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<p>[QUOTE=&quot;cj110879, post: 469807, member: 57182&quot;]แถมอีกนิดกับ CA18DET จาก wikipedia ทำให้ได้ความรู้ว่า มีพื้นฐานการออกแบบเดียวกับเครื่อง RB เลยต่างกันที่จำนวนลูกสูบกับ ความจุกระบอกสูบ ไม่ธรรมดานะเนี่ยถ้าไม่ติดที่อายุอานามมากโขอยู่<img src="styles/default/xenforo/clear.png" class="mceSmilieSprite mceSmilie6" alt=":cool:" unselectable="on" unselectable="on" /></p><p><br /></p><p>The 1.8 L CA18DET was the last version of the CA engine to be released. It produces 173 hp (124 kW) and 166 ft&amp;middot;lbf (228 Nm). It received a brand new DOHC aluminum head with 16 valves. The turbocharger was also upgraded to a Garrett T25 (.48 A/R) unit for increased flow capacity, and as such, was fitted with an intercooler to help volumetric efficiency. Fuel was delivered via Multiport Fuel Injection. Bore is 83 mm (3.3 in), and stroke is 83.6 mm (3.29 in). This near square design, coupled with the head design, allows CA18DETs to spin well beyond 8,000 rpms, even in stock trim. The CA18DET is a robust built engine considering that many people have produced over 600 hp (450 kW) with modification. Often referred to as the four cylindered RB engine.</p><p><br /></p><p>It was used in the following vehicles:</p><p><br /></p><p>1987-1988 Nissan Silvia S12 GT-X(International market) </p><p>1989-1990 Nissan Silvia/180SX S13 (International market) </p><p>1989 Nissan Bluebird RNU12 SSS ATTESA Limited (Japanese Market) </p><p>1989-1993 Nissan 200SX S13-U Europe. </p><p>There were 2 versions of the CA18DET available, yet only one was produced for Japan. The late model Japanese CA18DETs received 8 port (low port) heads, with butterfly actuated auxiliary ports in the lower intake manifold which corresponded with 8 ports in the head.</p><p><br /></p><p>Below ~3800 rpms, only one set (4 ports open, 1 per cylinder) of long, narrow ports would be open, accelerating the intake charge to the cylinder. This allowed for quick spool and good low end tractibility. At the 3800 rpm change over, not only would the ECCS shift into batch fire (as opposed to sequential) fuel injection, but it also opened the second set of short, wide ports (8 ports open, 2 per cylinder) which assisted in high RPM flow.</p><p><br /></p><p>This motor is known for stronger torque characteristics, as well as faster spool at lower RPMs. However, due to displacement-based taxation and cost of emissions testing in Europe, the CA18DET was sold as the only available engine in the S13 chassis 200SX (Euro model) until replaced by the S14 in 1994. The Euro motors received the 4 port (high port) head and intake manifold, as well as revised ECCS (&quot;Electronic Concentrated Control System&quot;) parameters.</p><p><br /></p><p>Power was not increased, but high RPM flow was indeed improved, making the 4 port CA18DET the most desirable of the late generation Nissan turbo 4s. Due to superior head design (cam on bucket, as opposed to the complex and heavy rocker arm actuation of later motors like the SR and QR), many enthusiasts consider the CA18DET to be the best engine platform since the FJ20ET that powered the legendary DR30 Skyline DOHC-RS.[/QUOTE]</p><p><br /></p>

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