Got halve a dozen of rare L14 conrods & started with the heaviest at 712 grams got it down to 660gram = 52 grams savings. I will go next with a better finish just trying to get them all the same weight for now then then machine .55 mm off each side CA18 conrods (24.3mm vs 25.4mm L14). Lastly will do final polishiing/weight matching then xray them shot peen then anything else required. Dress them finally with ARP rod bolts & 84mm zx14 forgies. Hopefully get them down to 630gsm finished. Machining has to be along the length of the rod to avoid small lines forming cracks. I tried to source H beams but none at 136.6mm c-c to suit CA stroker.


EDIT- Decided to not risk the short rod stroke ratio of 1.551 on a sleeved CA16/18de after calculating the taller 223.35mm CA20e block will allow 152.5mm Z20e conrods for 1.733 RSR (factory ZX 1.73) a perfect match. I can go taller rod but need 154.5mm rod which will need to be custom whereas I can deck the block 2mm instead which still leaves plenty of meat for studs which will be still longer than the bike stud thread area.

Bare engine complete sump 2 rocker 80.7kg - 84kg depending on final timing mechanism & crank knife edging.

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theres a fair bit of work but so far its the easiest block
from nissan that I have access to. If I was a master alloy
welder Id do the Nissan all alloy MR18DE as a base.
Its a Ninja 2008 zx14 196hp or just over 210hp chipped.
I didnt want to use the CA motor initially wanting a non
pollution engine but L series is too long.

SS valves resource thanks to Bakat
http://www.webcamshafts.com/index_bla ... pages/vehicle_search.html

137.922mm Toyota 3SGTE rods just need widths machined & improved RSR 1.591 -> 1.650 83.6mm x 84mm = 1853cc. Block H 204.75mm piston clearance 0.028 mm perfect!

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Interesting concept. I really don't know much about the CA motors.

Thats awesome D. It looks like such a good match!
Is there going to be much work with the oil and water galleries and studs etc. Its a bit hard to make out from the template overlay.
What year model did the zx14 head come from?
Look forward to seeing how this turns out

Here are some pics with the head just sitting on the CA16DE
for fitment purposes, funnily enough the ca16/18 blocks are
the same as the A14/15 in height, lowest part of sump is
also the same and head height of a15 is 17cm vs 15.5cm for
the ZX14 head at highest point, so clears everything well
even better than A15. As you can see Ninja head has severe
weight saving design with rear studs on the outside.
Engine will be tilted 15 degrees as per original factory
so will have more clearance anyway. Will leave exhaust
side supports in case I ever go turbo but doubt it.
This is my CAZX19 diary so no whoring pretty please!

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received zx14 head & placed it on the block looks impressive with big weight & space savings over ca18 de/e heads. weighed heads below including rocker cover
zx14 ninja 12.5kg / A15 H89 & cam is 11.5kg / CA18DE 24kg

ca16de block 78mm bore beefier walls w/ mains 36kg,
ca18de crank 13.5kg, rods 2kg, zx pistons 1.5kg, front timing gear and bits 5 kg, sump 3.5kg.
short ca18de block as above with zx14 head = 68kg

Plus Alt 3kg, inlet manifold 41mm quad carbs 5kg, 4 kg flywheel and 5kg clutch = 85kg

lighter worked crankshaft -1kg, light crank pulley 2kg,
and stainless headers 8kg total weight +/- 92kg

Thats 1853cc (xx14 is 1352cc) with 500cc more and maybe
over 200hp at much lower than 9000rpm stock zx14.

zx14 slugs 25mm comp height 136.65 c-c e15et prepped rod
on modded crankshaft will raise RSR from 1.591 to 1.635
good for 8000rpm redline and 20cm long inlet manifold.
(zx14 RSR 1.844 redlines at 12k rpm max power 9200rpm)
If I keep to 7700rpm redline engine should be very strong
and cutout ignition at 8250rpm for extra safety.
Not sure about camshaft being ideal for that rpm but will
open up the bike ports a tad for the bigger capacity.

the homemade mounts for the ca ive made
http://datsun1200.com/modules/newbb/v ... id=368795#forumpost368795



Still considering the zx head, went back to moto wreckers
to try the ca template over the zx head to see the holes.

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Im still going to use tig and treat the chambers valves with heat proof coating.

After looking seriously at the zx14 head it will be easier to fit it on than I
first thought but then I wont be able to bore to 87mm as the head chambers are
to wide on the kawa head and valve inclination is about 17 degrees close to flat.
The ca20 soch cam head will allow me to bore to offset bore 87mm.
So for 1988cc it will be better to go the 8v head than stay at 1809cc with 16v.
Then I can also turbo the engine for more with the ca16de block and 87mm bores ;)




Kawasaki ZX14 06-08

Bolt Size - 8mm SPS

Length - 4.429"/112.50mm

PE Width - 0.750"/19.05mm

BE Width - 0.931"/23.65mm

BE Bore - 1.6144"/41.006mm

Pin Dia - 20mm

hey ddgonzl, if you have a flick through that article, the measured peaks were only around 500 deg F. Not much higher than the average

Tig it is for sure! also will have to tig exhaust side

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