head and manifold porting. There are
physical casting, theoretical and practical limits to how good the port can be made. Chasing those last few numbers
on the intake will likely cause more harm than good. If you can get you head to flow anywhere near 250CFM @9mm
of lift. Call it a day and move on. Concentrate on getting the transitions into the intake manifold perfect. Then focus
your attention of getting as much flow in the exhaust as possible. As this will help more than you can imagine.
Page 83 of 130
18 STROKER OPTIONS
A common method to improve engine performance (especially torque and response) is to increase the displacement
(stroke of the motor.) While in the past people have successfully used the CA20E bottom end and adapted the
CA18DE head onto it to make a 1.9L. This is no longer considered a sensible or viable approach to increasing the
displacement of the CA18DET.
18.1 Tomei 88mm Stroker (Tomei Part No: 221015)

While no longer available (but included for posterity) Tomei were the first to offer a forged stoker crank and
associated hardware (pistons and rods) to increase the displacement out to 1928cc (with 83.5mm pistons,) (Figure
17-1/2.)
Figure 17-1: Tomei CA20 Stroker Kit.
Like the original 83.6mm stroke crank, the Tomei unit is also only partially counterweighted. These do show up for
sale from time to time. With this Knife-Edged example being listed in Australia in early 2021 (Figure 17-2/3.)
Figure 17-2: Second hand Tomei Stroker Crank - A
Page 84 of 130
Figure 17-2: Second hand Tomei Stroker Crank – B
Note that this example has also have some machine work done to the counterweights.
And oddity of this unit is that it was drilled with only 6-Flywheel bolts (unlike the standard 8,) and thus required a
special flywheel (either Part No: #12310R410 for standard clutch or #12310R420 for the Special OS-Twinplate.)
This piston and rod combination was also unique to this combination.
Page 85 of 130
18.2 Modern Chinese Stroker Kits
While marketed by a number of companies (Spool / Maxpeeding / others) the modern 87.6mm stoker crank (1919cc
with 83.5mm pistons) and associated piston and rod package is really the only option for those looking for more
torque and/or improved reliability in serious motorsports applications (past 400RWkW for circuit or past 550RWkW
for drag.) While made in China, The forged, fully counterweighted and knife-edged crank is a quality piece (Figure
17-4.)
Figure 17-4: 87.6mm Forged Chinese CA18DET crank.
If it were a choice between the newer Chinese unit and the older Tomei item, the modern crank wins out every time,
because of its improved construction, service history and parts availability. Additionally, unlike the older Tomei
crank, the Chinese crank accepts the standard CA18DET clutch and flywheel assembly.
18.2.1 Costs
Spool sells the complete stroker kit (CP-Pistons and Spool rods + ARP bolts) for a base price of $3,650. At this cost
one must weigh up the advantages and disadvantages of remaining with the CA18 platform and the limitation so fo
the head. As at this price there is a compelling reason to move to either SR or KA platform (within Nissan) or to the
Honda K20/24. Also keeping in mind the significant cost involved in modifying the head to be able to take advantage
of the benefits the improved rotating assembly will provide.
Page 86 of 130
19 ELECTRINICS
An area the typical CA18DET owner often overlook’s or neglects is the electronics package controlling the engine.
With the OEM ECU being accurately described as an: “abacus from the Cold-War,” the advantages in updating to a
modern ECU are many. One of the key reason that updating the electronics is over looked or ‘skimped-on’ is that
doing this job correctly is:
• Time consuming
• Requires specialist tools
• Requires extensive experience to do well
• Can be complex
And thus-
• Is expensive
In the modern era it is not unreasonable to have to invest between $4-8,000 in updating the electronics package. But
more cost effective solutions do exist.
The following discussion will focus on what ECU’s are available in specific budget ranges. Followed by a discussion
regarding ecu functionality disced in the earlier section
19.1 Piggyback / Interceptor add-on’s.

Synonymous with tuning in the 90’s, sadly into the 2000’s and while not on the CA, still used today. These units
permit the user to Intercept signals from sensors on the motor (as the name suggests,) to trick the ECU into delivering
more fuel or whatever the user desires.
19.1.1 HKS PFC F-CON + Graphical Control Computer + Vein Pressure Control
Page 87 of 130
19.2 ROM Tunes
The ‘tune’ in a CA18DET OEM ECU is burned on to an erasable programmable read-only memory (EPROM) chip
that is not user configurable. However, it is possible to de-solder this chip and replace it with a new EPROM chip
that has a different tune programmed onto it. ROM tunes are also often referred to as Chip-Tunes as the physical
chip inside the ecu is replaced.
In general (especially today, now that no-one has a ROM burner anymore) these kind of tunes should be avoided.
Good to excellent results can be obtained. However, in order to do this:
• A chip needs to be burn and installed

• The Engine run on the dyno
• An analysis done
• Changes made to the ROM file on a PC
• Then a new chip burnt and installed
• Repeat until the motor is accurately tuned.
Due to this lengthy and expensive process, it is almost never done any more (with the advent of affordable real-time
programable ecu’s. ROM tunes are typically a calibration file that requires the user to have a very specific engine
setup.
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20 BOLT ON UPGRADES
20.1 Throttle body
20.1.1 KA24DE
The OEM Ca18DET throttle body is 54mmØ ID. Fortunately the S13/14 KA24DE throttle body shares the same
bolt pattern and has an ID of 60mmØ. Resulting in an increase in cross sectional area from 2290mm² to 2827mm²,
a net 23.5% increase in size.
For builds that do not intend to push past 300kW at the engine, this represents a cost effective upgrade, that will still
offer good throttle modulation.
20.1.2 Q45DE
The Nissan Q45DE V8 engine comes with an 80mmØ ID throttle body that has long been a popular option for
upgrade on engines such as the CA18DET due to it’s relative low cost (though increasing with ever dwindling
supply)
Page 89 of 130
21 CATCH CAN DESIGN:
• Bigger is better as a general rule (Lower left of Image-3.) Larger volumes reduce gas velocity making it more
likely oil droplets will fall out of suspension. People that say they don’t have room for a large Catch Can in an
S-Chassis are not very imaginative. My Catch Can exceeds 2.25L in Volume and is in a TA22 Celica, which has
a far smaller engine bay.
• Each breather should have its own connection (I didn’t follow my advice here because of packaging reasons.)
• Internal baffles/chambers are good, or simply packing with stainless steel wool from the supermarket works just
as well. I use a combination of both.
• SUMP RETURN Image-4. In the event of large volumes of oil being ejected from the engine a simple sump
return will save your engine. I cannot stress this enough. I plumb mine towards the bottom of the sump so that
oil will continue to drain from the catch can even if the crank case is pressurised (U-Tube principle.)
• For Street/dual purpose applications plumb the catch can’s breather into the Airbox or pre turbo. If running a
Hot wire AFM be aware that oil may’’ affect the accuracy, and it’s probably advisable to plumb between the
AFM and the turbo. For all other AFM’s plumb pre AFM so that the AFM can account for the blow buy gasses
entering the engine. With a properly designed catch can you will have very minimal oil vapours left in the blow
by gasses; s all the vapours/droplets will have become trapped by the baffles/steel wool and returned to the sump.
This system will pass emissions and Roadworthy inspection.
• For Circuit applications either do as above or vent to atmosphere.
• I recommend a 15-20mm diameter catch can vent, don’t be a tight-arse and remember bigger is better.
Image 4: Note the heat wrapped sump return

form the catch can.
Page 90 of 130
22 USE AS A NATURALLY ASPIRATED ENGINE
22.1 Combustion chamber
Despite its robust valve train, compact nature and modern 4V pent-roof combustion chamber, the CA18DET is a
poor choice for an NA engine owing to its modest bore and stroke, coupled with a large (against it’s contemporaries)
combustion chamber at 51cc resulting from its 45° included valve angle. For reference:
• B18C Honda: 45cc

• 7AFE Toyota 33cc
• BP18 Mazda 51cc (also not a great choice for NA)
• 2ZZGE Toyota 38cc
• 3T Toyota 68cc (hemi, and useless for NA)
What you want to avoid in any engine especially and NA engine is a piston that that had a dome profile as showing
in Figure XXX
Figure x-x: 3TC 12:1 pistons
In order to get sufficiently high compression in the hemi headed 3T engine a massive dome is required. This dome
is problematic for airflow, valve clearance, flame propagation and mass. As an aside this is one of the reasons why
modern hemi (Figure x*x) and even pent-roof 4V combustion chamber designs have moved towards narrower valve
angels.
Figure x*x: Old Hemi vs

New Hemi combustion chamber design
Page 91 of 130
By steepening up the valve included angle flattens the combustion chamber, reducing it’s volume, making it easier
to achieve high compression values without having to resort to excessive piston domes. It also improves the intake
port flow by providing a more idealised ‘straight-shot’ at the back of the valve and into the cylinder (Figure 6-5 for
the high port SR20 for example.)
22.2 Pistons
Despite the wide availability of flat-top forged pistons for turbo use (9:1 compression) the only ‘off-the-shelf’ source
of “modest” compression pistons are from the CA18DE, which have a modest +10cc dome. These are a cast piston
and are fine for NA use (even may CA18DE+T’s have used them with success see rrr,) but these do not have enough
compression for serious consideration.
To raise the compression of a CA18DET to 12.5:1 you would require a custom piston with a 17.5cc dome. This is
achievable, with a cost for a custom set form JE pistons running ~$850USD.
22.3 Head and cams

Again, this is another area where the CA18DE(T) is limited compared to alternatives. Limited to ~10.5mm lift cams
as a result of design choices in the construction of the head + the cost of a solid lifter conversion, is another deterrent.
Also, the relatively poor port flow (especially on the 8-port head) vs. other alternative requires significant investment
to overcome.
22.4 Valves
The OE valves are not generally considered a limiting factor for most uses. +1mm inlet and exhaust valves are
available and with appropriate porting could be used to good effect in improved port airflow.
Page 92 of 130
22.5 Inlet manifolds
22.5.1 OEM
For basic NA use there is nothing wrong with the OEM intake manifolds, 4 or 8 port. But if using an 8-port head, it
is recommended to keep the secondary butterflies in place to improve mid-range torque for all but the most extreme
race applications
22.5.2 Port-Throttles / Individual Throttle Bodies

Various ITB setups have been made for the CA18DE with common approaches being using OEM ITB’s from another
engine. Specifically the:
• GTiR SR20DET
o 45mm throttles
• 4AGE-20V
o 43mm throttle Silver-top
o 45mm throttles Black-Top
With many custom-made setups also existing as well.
Page 93 of 130
The best known example of using 4AGE throttles is by user GTSRolla34 of www.Nicoclub.com who designed a
bespoke manifold and had is CNC’d from a billet of aluminium (Figures xxxx.) Results of the project are unknown.
The build thread can be located here.
Page 94 of 130
Note in figure $$$, the port divider on the 8-port head. Significant porting must be undertaken to ensure that airflow
is not obstructed.
Page 95 of 130
22.5.3 Carburettors
It would appear that there were at least 2 different cast DCOE intake manifolds made at some point in time for the
CA18DE, with no information available as to whether these were for the 4 or 8 port heads.
The first has an air-gap between the runners (Figure xa) and appears to be cast as a single piece.
Figure dsf: Air gapped DCOE manifold
This manifold also appears to not have special provisions for the thermostat housing.
Page 96 of 130
The second manifold was certainly cast in 2 pieces but does not include air-gaps between the runners. It also has a
thermostat housing cast in, as well as provisions for the throttle shaft.
Figure 513513
Both of these manifolds from the available photos look well cast. But who cast them and when remains a mystery.
Page 97 of 130
22.6 An unfortunate capacity
Unlike all of its 1800cc contemporaries, the CA18DET comes in at over 1800cc (1809cc OE swept displacement)
making it in-eligible for use in limited 1800cc classes. But with a near 200cc handicap when placed in a 2.0L class.
Stroking is possible and can be ‘affordably done’ with any number of stroker kits (but will require custom pistons as
these are all designed for turbo use.) However, the extra capacity is still be limited by the ‘poor’ port flow, limited
camshaft options and a narrow bore limiting valve size. Especially against far more modern and capable 2.0L engines
(K20 / F20C / SR20 / S3GE.)
This size limitation when it was selected for use in F3 racing in the late 80’s early 90’s resulted in it being stroked
to 2L. At the time, Productino had ended on the Fj20E (and it was simply too heavy.) And production had yet to
begin on the SR20DE.
Page 98 of 130
22.7 Notable exceptions
With all of that said, there are a handful of notable exceptions that have been developed
22.7.1 RALT RT34 Formula 3

Information on the use of the CA18DE as an F3 engine back in the early 90’s is very scares with only 1 known
example surviving to this day. That is of the Ralt RT34. Based off the FWD CA18DE, this example uses an 8-port
head, slide throttles, a dry sump and a 26mm restrictor as per F3 rules at the time. This limits power to ~170ps
(125kW) at the crank. Additionally, it was stroked to 1990cc (likely for improved torque and competitiveness against
its 2.0L rivals.
Due to use of a restrictor the CA18DE’s head / 8-port design is not a limiting factor and may even be considered a
benefit due to resulting higher air velocities. But rather its compact size and light weight (again alloy blocks were
not common in the late 80’s) make it desirable and easy to package in a single seater. In comparison to say the FJ20E,
which while having a significantly better head, is far larger and heavier. With the SR20 no being having been
developed yet, the CA18DE was the only option for a F3 power plat at the time. No information on its race history
or competitiveness is known.
What little information there is can be found:
• Here
And
• Here (after google translate)
Please enjoy the very few photos that are available
Page 99 of 130
Figure : intake slide throttles
The wonderful slide throttles with tell-tale bumps show that this is an OE 8-port casting. Albeit with, bespoke cast
(and very desirable) valve covers. Likely for cost and complexity reasons, the Oil filter is retained in it’s OEM
location, which is not common for dry sump engines.
Page 100 of 130

Page 101 of 130
As can be seen in Figure dsffadfs, the engine with green cam covers is mechanically injected. With provisions for a
mechanical pump at the rear of the intake cam cover (Figures adsfasdfasdf.) The engine with black cam covers has
been updated to EFI, with a change. A change was made in the cam cover casting to reflect this, as there was no
longer a need to drive a mechanical fuel pump.
Figureadsf shows the eaily switch to EFI with he injectors still placed under the intake manifold runners. While in
Figure adf the manifold have been re-designed to move the fuel injectors to a more conventional location on top of
the runners.
This also permitted moving the coil pack back to the rear of the engine, in place of where the mechanical fuel pump
was, improving overall packaging.
Page 102 of 130

22.7.2 Aden Hadley’s Datsun 1200
Developed for Tin-Top racing in Australia Mr. Hadley has invested more money than sense into developing his
CA18DE (Figure.) Dyno video here.
Running a bespoke stand-off injection setup, controlled by a Microtech ECU; no power figure publicly available.
But Aden has confirmed that a mildly modified B18C or 2ZZGE will produce more power (and permit the use of air
filter.) Regardless the development of this package is a credit to the Rising Sun Racing Team given the limitation of
the starting package.
This again highlights the limitations of the CA18DE as a base for serious NA tuning.
Page 103 of 130

In Figureccc, the new race headers can be seen, which are good for a little bit more in the top end.
Page 104 of 130

Page 105 of 130
Page 106 of 130
Page 107 of 130
NGK 48728 U5014 Ignition Coil
Page 108 of 130

Page 109 of 130
23 APPENDIX-1: NISSAN HYDRAULIC CAM BUCKET REBUILD GUIDE
Written by user: Antonio(850wrhp?) on the www.Twinturbo.net forums. AKA: Ash Powers of Florida (Link 1 Link
2 Link 3 Link 4 Link 5.) The following excellent guide into disassembly, cleaning and rebuilding of the OEM Nissan
hydraulic cam buckets on a VG30DETT. Fortunately, they’re identical in construction to the CA18DET cam buckets.
This guide has been copied in full. (Yay plagiarism,) with the formatting update to fit in with that of this document
and improve readability. Some minor changes have been made (slight re-order, titles added, etc…) but only with the
intention of improving clarity of the original work. The words and intent are still that of the original author.
23.1 Preamble.
The hydraulic lifters used by Nissan are just like any other hydraulic lifter in terms of its function and design: By
using the engine oil as a cushion for valve control action, you have a zero-lash, self-adjusting valve-train that is
incredibly quiet and reliable. That is, until the lifter itself develops a problem.
Any hydraulic lifter has a good bit of demand put on it and it is subject to a considerable amount of wear, but one
thing we have working to our advantage is the size of the lifter itself. This distributes the load and wear over a greater
amount of area so it wont wear out nearly as quickly as other smaller counterparts used in engines like domestic
(American V8's with push-rod technology. Even though these lifters were built much better than most I've ever seen,
they are still susceptible to wear and you must take care to inspect the parts and replace them if necessary. Keep in
mind you cannot buy just one piece of a lifter - you will have to replace the entire lifter if one of yours is shot.
23.2 Failure mechanisms

I have seen two modes of failure of a lifter:
1. The check-valve that retains the oil within the cushioning body gets debris between the ball and seat which
allows the oil to freely move in and out of the lifter body during compression. When this occurs, the lifter
body 'bottoms out' and results in the tick you can audibly hear.
2. The lifter body's telescoping action becomes seized. This is actually the least common failure I have seen
in a lifter. The parts are precision machined and have fine finishes on the contacting parts. However, oil
varnish (the stuff that makes a used engine look brown/black inside) can coat the pieces and if it is
excessive, it can cause these parts to bind.
Unfortunately case #2 is typically not repairable as you wont even be able to disassemble the lifter to service it. If
you do manage to get it apart, a good dip will likely correct it. If you have a hard time getting a lifter apart, it is
possible that it suffers from this same case.
Case #1 is the easiest to correct. It only involves the cleaning of the parts and reassembly in order to correct
One easy way to tell which lifter is bad is to squeeze them. If a lifter 'bottoms out' when you compress it by hand,
there is good chance that the lifter is your bad one. This check must be performed immediately after removal of the
lifter from the engine though. If you pull them out and flip them over, there is chance that air will get into the lifter
body and allow it to compress although the lifter isn't bad. Obviously if case #2 is the reason, it wont compress
anyway. For this reason it is recommended that you disassemble all lifters of the engine if you are going to do this.
Page 110 of 130

23.3 An ounce of prevention
The best thing you can do to prevent lifter tick is to change your oil on scheduled intervals of 3K miles (5,000kms)
and use a high quality oil such as Mobil1 or any other premium synthetic-based lubricant. These synthetic oils have
higher resistance to developing these varnishes that coat the parts down - this is also why you want to use synthetic
for turbocharged vehicles as they are much more resistant to developing the worst-case varnish, oil coke. This is the
cooked-down version of oil and it leaves abrasive, solid deposits on parts.
23.4 Tools for Disassembly
• Something with considerable mass and a flat surface to strike the lifter against to remove the lifter body. A
bench-vice with a flat anvil works wonderfully. It MUST have a flat surface or you will damage the lifter during
disassembly.
• A pair of pliers
• A small pick
• Red Scotchbrite pad
• 1500-grit finishing paper
• 1-gallon Carburettor Cleaner dip with parts bucket
• 1 quart of premium engine oil
• 1 can WD-40
23.5 Cam Bucket Overview
Figure XX: Cam bucket top and bottom
Page 111 of 130

23.6 Disassembly
23.6.1 Breaking the Seal
In order to remove the lifter body from the lifter housing, you must strike the base of the lifter housing in order to
'pop' the lifter body retaining clip free (Figure-XXX.) This step takes a decent impact to accomplish - try
progressively striking the lifter harder until the body pops loose, inspecting it after each strike until you get the feel
for the right amount of force.
Figure YYY: Shocking the Lifter
You will be able to tell if the lifter body clip has released by looking across the base of the lifter from edge to edge.
The lifter body will be at the same level as the base edges of the lifter housing.
Page 112 of 130

23.6.2 Plunger Removal
With a pair of pliers, grab a hold of the lifter body and pull it out of the housing (Figure XXX.) Note the small dime-
sized cap on the red cloth (Figure YYY.) This is within the assembly and you will need to get it out if it doesn't come
out with the lifter body. Its just sitting in place so it will only need a good jostle to get it out.
Figure XXX: Plunger Removal Figure xxx: Small Shim
23.6.3 Cam bucket internals

Open the lifter body by pulling the telescoping pieces apart. Be careful not to lose the compression spring inside
(Figure ###)
Figure ###: Hydraulic Piston
Page 113 of 130

Here is what you should have on the bench to this point (Figure ((((.)
Figure ****: Cam bucket internals laid out.
23.6.4 Check Valve

The check-valve assembly is part of the smaller telescoping lifter body. I have disassembled this part to show the
pieces and scale (Figure ****.) They are very small parts. You can see how the check-valve works - a small ball
with a sealing seat and a spring to apply tension to the ball's position against the seat. This valve will let oil enter the
lifter body, but it wont let it back out under normal conditions.
Figure ***: Check Valve Assembly
Page 114 of 130

When I have reconditioned my lifters, I left this part of the assembly together for fear of losing the small parts
associated with it. The cleaning solution will remove any and all varnish from the parts and during the reassembly
process there will be a step to ensure that the check-valve is sealing. I would recommend not taking this apart and
relying on the assembly check to determine if the valve is sealing, and if it doesn't seal up you can disassemble only
the ones that would need further cleaning. These parts are just really small and easy to lose or damage.
23.7 Cleaning
23.7.1 Parts or carburettor cleaner
I use Gunk Carburettor & Parts Cleaner for all of my smaller engine parts that need to be cleaned. It comes with a
parts basket that is perforated on the bottom to allow the cleaning solution to drain out when you remove the basket
(Figure ****.)
Figure ****: Parts Cleaner
This solution works incredibly well for engine parts. For your own protection, be sure to read the hazardous materials
warnings on the container - this is not something you want to get on you. You can pick this up from any auto parts
store for about $8 a can.
Page 115 of 130

Put your parts in the basket. Note I left the check-valve assembly together for the dipping. I only show 1 lifter in the
basket, but I was able to clean all of my lifters in 1 single dip. Just put the larger lifter housings in the bottom of the
bucket first and all the smaller parts in the basket will fit on top and you can still close the lid. Let sit for about 2
hours for a thorough cleaning. You don't have to agitate this solution.
23.7.2 Rinsing
Rinse all of your parts off with cold water in your best pasta strainer (Figure ***.) It helps to have an air compressor
to blow the remaining water out of the parts. Once all the water is out, give them a good spray-down with some
WD40 to displace the water and keep them from oxidizing.
Figure ***: Final rinse of lifer parts
Page 116 of 130

23.7.3 Surface Finishing
Using a red Scotchbrite pad, be sure to give a good once-over on the surfaces of the lifter housing that contact the
camshaft and the lifter bucket, as well as inside the housing where the lifter body inserts (Figure ***.)
Figure ***: Shumtz Removal
The lifter body's telescoping surfaces should also be de-burred. This is preparing the parts for re-mating since you
won’t be getting every single lifter together with the exact components that were originally in it. This won’t cause
any problems, but it is advised not to do this excessively.
During this step, pay special attention to the crown of the lifter. This is the area that the camshaft contacts and it has
a small hole in the top-centre. If you see any abnormal pitting on this surface, particularly around the hole in the
centre of the crown, the lifter will have to be replaced. It is normal for there to be some light surface patterns that are
worn in due to the camshaft lobe, but these markings should completely disappear when you hit it with the
Scotchbrite.
To restore the finish on the housing use 1500/2000 grit ‘Wet-&-Dry’. This will provide a really smooth surface free
of burrs.
23.7.4 Caution
If you find yourself rubbing and rubbing on a particular spot to remove a blemish, it is likely a low spot or the metal
has galled. If this is the case, you gotta replace it or this will cause damage to the camshaft.
Page 117 of 130

23.7.5 Cleaned Cam Bucket
The cleaned lifter is as seen in Figures XXX and YYY
Figure: XXX: Cleaned 1 Figure YYY: Cleaned 2
23.8 Reassembly
23.8.1 Spring in stall
You will first need to install the spring into the larger lifter body (Figure %%%.)
Figure &&&: Spring install
Page 118 of 130

23.8.2 Oil Prefill
Fill the lower lifter body with oil. Leave about 2-3mm shy of completely filling the body.
Figure ****: Pre-filling cam bucket with oil
Page 119 of 130

23.8.3 Reassembly of the Check Valve
Then install the smaller check-valve assembly with the check-valve going first into the lower body. When you
squeeze this together, you are going to have some air in the assembly. Using the pick, gently press onto the check-
valve ball while squeezing the body together (Figure ***.)
Figure ***: Check Valve Assembly
The air in the body will flow out as well as some of the oil - be sure to bottom the check-valve body into the lower
body and while holding, remove the pick. Slowly allow the two bodies to extend while the internal spring pushes
them apart and take note of any air bubbles that might get sucked back into the body - they will be floating in the oil
you can see through the bottom of the check-valve assembly. Once it has extended to full length, try compressing it
again. It should not compress at all. If you have oil come spouting out of the valve, try compressing and releasing it
a few times as the ball may have become un-centred over the seat. If it still does not seal up disassemble the entire
component and clean/inspect. If all is well, you are ready for the final assembly.
Page 120 of 130

23.8.4 Assembled Check Valve
Place the cap onto the check-valve body (Figure ***.)
Figure ***: Cap on check valve
Page 121 of 130

23.8.5 Cam Bucket Assembly
Now the installation of the lifter body is kind of tricky. You have to be careful with the cap as there is nothing holding
it in place here except gravity. It is important when the lifter is reassembled that this cap is in place just as you see
here in figure ***. You will need to hold the pieces as shown in the picture and carefully slide the body into the
housing
Figure ***: Inserting hydraulic assembly
This is best done while the lifter is submerged completely in oil to avoid air getting trapped in the lifter. However,
after a short period of operation, the lifters will bleed correctly.
Page 122 of 130

23.8.6 Assembled Cam Bucket
Once you have the body in the housing, it will require a good squeeze to get past the retaining clip of the lower body
(Figure ***.) You must also ensure that you have the lifter body aligned into the housing's bore or you'll squeeze all
day long without any success. Also this is to be done submerged in an oil bath ideally.
Figure ***: Pressing the assembly together
23.9 Final Words and tips.

Be sure to inspect the camshafts for signs of uneven wear, dings, or burrs. I typically use the red scotchbrite on the
journals and lobes to clean up the surface and prepare it for assembly. The lifter buckets (in the cylinder head) are
also prone to getting dinged up during the valve spring installation - be sure to inspect them for any defects prior to
installing the lifters. The lifters should drop right into the buckets with no force required.
24
Page 123 of 130

25 APPENDIX-2: JUN SOLID LIFTER
Page 124 of 130

26 APPENDIX 3: CAMSHAFT GLOSSARY OF TERMS
Curtesy of Tighe Cams - Australia
Advertised Duration: The actual valve opening and valve closing period, taken from a theoretical point when valve
leaves and regains the seat.
Area Under the Curve: The area the curve envelopes when lift and duration are plotted on a graph, two cams have
the same duration and lift but the area will be greater.
Base Circle: Also referred to as the heel, and is the round portion of the camshaft where the tappet settings are made.
Base Circle run out: This is the most common problem faced in the camshaft area . The base circle must be within
0.0015" on any hydraulic cam. If the run out is over his engine will not idle on all cylinders.
Billet Cam: This is the term for a camshaft made from a solid piece of cast iron or steel bar. 99% of steel camshafts
are made this way.
Boost: The amount of pressured air forced into the engine by mechanical means, measured in lbs per sq. in. or by a
barometer in inches of mercury. One inch of mercury is equal to 2lbs per sq. inch and atmosphere is equal to
approximately 14.7lbs per sq. inch.
Castings: This is the term used for a new camshaft. Most new cast iron camshafts start life out as a casting not as a
billet. Ivan Tighe Engineering have the facilities to make new ones off billet cams for special applications.
Camshaft Follower: Usually a radiused, flat faced or roller bearing, running directly on the cam lobe, transferring
the action of the camshaft to the rest of the valve train.
Camshaft Master: This is a precision template or master which is used to grind the lobe shape on camshafts. For each
different profile, a different master is required.
Cam profile: The actual shape of the camshaft lobe. At Ivan Tighe Engineering these profiles are generated by
computer or by mechanical method.
Clearance Ramps: The start and finish of the profile shape. This is the slow constant lift section (.00035" - .00055")
per degree of cam rotation. The reason for this is to compensate for small deflections and take up the slack in the
valve train.
Coil Bind: A valve spring that has been compressed to the pint that the coils are stacked solid, preventing any further
downward movement.
Core: The term used for a camshaft that is used on an exchange basis. A core is required if a regrind camshaft is
supplied.
Damper: This is the term used for the flat spring used in some single or dual spring applications. The flat spring
allows a more complex spring for valve control without raising the spring tension considerably.
Differential Angle: The difference between the angle of cylinder centre line and the angle of the cam follower centre
line. Most commonly found in V6 and V8 engines and in rare 4 cylinder engines.
Desmodromic: A complex type of valve gear where each valve is operated by two lobes. One lobe opens using a
normal rocker and the other closes using a reverse rocker to close the valve. No valve springs are required to control
valve motion.
Duration: The amount of time in degrees that the valves are off their seats during the opening period of the cam.
Duration = opening degree + closing degree + 180 deg
Page 125 of 130

Fitted Dimension: Referring to the valve spring. This is the height of the fitted spring when the valve is closed.
Measured from the cylinder head to the seat of the spring retainer (also known as installed height).
Flame Hardening: This is a hardening technique using oxy/acetylene torch

to heat a camshaft to a cherry red which is then quenched in a water based coolant.
Flank: The side of the cam lobe that lies between the nose and the base circle. This is the area that most wear occurs.
Gear Drive: This gives precision perfect cam timing and eliminates cam and distributor timing errors or changes due
to wear or chain stretch.
Gross Lift: The theoretical valve lift obtained by multiplying the cam lift by the rocker arm ratio. This does not take
into consideration the tappet setting.
Hardfacing: This is the process used to build up O.H.C. type and most motor cycle camshafts. The original profile
is ground back and a layer is placed over the top - the camshaft is then trimmed and finish ground.
Heel: Same as the "Base Circle" - the concentric part of the cam lobe where the tappet settings are made.
Induction Hardening: An electrical process of heat treating, where a camshaft is passed through a coil, through which
a high frequency current is passed. The camshaft inside the coil is quickly heated to a cherry red and quenched in
oil. Ivan Tighe Engineering hardens all new camshafts using this process.
Inner Valve Spring: This refers to the smaller valve spring used inside the standard single type spring. The advantage
of the inner spring is lighter seat tension cam still obtain high nose pressure, giving better valve control.
Interference Fit: This term is used in reference to valve springs. The inner spring is a very tight or push fit in the
outer spring. This allows lower spring tension to be used. This type of spring requires lots of lubrication or spring
breakage may occur.
Lash Caps: A small cap placed on top of the valve to give the hydraulic lifter more preload. Available for 9/32,
11/32, 3/8 and 8mm valve stems.
Lobe Centers: This it the angle between the inlet or exhaust lobe on the one cylinder and the Top Dead Center
position when the camshaft is in the engine. Measured in degrees and normally between 95deg and 120deg the inlet
is measured after T.D.C. - exhaust is measured before T.D.C.
Lobe Center Calculation: Inlet: op. deg + cl. deg /2 - op. deg = lobe center line
Exhaust: op. deg + cl. deg /2 - cl. deg = lobe centre line
Lifter: See "Cam Follower".
Lubriteing: This is the black coating on all the cast iron camshafts. It is simply an anti scruff coating so as to stop
metal to metal contact on initial start up. The process is applied at approximately 100deg c and uses a combination
of phosphor and graphite. Contrary to popular belief it has no effect on hardness at all. Also sometimes called
Parkerising.
Mushroom Lifter: This is a flat type lifter that has the head of the lifter a larger diameter that the body of the lifter.
These are standard equipment in some 4cyl. Engines, but are fitted in some races engines to allow profiles with very
rates of lift (very high lift with short duration)
Nett Lift: The actual lift of the cam as measured at the valve. This can be obtained approximately by multiplying the
cam lift by the rocker ratio and subtracting the tappet clearance. In an O.H.C. rocker engine this is only a guide, the
actual may vary by up to .040" or more.
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Normally Aspirated: An engine that has a carburettor or is fuel injected without any mechanical devise that forces
air under pressure onto the combustion chamber.
Nose of Cam: The highest point of the cam lobe and often the area where most wear occurs.
Offset Bushes: These are round offsets available for pin drive camshafts, so they can be advanced and retarded
without drilling other holes in the drive gears.
The drive hole in the cam gear is simply drilled to take the bushing. Available for most common pin drive cams.
Offset Key: This is a stepped key that is used to advance and retard camshafts that are driven by a key rather than a
dowel.
O.H.C.: Over Head Cam type engine
Outer Valve Spring: In a double spring combination the outer spring is always the larger of the two springs. The
outer is also the higher tension and should be wound in a different direction to the inner.
Overlap: The period where both inlet and exhaust valves are open at the same time - when the piston passes T.D.C.
every second time. To determine the degrees of overlap add the opening of the inlet and the closing of the exhaust
together from the valve timing supplied by the manufacturer.
Phase Angle: The angle between the inlet and exhaust lobe of a camshaft and is measured in degrees. This is taken
as the angle on the camshaft not in the engine and is often confused with lobe centres. Can also be called lobe
separation angle.
Posi Locks: These re the locking type nuts used to lock the adjustment on a studded roller rocker. A long type of nut
with a grub screw so as to lock the nut on the stud.
Preload: The term used for the load that is applied to the hydraulic lifters during engine assembly. A lifter requires
at least 0.010" preload so not to rattle.
Pre-lube: A molly based grease that is supplied in the box with all new camshafts. It is used to coat the lobes when
fitting the cam to eliminate the possibility of lobe failure at the critical start period.
Ramps: This is the slow acceleration section at the start and finish of most camshafts profiles. For solid cams the
ramps may be as long as 15deg and 0.020" - for hydraulic cams this must be below 0.006" for the cam to function.
Ramp Height: This is the height from the base circle to the top of the ramp of the cam profile. The advertised valve
timing is taken at the top of the ramps. The tappet settings are also determined by the ramp height.
e.g. .020" ramp height 1.5:1 rocker ration

Tappet setting = (0.020" x 11.5) minus 0.001"
= 0.029" (Normal tappet setting)
Regrind: Term used when a worn camshaft is reprofiled to the same profile or modified to a different profile. To
achieve this the bulk of the shaft may need undercutting to keep the base circle above the shaft diameter.
Rockwell Hardness: The type of hardness testing used to check the hardness of most hardened materials. Rockwell
C process uses 120deg diamond with a weight of 150kg. of preload on it. This is loaded into material, and depth of
the indent is measured . The result of this is given in a Rockwell C measurement.
e.g. A cast iron cam is approximately 56r/c

A steel roller cam is approximately 60r/c
Solids: This term is used in reference to solid cam followers - the hydraulic section of the lifter is replaced by solid
internals.
Page 127 of 130

Solid camshaft: If hydraulic followers are replaced by solid followers the camshaft profile must be changed so as to
suit the solid followers.
Split Overlap: This occurs on the overlap stroke when inlet and exhaust valves are open the same amount at the same
time. If the camshaft being used has the same profile on both lobes, split overlap will indicate that the cam is in
square in the engine (neither advanced or retarded).
Spring Fatigue: The tremendous heat generated by continual stressing of the valve spring will eventually cause it to
sag or fatigue, A valve spring will settle approximately 10% as soon as fitted.
Spring Height: See Installed Height
Spring Pressure: The force exerted by the spring on the valve to keep the valve following the camshaft profile
correctly.
Spring Retainer: This is a stepped type washer that located the top of the valve spring on to the top of the valve. Can
be made if steel, aluminium or titanium. Stepped retainers also available to extend spring installed height.
Steel Billet: A solid piece of steel bar stock that is made into a camshaft. Ivan Tighe Engineering machine their roller
type camshafts in this manner.
Super Charged: A driven pump that forces air into the engine. This type use engine power to turn the supercharger
and the impellers can be centrifugal, roots or vane type.
Tappett Setting: The valve clearance that the cam profile requires to be set at to achieve best working conditions.
This is required to allow for thermal expansion.
Valve Bounce: this occurs when the engine is revved higher that the valve springs will permit. The valve will no
longer follow the cam profile and will crash back onto the valve seat. This will cause loss of power and , if prolonged,
will cause valve failure, shorten camshaft/ lifter life and cause considerable damage to engine components.
Valve Train: The components or parts used to operate the valves in conjunction with the camshaft.
Page 128 of 130

The 2 Big departures from the FJ20, Z18ET and earlier L-series architecture is series were the move from chain
driven camshafts to a toothed belt, as well as a shift to Hydraulic Valve Lifters in place of Shim-Under-Bucket solid
lifters (FJ20ET) or mechanically adjusted rockers (Z and L Series.
The change from chain to belts, and solids to hydraulics had unintended consequences. The CA-series was the first
DOHC Nissan engine to use hydraulic lifters to my knowledge. This change necessitated an increase in oil flow to
the head, Secondly in chain driven motors a major oil drain to the sump and an excellent path for crank case gasses
to escape to the head is via the chain gallery in front of cylinder 1. On a Belt driven motor this is not possible. To
my knowledge the CA18 was Nissan’s first production belt driven motor. One could argue that lack of understanding,
accounting or inexperience in the area lead to poor design decisions in other areas of the engine which can lead to
oil starvation problems.
Now as I said these are in no particular order and in isolation (or a street engine) not often a concern. As the
conditions that lead to problems are seldom encounted. That however is not the case re-race engines. Now there is a
silver bullet that will solve all issues. Dry Sump. But they’re very, very expensive, and this article’s aim is to provide
workable cost effective solutions. Thus, onto how to solve all your breather issues using the OEM oiling system.
It is my wish that those that read this article will leave with a far better understanding of the limits of the OEM
solution on the CA18 and of the simple solutions that will save your engine from destruction. If you have concerns
about the amount of blow by your engine may be generating; I highly recommend doing a Wet and Dry Leak Down
Test. These tests will tell you the state of your rings and valve steam seals. If the test falls outside of OEM guidelines,
it is strongly recommended that the offending components be overhauled. The CA18DET is a great little engine that
people have trouble with largely out of ignorance, don’t be a fool. This is just 1 source of information and I’ve
attempted to be as honest and forthcoming about my experiences as I can. If you have any further questions I’m
contactable on email: manitoublack@gmail.com and will be happy to address your concerns. This is also a live
document and as I get some extra photos and take the time to do some drawings it will be updated. If you feel that I
have omitted key information tell me and I’ll add it in for the benefit of the community.
CA18DET flow bench results
0 1 2 3 4 5 6 7 8 9 10 11 12 12.5
Stock in CA18 0 25 60 90 115 140 180 201 223 235
Stock ex CA18 0 15 50 77 100 120 140 140 140 140
of Flow CA18 0.0% 60.0% 83.3% 85.6% 87.0% 85.7% 77.8% 69.7% 62.8% 59.6%
orted in CA18 0 30 65 92 120 150 190 218 238 250 260 267 275 277
orted ex CA18 0 15 52 80 110 145 162 165 170 172 174 175 175 175
Flow CA18DET 0.0% 50.0% 80.0% 87.0% 91.7% 96.7% 85.3% 75.7% 71.4% 68.8% 66.9% 65.5% 63.6% 63.2%
75% benchmark 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0% 75.0%
Page 129 of 130

Page 130 of 130

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1570 FAR-North Access CA18-DET Bible

Words and opinions are that of the author: Jordan Allen

If you’ve got a different point of view, at least you read it

• The turbo’s are old

1.3 Version History

• Crank case ventilation

Figure 3-1: OEM CA18DET in an 180SX.

The 1809cc displacement is the result of 4 cylinders displacing:

Figure 4-1: Nissan 4-Cylinder Optical

Figure 4-2: OEM fuel injector

Figure 4-4: Peak-&-Hold vs Saturated injector wave forms

Figure 4-4: C18DET

Figure 5-1 CA18DET T25

Figure 6-1: 4-Port CA18DET head (top,) 8-Port head (bottom)

6.1 8-Port Head

Figure 6-2: Secondary throttle bodies in

Figure 6-3: Effects of secondary butterflies

Figure 6-4: Deposit build-up in the secondary runners.

For a maximum effort motor, a 4-Port Head is desirable

Figure 6-5: CA18DE(T) vs SR20DE(T) included valve

The lifter bore is 31mmØ in diameter.

Cover of Cam lobe

Cam cover bolt holes

6.3.2 OEM CA18DET camshafts

The OEM camshafts have the following specification:

6.3.4 Hydraulic Cam Buckets

Cam lobe oil hole

Oil supply groove

Figure 6-7: CA18DET OEM Hydraulic adjusting cam buckets

Figure 6-8: CA18DET 4-Port head cutaway

6.5 Combustion Chamber

Figure 6-9: CA18DET Combustion Chamber

The CA18DET has a factory combustion chamber size of 53cc.

To intake Crank case

Breather to Internal Baffles

Figure 6-10: CA18DET valve covers

Figure 6-11: Flow bench results 4-port head

6.7.1 OEM port and performance limits

In this case that’s:

But that’s not the whole story.

Then the peak value (180) is multiplied by that percentage

6.7.2 % Of Flow analysis

CA18DET 4-Port Stock vs Ported Flow Data

Stock in CA18 Stock ex CA18 Ported in CA18 Ported ex CA18

Figure 6-12: CA18DET stock vs Ported % of flow

Head oil feed hole

Oil Drain Ribs

The OEM conrods are 133mm long centre to centre.

Figure 7-3: CA18DET under piston oil squirters

Figure 7-4: OEM CA18DET crankshaft.

• Rod journal Ø: 44.96<44.97mm

Figure 7-5: CA18DET main bearing shells.

Figure 7-6: CA18DET Crank girdle

7.6 Oil Pump

Figure 7-7: OEM oil pump.

Figure 7-8: Oil filter location on inlet side of

7.8 Crank case venting

Figure 7-9: CA18DET crank case breather

Oil cooler and filter adaptor

Figure 7-10: CA18DET front drive

7.10 Oil Cooler

Figure 7-11: CA18DE block – Exhaust side

Figure 8-1: OEM 4-Port CA18DET intake manifold

Figure 8-2: CA18DET RWD lower intake.