Thanks guys well here are the figures for tq which is what I want
in turbo form the 8v vs 16v

http://www.nissaninfiniticlub.com/zerothread?id=76355

RPMs..........SOHC8v..........DOHC16v
2500............125.............115
2750............150.............130
3000............165.............150
3250............185.............160
3500............185.............175
3750............190.............180
4000............190.............195

In the UK most have the option of the better Euro 16v head
yet many seem to prefer the 8v for the street due to the
better tq achieved early.

why the hollow cam if u dont want to go over 6500 rpm, hollow cams usually go on motorbikes for over 9000rpm, fully agree nothing wrong with SOHC multivalve especially with roller rockers, every bit as good as DOHC unless u want to play around more with cam gears too imo.

just use the de block as it is, add the oil suquirters and lpg should negate the need for most emissions stuff, cant use carbon canister with lpg really, (no need for it any way).

thats most of the emissions stuff gone just their except pcv and tuning

det rare ? i would say de is the rare one now has most have gone to the sims heaven

you like doing things the hard way i would leave it has nissan made it with a t28 turbo maybe bigger injectors and a tune and hit the gym for weight lose lol

you lost me with the 8v head and the Lpg stuff. its not that hard to find a genuin det i'm running a det but i've taken the turbo off because of p plate restrictions. it will be a wepon any way so its not gonna matter about 30kgs or so.

Notched conrods to spit the oil under the piston
No bearing brace, just arp bolts as Im only aiming for 180atw.
I repeat Im not interested in DE head 8v for me.
Like the A series, CAs have no extended skirt which makes them
lighter yet ca18de sports extra webbings for strength.

The idea is to have a super lightweight Ca18 using lighter flywheel,
knife edged crank, no ladder brace, light custom manis & ported 8v head
Also drilling camshaft to make it hollow.

The Ca20e is around 118kg, no bearing brace -3kg, knife edged
crank -2kg, lighter manifolds -2kg, light flywheel/clutch -12kg
19kg total just under 98kg hopefully. LPG GR carb and simple log
style turbo manifold for redline 6500rpm.

Edit: might be using 83mm kawa bike pistons.

Ive been overwhelmed by the ca18det for many years
but the only reason I havent gone this way has
been cast iron block and pollution gear.

Can anyone tell what I can get away with not running
in the pollution dept when to get it engineered?

for my ref: just in case I go all alloy kawa headed Alfa
http://giuliettas.com/2010/01/26/inte ... rts-blank-101-1300-block/

zx reference
http://www.bikeland.org/board/viewthr ... 13&TID=52157&pagenumber=5