Ok, I know that our CA18ETs have a pressed in wrist pin. But the CA18DETs have a full floating wrist pin. My questions are....
1) What design does the CA18DE (88 PULSAR) use?
2) Is there any advantage in using a full floating piston over a pressed in style??
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Travis Hatt
85 Nissan 200sx w/CA18ET: Stock
1/4 Mile: 16.57 @82.21 MPH
CA20E For Sale
Well, since I have yet to get a reply on this subject..I have yet another question for you all.
Does the L24 (1970-73) engine have a floating wrist pin??
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Travis Hatt
85 Nissan 200sx w/CA18ET: Stock
1/4 Mile: 16.57 @82.21 MPH
CA20E For Sale
I don't know about the ca18de ... I'll see what I can dig up.
Floating wrist pins will allow higher RPM stability, and less resistance.
But the rods, rod bearings and main bearings for ca18et ca16de and ca18de are all the same part #
ca18de and ca16de have the same part # for con rods, but the ca18et is different.
Likely because of the pin ... I'm pretty sure (can't find the post) but someone here who was doing a ca16de head on a ca20e had pics of the rods side by side, and I'm pretty sure the DEs have floating wrist pins.
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
I know of that pic...I'll show you.
Here it is...here is a pic of the different rods.... left to right: CA18ET, CA16/18DE(T) and L24
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Travis Hatt
85 Nissan 200sx w/CA18ET: Stock
1/4 Mile: 16.57 @82.21 MPH
CA20E For Sale
Damn ... not the pic I was thinking of, but I'll keep looking. I can't see the pins close enough to see the bushings.
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
Mr. 200...that is a little too high for a turbo engine. What does this mean as far as CA@)e engines and CA18et engines ???
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Alex Ruc
1985 Notchback CA20ET /w t25 and all the accessories (blown head gasket at 10psi)
Current rebuild in process. Massive Rebuild.
only applies to the ca18et vs ca16de and ca18de
these motors all share the same stroke, rod bearings, main bearings, and rods interchange. Looking at the pics, the DE rod is almost 50% thicker.
It means for those of us that don't have access to ca18det stuff can make a stronger ca18et out of junkyard bits.
I think what it comes down to though, is having ca18et pistons reamed and bushed for floating pins so we can use the ca16/18de rods.
I'm trying to see how much a machine shop would charge to do it. I'm sure it can be done, i just don't know if it would be cost effective.
Pulsars are everywhere here ... hell there's like 9 of them at the P&P
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
feck ... this is driving me nuts.
Looking at the pictures, there doesn't seem to be any difference in pin height or piston height ...
So where the hell does the compression come from? It can't all be in the DE head could it?
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
hmm it would have to be in the head... unless the stroke is different
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
Strokes are the same for the ca18et and ca16/18de ... the ca16de is just a smaller bore.
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
then it has to be in the volume of the head.....and hte gasket thickness as well
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
Damn ... that macadam guy that's doing the conversion is never here. I don't want to have to buy a set just to measure them.
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
depending on the piston strength, retainers, etc...you could easily get away with 9.1:1 in a turbo car. DSM guys go with 9:1 all the time. They used all forged components to go with it (and obviously you have to run less boost) but it is very much possible. Maybe double stack two HKS gaskets? Not sure it would work (or be a good idea). Or perhaps have some dishes machined into the pistons. (or get some custom jobbies)
if i had the $$ I would probibly get some forged pistons / rods and aim for a CR around 9:1, faster spool is definatly worth it over the boost you "lose"
if nothing more, its alot easier to stop boost leaks at 16psi versus 32psi. icon_cool.gif
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Jeff Hester
1986 200sx 2.0L
1967 El Camino 402ci
not only quicker spool but you wil have more power off boost with the higher c/r
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
Well, this idea lives again ... you can in fact get your pistons redrilled for floaters, and for cheap too. I almost kicked my own ass for it. I was flipping through some moparts on the shelf, and came across the paperwork from a 360 buildup my buddy and I did for my brother. There, on the invoice from the machine shop was the cost of reaming the pistons for floating pins ... a whopping $10 each.
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
ya and also get the block rehooned throw some new rings in and maybe balance everything while you are at it and you could get some nice #'s from that bottom end
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
Ok ... let me put together a rough price guide in US/Canuck money ... Aussies, Kiwis and people in the UK have better options than this so icon_razz.gif
High Performance bearings
Mains 69$ US/ $90.50 cdn #MBD10-HP
Rod $55 US/ $72.50 cdn #RBD10-HP
CA18DE rods
4X $35 = $140 US/ $183.75 #CRD27 x 4
Fitting floating pins in ca18et pistons
$10 each x 4 = $40
Balance rotating assembly = $100 US/$125 cdn
So as a rough grand total, you're looking at roughly $500 cdn/ $380 US assuming you use your ca18et pistons.
That's through http://www.importperformanceparts.com
I'm going to see what my guys can do as far as parts cost
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L ForSale
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
Tomei makes a head gasket up to 2mm thick. that will bring compression down .7 .
http://www.takakaira.com/asp/template.asp?cat=2&id=968&prodID=STtPqQqlnMokrNm
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Dan
a 1.5mm gasket would be great giving you about 8.9:1 ratio.. which would be perfect ya you wont be able to run mad boost but you would have alot more power off boost and get the turbos spooling faster
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
Yeah, but them tomei gaskets are pricy...plus, where the hell could a person get them?
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Travis Hatt
85 Nissan 200sx w/CA18ET: Stock
1/4 Mile: 16.57 @82.21 MPH
CA20E For Sale
The place I posted shipps anywhere in the world, altought they are not cheap.
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Dan
you can get flatlander to make you a custom head gasket even from metal if you want.. all you may need to do is get them a sample gasket and they quoted me about 80bucks for a metal gasket for the ca18et
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
u no tis maybe a stupid qustion but will the pistons fit from the de or det to the et there both 1.8s and some were else in this forum they said they have the same stroke if thats true they gota have the same bore u can find forged pistons for a de or det they shuld work
right or rong
stock sucks
Should work, but don't know for sure....let me check my specs for the CA18ET and the CA18DE. Just a note though...stock DE pistons would problay be crap since the are designed for a N/A motor. But I see what you are getting at with the forged idea.
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Travis Hatt
85 Nissan 200sx w/CA18ET: Stock
1/4 Mile: 16.57 @82.21 MPH
CA20E For Sale
a 1.5mm gasket would be great giving you about 8.9:1 ratio.. which would be perfect ya you wont be able to run mad boost but you would have alot more power off boost and get the turbos spooling faster
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Is it possible to increase the CR by skimming the cylinder head..I was hoping to go from 8:1 to about 9:1 by skimming 1mm off ..I'm already running an intercooler and high boost pressure but would rather reduce this and get better off boost performance and a little better fuel economy..has anyone tried water injection on a high boost/cr engine icon_smile.gif
It is possible to have a head or block milled to get more compression, but as to whether or not the ca18et head has enough material is the question. I don't personally think 1mm would cause any problems.
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1987 200sx CA18ETi
1972 Dodge Charger 413ci/6.6L
1968 Mercury Cougar 289ci/4.6L
Matt Lamperd
http://www.angelfire.com/freak/brutesquad/index.html
ya 1mm would be enough... you caould mill the head a 1mm to raise c/r but i wouldnt go any more then 1mm
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bart
'86 INTERCOOLED Turbo
1/4 mile: 14.964 @93.02mph
CEO of:
"Barts Parts Incorporated"
http://geocities.com/bartc_j
http://members.cardomain.com/bartc_2
The pistons on the DE are domed. That not only will raise the compression ratio, but might cause the pistons to smack the valves even under normal operating conditions.
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Sterling Picton -working on a CA20 turbo solution with minimal CA18ET components and money lol
It is posible that the myght work. U sad sometime earlier thet ca18et is an interferece engine. From what my mechnik said they are not. He colud frely turn the camshaft opening and closing valves in the highest piston position. So whose right?
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ChEsTeR icon_biggrin.gif
Silvia 88 CA18ETi Nissan
http://members.cardomain.com/chester_000
I've heard they are all interference engines, but you'd have to have the timing dead on to verify the valves don't hit the head. Even turning it over by hand could bend them. I was actually speaking of using the CA18DE pistons (which are domed and take up more room) with the stock CA18ET head/block combination which has flat-topped pistons. The dome on the DE pistons could come too close to the valves, which regardless of whether or not the motor was interference type or not, the valves might hit the pistons now because the pistons are taller.
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Sterling Picton -working on a CA20 turbo solution with minimal CA18ET components and money lol
I'm sure they didn't bend them. This engine is their most loved one. They woluldn't do anything to hurt him icon_biggrin.gif . Besides as I knoe ca18ET and DE pistons are the same. I asked for a set of new pistons for my ET and they said thet the same P/N is asigned to ET and DE both silvias and bluebirds.
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ChEsTeR icon_biggrin.gif
Silvia 88 CA18ETi Nissan
http://members.cardomain.com/chester_000