| The CA18 is just as strong as the SR20. The only difference being in the later SR20 models which had better turbos (T28 vs the first-gen SR20 and the CAs had T25s).
In Europe, the 200sx never got the SR20 until the S14 chassis and they never got the S15.
The KA24E put down 140hp at the crank, and the KA24DE had 155. There are a few aftermarket turbo kits for the KA24DE, and those make A SHIT LOAD of power. Figure a 2.4L SR20 with more torque and that's a KA24DET. The KA24ET does pretty much just as well as its DOHC brother, but lacks a little bit in the power department.
The only real downside to the CA18DET is the lack of aftermarket support. But this engine makes top end power like an S2k. It can be made to redline at 10k rpm easily - and that's what I want. Now when I go back to Austria in December of this year, I am going to be looking for CA parts that I can bring back to the States. Thinking like chips, ROM tunes, and the like.
Another difference between the Japanese CA and the European CA is that the Euro motor sits higher than both the KA/SR (which share the same motor mounts) and the Japanese CA sits the lowest out of them all. It uses the same motor mounts as the KA/SR with the only difference being that the CA mounts sling the motor closer to the ground. Euro S13 owners have problems fitting strut tower bars across the front of the engine because the motor sits so high, so they can't close the hood. But just lower the motor with some Nismo motor mounts (CA or KA/SR) and you're good to go.
__________________ Gib mir  |