I have megasquirt on the way to run my ca20et project. Im running the stock ca18et t2 turbo and exhaust manifold, stock ca20 intake and head and will be using 275cc dsm high impedence injectors. I know theres a couple people on here that have used megasquirt, does anyone have any maps that i could use as a base map to start with? Any advice would be greatly appreciated. Thanks!
I guess no one is runnin a ca20 megasquirt.
I ran mine on a ca18et ecu and an msd. It would kill the coils in about every two years. I never had any problems with my bottom end taking the boost, but others have in the past, and I kept the numbers fairly low, ran a pretty big inter cooler with massive electric fans pulling through it, and I could retard my timing further with the msd, as well as the factory ecu having a knock sensor. Always 93oct, and boost at 7 and for a short while 11psi.
I know there's at least one other guy who had a ca20t and one with a ca20 with a det head and a turbo, what ever happend to them I don't know. I put my s12 in storage a few years back while I was on other projects and daily drivers - so I lost track.
I'm building another motor for it, so some day I'll pull the ca20 apart to see what was going on in there - I suspect I'll find nothing.
Good luck with your build. That t2 was tiny. I used a t22 and it was still tiny. The ca2v probably doesn't flow for crap though.
go for 4g63 early rods for the ca20et as they fit with little shave to the sides and use 4g63 bearings.
The stock ca20e rods are not suited to boost or heavy pounding unless prepped but then the stock
mitsu 4g63 rods are cheaper and much much stronger.
Also don't use DSM injectors unless you are going with a custom fuel rail that is for o-ringed injectors. There are options for hose-style injectors out there, that's what 280ZXT people use.
Even if he switches the rods, CA blocks have ultra-thin walls because Nissan never expected to boost those things.
Actually 2 builds here in Oz have found the 84.5mm stock bore can be taken to 86.5mm with boost under 6500 and 20psi the engine went really well, its a green s12 but cant remember the where the link is.
The CA20 blocks are taller but they offer longer rod stroke ratio that decreases torsional flex due to less force on the bore walls thanks to less rod angle and thrust there. Im going for longer rods using Honda Kawasaki pistons but you can also use Chrysler 2400 rods or some others which can give 1.8 rod stroke ratio with honda 28.7mm comp height pistons.
The L16 engine weighs 37kg with 83mm bores and the CA20e 34kg but has no extended skirt from the mains like the L series do so if you take the mains out of the L16 theoretically for comparisons you knock off about 5kg meaning material wise they are very similar in strength.
with the stock t2 you'll have no concerns over the strength of any part. its physically impossible for the t2 to flow enough air to hurt anything. to get the power up into the FUN catagory go for the t25 off the ca18det or the t25g from an SR. i still wouldnt worry about the strength.
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