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Swapping a wikipedia:Nissan CA engine into a Datsun 1200 is perhaps the most common swap. It provides abundant horsepower (up to 400 hp) in a small, lightweight package. The CA18DE is a dual overhead cam engine, while the CA18DET if a factory turbo engine. It will fit into the 1200 without cutting the firewall or body. You will additionally need a stronger rear axle assembly to cope with the extra torque that the CA-series puts out. On the down side, quote: "It does unbalance the car...lets not try to lie to ourselves."

For information on choosing a rear axle, see Rear Axle Swaps.

Cost

Good used CA engines cost $400+ USD

Front-cut cost $1500-$2500 USD

Entire package with CA18DET and intercooler, fitted by a professional shop cost $20,000 AUD

See:

CA18 Aftermath cost

Overview

CA16DE DOHC (Only available in FWD format)

CA18E SOHC (Single Overhead Cam)

CA18ET SOHC Turbo

CA18DE DOHC

CA18DET DOHC Turbo

CA20E SOHC
* See main article: CA20

2-valve vs 4-valve

4-valve:
* CA16DE
* CA18DE
* CA18DET

2-valve
* CA16S
* CA16I
* CA18S (Single carb)
* CA18I (single point EFI)
* CA18P (LPG)
* CA18E (EGI/port injection)
* CA18ET
* CA20S 
* CA20E 
* CA20ET

CA20 and CA18 SOHC

CA18S/CA18E, CA18ET, and CA20S/CA20E are 2-valves per cylinder (8 valve head), so not as complicated as the DE models. However a CA20E with stock rods will suffice for 300 HP if not taken beyond 6500rpm with 12psi. CA20 have around 9:1 compression. The USA CAs have better made-in-Japan casted alloy heads; the made-in-Australia castings are reportedly not as good. Also CA20 twin sparks are so economical for a 2 liter they really are underrated -- the CA20-powered Stanza got 43 mpg with NAPS-X.

CA20 with turbo added

Inexpensive factory Mitsubishi 4G63 conrods are easy to mod and fit for 300-450hp.

11041-D0202 HEAD ASSY-CYLINDER
* GC22.CA20S, C22.CA20
* C32.CA18I
* C33.CA18I
* M10.(CA18S+CA20S)
* R30.CA18S
* R31.CA18S
* R32.CA18I
* S12.CA18S
* T11.CA18

GC22 JAPAN

TRANSISTOR IGNITION UNIT
22020-D0210 MITSUBISHI
* E24.Z20/WE24.Z20
* C22/GC22.CA20
* U12.CA16S
* 910.CA18
* M10.CA18S
* R30.CA18
* R31.CA18S
* S12.CA18
* T11/T12.CA16S
* U11.CA16+CA18S/CA18E
22020-V5400 HITACHI <> 22020-V5401 Hitachi D4N

CAP ASSY-DISTRIBUTOR
22612-D0110 <> 22162-D0113 MITSUBISHI
* GC22.CA20S 8605-
22162-D3302 <> 22162-D3303 HITACHI
* GC22.CA20S 8605-8906

8-Plug Distributor Cap interchange CA16/CA18/CA20 SOHC
Bosch 03183
Standard Motor Products JH186
* 22162-03E00/22162-03E01
* 22162-11C00/22162-11C01
* 22162-21R00
* 22162-D0200/22162-D2200/22162-D2201/22162-D2202
* 22162-11001 
* 22162-21800
* 22162-D3300/22162-D3302/22162-D3303/22162-D3304 
* 22162-D3501/22162-D3502

4-valve CA20

It is possible to put a DE/DET head on a on CA20. See http://club-s12.org/v3/index.php?topic=23985.0

269 HP
85.55 mm cast pistons
stock CA20 rods, shot-peened
drill out the head bolt holes, re-tap for the larger CA18DE bolts
Turbo: Lancer EVO III TD05H-16G
timing belt: extensive mods

8-port

USA and JDM CA16DE/CA18DE/CA18DET uses 8-port heads:
click

There are two kinds of these heads:
click

4-port

Global right-hand drive market (Europe and Australia) use siamesed intake port (4-port) heads:

Inlet Butterflies

The butterflies are important for torque below 4500rpms:

If you are running after market ECU, and not programming the butterfly function in, then you may as well remove them.
If you are running a light flywheel and are only interested in power between 5000-8000rpm, then pulling out the butterflies is a good idea.

Donor Vehicles

Japan

CA16

B12	CA16D
B12L	CA16D
KN13	CA16D
N13	CA16D
N13P	CA16D
910	CA16S
T11	CA16S
T12	CA16S
T12Y	CA16S
U11	CA16S
U12	CA16S

CA18DE

S13	CA18D
T12	CA18D
T12Y	CA18D
U12	CA18D

CA18DET

RS13	180SX	8903-9812	CA18DT	9803-9101
S12	SILVIA	8308-8805	CA18DT	8602-8805
S13	SILVIA	8805-9310	CA18DT	8805-9101
T12	AUSTER	8510-8911	CA18DT	8510-
T12Y	STANZA	8608-8911	CA18DT	8608-
U11	BLUEBIRD 8310-9005	CA18DT	8508-
U12	BLUEBIRD 8709-9108	CA18DT	-8910

CA18 SOHC

910	CA18E
R30	CA18E
S12	CA18E
T11	CA18E
U11	CA18E
C33	CA18I
R32	CA18I
T12	CA18I
T12Y	CA18I
U12	CA18I
C32	CA18P
910	CA18S
C31	CA18S
C32	CA18S
M10	CA18S
R30	CA18S
R31	CA18S
S12	CA18S
T11	CA18S
U11	CA18S

CA18 SOHC Turbo

GC22	CA18T
S12	CA18T
T12	CA18T
T12Y	CA18T
U11	CA18T

CA20

C22 8509-9403	CA20S	Vanette
GC22 8605-9303	CA20S	Vanette Largo
M10 Prairie	8208-8809	CA20S
M11 Prairie	8809-9811	CA20S
U11 Bluebird	8310-9005	CA20S

North America

Vehicles

1982-1986 T11 Stanza CA20S, CA20E
1985-1989 T12 Stanza CA20E
1985-1988 M10 Stanza Wagon CA20E
1984-1988 S12 Nissan 200SX SE CA20E 104 hp
1984-1986 S12 200SX XE CA18ET 116 hp
1987-1988 S12 200SX XE CA18ET Canada
1986-1987 KN13 Nissan Pulsar NX SE CA16DE 113 hp
1988-1989 KN13 Nissan Pulsar NX SE CA18DE 125 hp

Engines

CA16DE - 1986-1987 KN13 Nissan Pulsar NX SE
CA18DE - 1988-1989 KN13 Nissan Pulsar NX SE
CA18ET - 1984-1988 S12 200SX
CA20S - 1982-1986 T11 Stanza
CA20E
- 1982-1986 T11 Stanza
- 1985-1989 T12 Stanza
- 1985-1988 M10 Stanza Wagon
- 1984-1988 Nissan 200SX XE

T11 Stanza 43mpg USA (FWD)

NAPS-X dual-plug engine (TwinSpark/Eight Plug)
CA20S (carbureted) 2-valve dual-plug
CA20E EFI 2-valve dual-plug

T11 Stanza USA (FWD & 4WD)

CA20E EFI 2-valve dual-plug (8 spark plugs)

M10 Stanza USA (FWD)

CA20E EFI 2-valve dual-plug (8 spark plugs)

S12 USA 200SX SOHC 8-valve, Twin Plug

FS5W71B transmission 5-speed 1083-0186 (31.5" length)
FS5W71C transmission 5-speed 0186- (33.9" length)
- CA20E (Coupe & Hatchback)
  - 102 hp @ 5200 rpm, 116 ft.lb. @ 3200 rpm
- CA18ET (Hatchback 3-dr only)
  - 120 hp @ 5200 rpm, 134 ft.lb. @ 3200 rpm

KN13 Nissan Pulsar NX SE - DOHC

1986-1987 CA16DE (FWD) 16-valve, single plug
1988-1989 CA18DE (FWD) 16-valve, single plug

CA16DE retro-fitted with carburetors

Intake Gasket

14035-D5710 GASKET-MANIFOLD
14035-D5711 GASKET-MANIFOLD [JDM/USA 8-port CA16DE/CA18DE/CA18DET]
14035-D5720 GASKET-MANIFOLD [Europe 4-port siamesed ports, CA18DE/CA18DET]

Choose a Transmission

CA16 uses a smaller clutch & gearbox. E16 & GA16 use a different bell, but same transmission series
CA18 & CA20 use a factory adapter plate & larger transmission

NOTE: RWD & FWD engine blocks are the same.

You can use the typical CA18 gearbox, but it is longer than a Datsun 1200 gearbox, so the shifter comes up about 4 inches aft of normal.

Too long -- shifter way back

feral: The CA18DE and DET's use 71B boxes. Very late DET's in S12's use the 71C box same as SR20's. Box type is easily identifiable from the number cast into the casing.
The main difference between 71B and 71C that has implications for front casing swaps is the bearing diameters and shift rail diameters.
In the 71C boxes the front bearings are bigger and the rails are larger as well.

Stumpy Transmission

Plus: fits stock shifter hole and uses stock 1200 driveshaft (automatic driveshaft)

You can modify an L-series "stumpy" gearbox to fit the CA series front case. Then it bolts right in, shifter in the stock location for a 1200, and stock 1200 automatic driveshaft works too.

See main article Stumpy

Minus: The stumpy uses the same cluster as the 280Z 5spd, and while those are known for their durability, they don't shift as nicely and don't shift easilty above 5,000 RPM.

S13 Silvia/180SX Transmission

Manual tunnel needs pretty much all of tunnel replaced from 120Y, or 1200 Automatic tunnel.
Most will need a box section cut into the shifter area to clear the shifter area on the gearbox.

910 5-Speed

Series 3 Bluebird (910) CA20E/CA20 5 Speed - This is a straight fit, and for low power applications this is a cheap alternative. Especially if you can find a low milage example.

Gearbox crossmembers

All gearbox options for the CA will need you to fabricate (or get someone to fabricate) a new gearbox crossmember to attach the gearbox to the floor of your car. In the case of a stumpy 5 speed just a piece of 40mm box steel will do the job. Bolt it to the rubber mount of the stumpy and then bolt it to the floor - add some spacers as required. Here a pic of a crossmember I made. (It only gets wider at the edges as I had some existing holes in the floor of the Datto I wanted to use.)

Silvia mount insulator

Engine Fitting

Any motor mount that is made for the KA24DE motor can be used on the CA18DET. If using the Nismo mounts your motor may sit slightly higher than stock but it will fit.

Flywheel

CA18/CA18DET uses a 6-bolt crankshaft. CA20 uses an 8-bolt crankshaft

Engine Plate

rear engine plate or adapter plate

11251 PLATE-ENGINE,REAR
30411-W4401 MT <> 30411-W4403
* 910 8210-8310
* C31 8210-8412
* C32 8410-8412
* R30 8210-8412
* S12 8308-8412

30411-V5500 MT
* S13/RS13
* C22 8509-9106
* GC22 8605-
* C32 8412-
* C33
* R30 8412-
* R31
* R32
* S12 8412-

Crossmember

Will 1200 crossmember modified for L-series work with CA18?

1200 crossmember modified for CA:
click

Mad Dat Kit

Mad Dat CA crossmember for 1200

click

Fuel Line, Pumps and Tank

fuel tank issues - need osme advice

Use high flow rated Bosch EFI pumps, Walbro pumps (watch out for the Ebay fakes).

Wiring

ca18de/det wiring info & discussion

Ignitor

Transistor Ignition Unit S13 JDM
22020-50F00 SR20DET <> 22020-50F01
22020-53J20 SR20DE
22020-85W00 CA18DE, CA18DET <> 22020-85W10 <> 22020-85M10
22020-85M10
* JHG50/G50 VH45DE
* RS13 CA18DET
* G50 VH45DE
* T12/T12Y CA18DET
* KN13 CA18DE/CA16DE USA

Preparing the Engine before Installation

For a second hand CA18det, these are some pre-install activities:

Get engine block water/oil galleries cleaned out professionally.
Get radiator professionally cleaned and pressure tested.
Remove MAFM and clean the hotwire on the Mass Air Flow Meter. Use carby cleaner and cotton bud.
Make sure MAFM is not clogged with oil from sitting upside down in a container.
Remove and clean out the idle control unit on side of plenum. Use Carby Cleaner.
Remove and clean the cold idle valve underneath throttlebody. Use Carby Cleaner
Remove and clean the CAM covers, soak them in Kero for 30-60mins to clean out the oil strainers.
Remove/Clean and reseal the cam cover rubber seals.
Check head bolt torque settings.
Remove and clean the Throttle body. Use Carby cleaner. Make sure that the shaft bearings aren't worn.
Clean out intake side crank breathers. They can be full of crystalline carbon crap, causing high rev oil retention in head.
Timing belt tensioner bearings. Can be ordered from Nissan (expensive) or can press the bearings out of holders and order bearings from Bearing supplier using the numbers on bearing oil seal. Then repress the bearings into the Nissan holders.
Front Camshaft lip seals ($15 for both), Half moon seals at back of cam covers ($20 for both).
Breather hoses on intake side can go hard and split, causing oil leaks. If they are hard, try to replace them with silicon hose, or landcruiser heater hose (but be prepared to replace them every 2 years).
Check water hoses used to heat plenum on front and back of plenum. Remove them if in above zero deg C climate.
Be sure to install the plenum rear plate gasket with the locating hole oriented to the top of the plenum. It will start leaking within a couple of days if the hole is on the bottom.
Check compression on all 4 cylinders (fuel/ignition disabled), should be within 10psi, and all over 170psi.
If one cylinder has less compression, remove plug, add a tablespoon of oil, and recheck, if it goes up, it's rings. Otherwise headgasket or scored bore.
Try to use factory waterpump, some aftermarket ones aren't real good. Mine had it's pulley/fan holes drilled off centre.
Always use Nissan thermostat. Cheap ones (Ryco) from K-mart aren't good enough.
Buy NGK platinums from Nissan at $18-20 each. They are fine up to 20 PSI boost, unless you have a bad tune which melts them...

Piping/Hose Connections

See:
* What goes where?
* The CA18DE & DET Q&A Thread[/url

Upgrading the CA engine

Injectors

Injector questions

Injector changes almost certain require a tune change, which needs either an aftermarket ECU, or a chip to be modified/burned and inserted into a modified factory ECU.

General recommendations for high powered CA18s require 440cc to 700c injectors to be used.

Stock injectors are yellow top OR green top (330cc vs 370 cc ???)

See Injectors

Turbo Choice

Sensible Street -> T28G, GT28 (s15 jdm), GT2810 -> GT2835. Drag Racing -> GT2840, Various large T3, HKS, Trust or GReddy offerrings.

Camshafts

Tomei offer: Hydraulic -> 256 deg to 270 deg duration at a nominal lift of 8.8mm Solid -> 264deg to 270 deg duration with 9.25 or 10.25 lift. Requires solid lifters and shims.

HKS: All discontinued, and no longer available new.

CAMSHAFT ASSY, INTAKE 13001/13020
13020-D4202 CA18DET
* U11,U12.(A+SSSAL.MT+K)
* S12
* T12, T12Y.CA18DT
13020-55W00 CA18D, CA18DT
* U12.SSSR
* T12Y.CA18D
13020-35F00 CA18DE, CA18DET
* S13, RS13
13020-1E000 CA18DET
* RS13
* U13

CAMSHAFT ASSY, EXHAUST 13020/13020M
13020-55W11 CAMSHAFT ASSY, EXHAUST CA18DE
* S13
* U12.(CA18D+CA18DET.SSSR)
* T12Y.CA18D
13020-D4211 CAMSHAFT ASSY, EXHAUST CA18DET
* S12, S13, RS13
* U11, U12.CA18DT.(SSSAL.MT+K.MT+AT)
* T12, T12Y.CA18DT

Lifters

CA18DE uses hydraulic bucket lifters 
SR20DE uses valve rockers & rocker Pivots with shims over the valve stems

Hydraulic Camshafts use the stock hydraulic lifters.

Hydraulic Lifters

13231-79S00 LIFTER-VALVE <> 13231-58S12 <> 13231-59S00
* CA18DE,CA18DET
* Z32.(VG30DE+VG30DETT)
* KN13.(CA16DE+CA18DE)

Solid Lifters are used with Solid Lifter Camshafts, and allow for higher lift cams to be used.

Requires: 
* solid profile camshafts
* adjustable pullies
* solid lifters
* heavy duty springs 
* shims, ground to fit
* head modified to clear the high-lift lobes clear

Commonly used Solid lifters (bucket-over-shim):
* Toyota 1ZZ
* Aftermarket for Nissan VG30DE/VG30DETT, RB, VG, VQ)
  Z32 Nissan 300ZX 0289-0896
  13231-79S00
* Tomei lifter kit $400 usd

B210 Swap Notes

The B210 is about 40mm wider than a B110, so crossmembers from Datsun 510/610/710 and A10/B310 fit -- more or less.

See slider\ratsun's build thread at Ratsun.net

You can use an S13 engine crossmember. It bolts right to the B210 chassis with minor slotting of the holes. Use the S13 front suspension too crossmember, arms, struts and brakes with 120Y springs. S13 swaybar does not fit with the width.

click