Dee.. Maybe you would answer this best

[NismoBgt]

What do you the most HP i could get out of a built DET engine without its Turbo? Crankshaft HP. Im intrested in using it for a racing application and they dont allow turbos but I want the strength of the DET.

[float_6969]

I think Dee will agree with me on this, but I would say that the CA18DET w/o a turbo probabally isn't your best choice for a motor. The CA was designed around boost and makes it's best power that way. I would SERIOUSLY consider trying to drop in a more modern NA motor. Something with variable cam timing and lift. If you could figure out a way to get a hold of a SR20VE and convert it to RWD, that would be the way to go. Otherwise I would try and get your hands on F22C1 out of an S2K and make it work....

[NismoBgt]

Ok here are the specs I can go with..

2000CC Max N/A Can be DOHC cannot have any type of electronic control. Methanol mechanical injection no adjustable cam timing. Im shooting for 325 to 350 HP Id realy like to get closer to 400 but Im thinking thats a stretch. The CA is a Good Fit mechanicaly for the spec But Im thinking it may not be for HP reasons

[yourmomsrps13]

you plan on carburetoring that bad boy?

[float_6969]

Wow, that's pretty limiting. Well, if you've got the dough to build the CA18DET to turn some crazy high RPMS and can handle a carburation conversion, then I guess it would be alright. I wouldn't really be too concerned about the motor holding HP, it's just the amount of money required to get a CA to put out that kind of HP in a naturally aspirated form w/o fuel injection is gonna suck....

[originalsin]

rb20de?

[NismoBgt]

I have a hilborn mechanical injection for it. I will have to fab some parts but thats nothing new. What are we talking on the build up? custom cams? pistons, head work? thats what I need an idea on.. how to get there... The dollars are not such the issue. I have a sponsor..

[JaPPster]

go SR16VE N1 head and SR20VE or DE bottom

just mx 50c..

[c-rad]

It has to be carb'd AND na? If that's the case, the only route I would take is a 12A rotary with some heavy street porting or even a peripheral port.

[JaPPster]

sry, missed than carb'd part...

[NismoBgt]

Wow Nobody is reading. IT IS MECHANICAL INJECTION. and I have to use PISTON power so that rules out Rotary.

[JaPPster]

i guess you are looking for kugelfischer injection:-)

[boost_boy]

What do you the most HP i could get out of a built DET engine without its Turbo? Crankshaft HP. Im intrested in using it for a racing application and they dont allow turbos but I want the strength of the DET.

Hmmm, since you are using a relatively small car, you may be able to sneak something out of the CA18DET converted back to the CA18DE. Since you have electronic limits, I recommend a stroked-out CA18DE conversion with heavily ported head, opt for 13:1 compression and a decent set of camshafts. I'm just trying to make sure I'm well within your boundaries.

The CA18DE is a venerable power plant in naturally aspirated form. In case anyone ever pays attention when I talk about my past experiences with all the CA motors, I was stomping all over the B16 powered Civic Si cars, B17 powered integras, and even our beloved B13 and B14 SE-r cars. In this case, it wil be wise to activate the butterfly system as it helps a whole heap. Sorry it took a while , but I just got off the highway traveling 2 hours each way to go wire an S13 for yet another CA powered florida 240sx (Popular little motor around these parts ).

Please correct me if I'm over the limit with what you can and cannot use.

Dee

[float_6969]

...What are we talking on the build up? custom cams? pistons, head work? thats what I need an idea on.. how to get there... The dollars are not such the issue. I have a sponsor..

As for the build here would be where I'd start...-A Good N/A cam grind. Call Colt Cams in Canada. They know their stuff-Try and source Valve springs, retainers, valve guides, ect. You can get stuff from Japan, but it'll take forever, IF it's even still in production. I'd try and get something custom locally in the US. -Have the head, and manifolds PORT MATCHED and polished. You might consider having the whole intake manifold/head/exhaust manifold extrude honed. That would give you the PERFECT intake and exhaust paths. If you do that, have the ports that have the injectors in them roughened back up after the honing so that you get good fuel distribution and dont get any pooling in the head. -AFAIK there aren't any commercially available CA18DE headers. You MIGHT find one from Japan, but once again, time and money. I'd reccommend a custom 4-2-1 header. -The stock head bolts and HG should be up to the task, but ARP headstuds and some sort of metal HG wouldn't hurt if $$$ allows.-Custom lightweight forged pistons. Probabally in the 12-14:1 range. Anything over 14:1 isn't really worth it IMHO, too much chance for detonation and not that much gain in power. -Custom lightweight (titanium if $$$ allows) forged rods. I like H-beams. Probabally Eagle or Pauter.-ARP rod studs and main studs. This will take some work with ARP to get figured out as they don't have any specific kit for the CA.-Lightweight flywheel. They can be had from Japan, may or maynot be hard to find. There is rumor that the SR20DET Fidanza flywheel will work, but you've got to use a Hitachi, gear reduction style starter from a CA18E(T) powered S12. -Some sort of good clutch. With the high revving motor that we're trying to build I'd HIGHLY reccommend the Centerforce Dual Friction Clutch with the weighted fingers. The faster you spin the motor, the harder it grabs. I THINK they've got one that would bolt up to the SR20 flywheel, or if you use the CA18DE(T) flywheel, you can use a clutch for a KA24E out of an S13. You'll have to remove one of the alignment pins on the flywheel, as it's off a bit. -Have the ENITRE (pistons, wrist pins, rings, rods, crank, flywheel, clutch) reciprocating mass balanced. -Try to find a high volume oil pump. I think TOGA makes one. Not sure what the availability is like. I'm not sure how the stock oil pump will like 8K+ RPMS. It may or maynot be fine. Your other option is an external sump system. This will require a custom oil pan, but will be good to what ever RPM you turn the motor at.

That should pretty much get you there. I'd TRY and do SOMETHING that will allow you to keep the stock butteryfly's. Maybe a mechanical rpm switch that controls the vaccuum going to the actuator? It'll need switched around 4K.

I'm also not sure how you're going to pull off the ignition timing either as the CA18DE(T) was never set up for any sort of distributor. It was strickly run electronically. I would assume since you're fabbing up something for the mechanical injection, you'll be able to feed an ignition signal to a coil and distributor.

If that doesn't get you there, nothing will...

[NismoBgt]

Float thanks for the info. This is getting me the info I need. Whats the HP you think I can get from a setup like that?