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There is also a common tendency for the CA18 engines to leak oil from the cam cover gaskets (rocker covers). But it is easy to stop, the cover retaining screws (large philips heads) just work loose over time and also below the back of each cover there is a half round grommet from where the cam bearings were bored from the back. The cover gasket may need a bit of silicon gasket compound over this grommet as it seems to leak there also even with the cam covers done up tight.
Sheer age if probably one of the biggest problem for the CA18 engine. Some key points to bear in mind while assessing these engines is corrosion, cracking, perishing and simple wears.
In the CA18, the biggest wear is actually the crank-angle sensor drive. This has a drive key that can wear to the point that full advance can still leave the cam timing retarded, losing about 50% or more of its power. The only solution is to replace the exhaust camshaft with a better item that has been carefully checked if you have brought your CA everyone and no one can fixed it.
As mentioned earlier, being a decade-old turbo engine nearly always have problem. Normally it is the result of less-than-optimum lubrication (dirty oil) that adds distress to turbo failure. Worn bearings allowing shaft movement adds on to turbo failure as well.
Not many people know that the oil feed line to the turbocharger on the CA runs very close to the exhaust manifold and being small in diameter, the oil gets very hot and result in oil cooking and block failure of the feed line. Hence, whilst getting a new turbo upgrade on the CA, a good mechanic will cleans this line before replacing a turbocharger. This is also a good time to upgrade to a larger turbo for better performance.
Blown head gasket through denotation is another problem on most turbo cars. The head gasket problems on the CA often involves mechanical fracture of the gasket. A good way to know if your head gasket is blown or not is to look at the cylinder head just in front of the turbocharger to see the telltale coolant weeping down the block. It is not a big problem unless the turbo starts to spoof really slowly and coolant loss becomes a major problem. A repair would be to replace a new head gasket which cost up to $400 dollars for a new head gasket and workmanship.
The CA18 has its fair share of coil-related ignition problem due to their exposure to heat, moisture and vibration plus their age. A coil problem can be felt as a cold-engine misfire or a misfire on boost for one cylinder. A telltale sign for the coil problem will have ?tracking? marks on its underside where the spark has been jumping through to the side of the plug hole.
A remedy is to meticulously clean the rubber boots and coil bodies with alcohol, then coating them in an insulating compound. In serious cases, it will be off to a wrecking place to get another coil.
what is s13 14 and 15?
different versions of the sr20det?
nissan not makin them again ent?
33 hertz wrote:Typical problem with the ca18det is worn bearings, so if you buying one foreign used make sure to take a look at the connecting rod and main bearings, they not that costly to replace but will ensure your engine can take the pressure when you increase boost. They take ALOT of jamming, and will run down sr20det's if properly tuned. The only downside of this engine is the availability of parts as it's not as common as sr20's. Typical timing belt, fluid changes, acc. belts and misc. oil seals and you have a really reliable engine and the stock block can handle 450hp I have no complaints with mine
33 hertz wrote:I think you mean the crank angle sensor. The thing that adjusts the timing with the 3 bolts? The original sensor does have a mitsu sign so no need to worry.
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