What mods can i do to an '85 200sx turbo (ca18et)??? - Page 2 - Nissan Forum
E/CA-Series & GA16i Engines Engine Discussion: 1982-1990 Sentra/Pulsar

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post #16 of 35 Old Apr 24th, 2004, 08:40 PM
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Quote:
Originally Posted by Myetball
Whoah....settle down there....I don't know that pistons would be interchangeable. I recently took a bath in muck and sludge pulling an oil pan from the junkyard. I'm thinking pistons would be one helluva job.

Anyway, if you're looking for more power out of your ET, just make or buy a manual boost controller and crank up the boost a bit. Much more cost effective than swapping pistons.
I've already got CA18ET with a T25 garret and a boostcontroller...

and with this new cam (if it'll work), i'm sure the pistons will be the next part

:{ T12 CA18ET }:
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post #17 of 35 Old Apr 24th, 2004, 08:42 PM
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Quote:
Originally Posted by Gsolo
ok, now i feel dumb, i thought the combustion chambers on the DE were smaller than the ones on the ET, therefor more compression...unless they are the same combustion chamber
if it's the CA18DET/CA18ET you're talking about, I'd like to say they're practically the same engine, just with different head and flywheel.

Got some prints of them both, if anyone's interested..

:{ T12 CA18ET }:
post #18 of 35 Old Apr 24th, 2004, 08:50 PM
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Lotus2843....I was thinking you could up the boost in conjunction with the head swap.

Hawkon....That place that does the cam regrinds can make you some real nice forged pistons for about $420 and it doesn't cost any more to get a higher compression ratio piston.

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post #19 of 35 Old Apr 24th, 2004, 08:58 PM
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Quote:
Originally Posted by Myetball
Lotus2843....I was thinking you could up the boost in conjunction with the head swap.

Hawkon....That place that does the cam regrinds can make you some real nice forged pistons for about $420 and it doesn't cost any more to get a higher compression ratio piston.
$420 for a set of 4? and yeah, that was what I was thinking about.. wont hurt to get a higher compression while I'm getting new pistons

just wondering if i need something done with the head/headgasket... cause the baby will kick alright after this

:{ T12 CA18ET }:
post #20 of 35 Old Apr 24th, 2004, 09:14 PM Thread Starter
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Id like to get the engine and everything in the 240 before i go messing with boost and all that, i am watching a few fmics on ebay, along with a greddy type S since i gather its not a good idea to vent with a MAS

2005 WRX STi: stage 1 performance. Full AutoX
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post #21 of 35 Old Apr 25th, 2004, 12:02 AM
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Quote:
Originally Posted by Hawkon
$420 for a set of 4? and yeah, that was what I was thinking about.. wont hurt to get a higher compression while I'm getting new pistons

just wondering if i need something done with the head/headgasket... cause the baby will kick alright after this
Here's what I would suggest, parts are available from the place I told you about.

- Pistons ($420 set)
- Have to use Deves rings with their pistons ($94)
- Head resurfaced and 3-angle valve job. Wouldn't hurt to do a little porting and polishing.
- Stock ET head gasket should be fine but you can get a Copper head gasket .030 or .060 thickness ($90)
- Head Studs ($135) they may need a CA18ET bolt to go by...not sure (I'll grab one or two next time I'm at the yard.
- Rods magnafluxed and shotpeened

Should make for a tough little engine willing to boost up to 12psi. Wouldn't want to go any higher than that without some fuel system mods and/or a piggyback or stand alone engine management system.

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Last edited by Myetball; Apr 25th, 2004 at 12:08 AM.
post #22 of 35 Old Apr 25th, 2004, 12:30 AM
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Quote:
Originally Posted by Hawkon
if it's the CA18DET/CA18ET you're talking about, I'd like to say they're practically the same engine, just with different head and flywheel.

Got some prints of them both, if anyone's interested..
ok, now i don't feel so dumb. The head and pistons determine the compression ratio, block has nothign to do with it. ok...ET engine has what 8.5...and DE has 10, thinking that the pistons will be very similar you will increase the compression ratio when you put the DE head on IF it has a smaller firing chamber, firing chamber is the little dish in the head that has the valves and spark plug hole. i'm not sure on the differences in firing chambers but i'm sure its not all made up in the pistons.

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post #23 of 35 Old Apr 25th, 2004, 02:33 AM
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Well, in this case you're a little off. There is a big difference between turbo and non-turbo pistons. Non-turob pistons have flat or raised tops to increase compression ratio. Turbo pistons have a recessed top to reduce compression ratio like these:

Opel C20GET Pistons

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Last edited by Myetball; Apr 25th, 2004 at 02:51 AM.
post #24 of 35 Old Apr 25th, 2004, 07:11 AM
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Quote:
Originally Posted by Myetball
Here's what I would suggest, parts are available from the place I told you about.

- Pistons ($420 set)
- Have to use Deves rings with their pistons ($94)
- Head resurfaced and 3-angle valve job. Wouldn't hurt to do a little porting and polishing.
- Stock ET head gasket should be fine but you can get a Copper head gasket .030 or .060 thickness ($90)
- Head Studs ($135) they may need a CA18ET bolt to go by...not sure (I'll grab one or two next time I'm at the yard.
- Rods magnafluxed and shotpeened

Should make for a tough little engine willing to boost up to 12psi. Wouldn't want to go any higher than that without some fuel system mods and/or a piggyback or stand alone engine management system.

he he.. sounds good. you want your nickname as a decal on my car after this?

I'm also gonna check on their exhaust manifold and a possible downpipe.. why not get a pulse when I need to rebuild the one I have anyways.

I think I'll wait a bit with the pistons though... need to get new injectors and do a portjob first.. and, I still need to get the car running. (it's got the CA18ET electronics now, but still lacks the CA18ET block (CA20S is still there).

ohh, did we forget the clutch? stock Bluebird clutch cant handle more than ~200bhp, at least that's what I've heard..

:{ T12 CA18ET }:
post #25 of 35 Old Apr 25th, 2004, 01:33 PM
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Bad news.....hit the yard today....no CA18ET's. They used to have a couple but they're gone now.

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post #26 of 35 Old Apr 25th, 2004, 01:51 PM
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Now for the good news....did some checking and the CA20E and CA18ET have the same camshaft. They've got CA20E's coming out the bunghole in the yard. If/when you need one Hawkon, it will be a simple matter to go grab one.

Nissan Forum Members that have ripped me off/owe me money:
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187-A Extended Bowery Street__________22 Potomac Lane
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post #27 of 35 Old Apr 25th, 2004, 04:28 PM
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Quote:
Originally Posted by Myetball
Well, in this case you're a little off. There is a big difference between turbo and non-turbo pistons. Non-turob pistons have flat or raised tops to increase compression ratio. Turbo pistons have a recessed top to reduce compression ratio like these:

Opel C20GET Pistons
ok, i wasn't sure how much the difference of pistons were, but are the heads the same combustion chamber size?? no one has answered that.

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2nd place SkillsUSA/VICA WA State Automotive Maintenence '04
had an 87 pulsar...still planning CA20DET
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post #28 of 35 Old Apr 26th, 2004, 12:00 AM
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Been searching for info on the combustion chamber. Haven't really found anything. But.....I did find a wealth of information on the DE head swap onto the CA20E and CA18ET.

Go to NICO Forums and do some searches on CA20E and CA18ET. Plenty of threads discussing various hybrid swaps.

Also, found some pics of the internals of these engines posted by a guy doing a hybrid CA. Check HERE and HERE You can see that the DE pistons have a raised center while the ET pistons are flat.

Nissan Forum Members that have ripped me off/owe me money:
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post #29 of 35 Old Apr 26th, 2004, 04:06 PM
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Quote:
Originally Posted by Myetball
Now for the good news....did some checking and the CA20E and CA18ET have the same camshaft. They've got CA20E's coming out the bunghole in the yard. If/when you need one Hawkon, it will be a simple matter to go grab one.
Feel free to grab one in good condition, and I'll paypal you the $ you spend


on the cam regrind, I havent got a mail reply.. if you want to do me the huge favour and give them a call (since my English isnt really that fluent :P), I'd be heaps thankfull!

My 'mods' so far are; T25 turbo upgrade from TB02 stock w/ boost controller, a small intercooler and an open cone filter..

if you decide to give them a call, I'm also interested in a pulse/exhaust header aswell for the CA18ET FWD bluebird with a connection to the T25 (dont know the art# for it, but I can provide pics) + a downpipe from the garret to the exhaust...

Thanks again, Alan, you're my hero

:{ T12 CA18ET }:
post #30 of 35 Old Apr 26th, 2004, 09:03 PM
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Cam Profile & Rockers

Been doing some research. Found a great forum for CA20E info. Check out Club S12

Anyway, looks like there are two different cams that can work. One is for the older style for CA20's with manual valve lash adjusters on the rocker arms. The other is for hydraulic lash adjusters on the rockers. Nissan switched over to the hydraulic lash adjusters in '86 or '87. The silver top engines are the mechanical and the black top engines are hydraulic.

You can go with a cam for the silver top even if you have a black top as long as you install the mechanical rockers. Something to keep in mind if you wanted to go for the Nismo Euro cam.

I'm pretty sure new or reconditioned rockers when installing a new higher lift cam. I'll see what it would cost to nickle-chrome the cam side of a set of old rockers as well as getting them heat treated and glasspeened. Also will see if they can make a set of new rockers.

As for the cam profile. The Euro cam is .413/256 lift/duration. I haven't been able to find the specs for the stock cam. I'll call the company tomorrow (27 Apr) and see what they have to say.

Another thing you may want to consider is a CA18ET oil pump. According to Nismoparts.com you get a 25% increase in volume by going with the ET pump.

Nissan Forum Members that have ripped me off/owe me money:
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