That's exactly what I thought Errol but I thought I'd ask guys with the
first hand knowledge. Are they a "bolt in" fitment or is lots of mods
required. Do they fit L-series boxes? Finally Errol do you reckon you'll
be getting more in stock 'cause I would be looking at buying the set-up in
about a month.
Cheers
Daniel Kroehn
----- Original Message -----
From: Errol Smith <[EMAIL PROTECTED]>
To: <[EMAIL PROTECTED]>
Sent: Sunday, November 12, 2000 5:39 PM
Subject: Re: Z-18et vs CA-18det conversion
> Daniel,
> Personally I like the Z18ET for its simplicity and ready availability of
> parts at bargain basement prices. CA's are great as well but the parts
> costs are murder by comparison to an Z engine!
> Cheers
> Feral Errol
> WWW.Datrats.com.au
>
> ----------
> From: Daniel Kroehn <[EMAIL PROTECTED]>
> To: [EMAIL PROTECTED]
> Subject: Z-18et vs CA-18det conversion
> Date: Sunday, November 12, 2000 11:14
>
> List,
>
> I have recently accumulated enough funds to get out of my gas guzzling
twin
> 45mm hotted up L series (I'm going to miss that induction noise and
exhaust
> note!). Here's my deliema, do I go for a Z-18 or a CA-18?
>
> My reasons for the Z-18. FAR LESS hassles fitting to the existing cross
> member, no need for new sway bars etc and I reckon a little more suited to
> the car as far as weight goes. Since the block is basically an L series,
I
> would have far less troubles rebuilding it since I have a bit of
experience
> with the internals of these engines. CHEAPER! Plus my gearboxes I already
> have lying around would fit up to it.
>
> Reasons for the CA-18. Newer, not an import engine, so parts would be
> easier to get (I think, correct me if I'm wrong), more power from standard
> and double overhead cam.
>
> Whichever I get wont be going in the car for a while. I plan to tear it
> down and rebuild it from the ground up. My plans are to get all the rods,
> cranks and pistons balanced. Rods and crank toughened up ie crank
polished
> and nitrided. Either a set of forgies or high quality cast (that might
> create some contreversy). Block fully prepped and probably O-ringed.
Plan
> to also get the flywheel lightened and balanced with a stonger clutch.
> Don't want to do too much to the head except maybe a valve job with bigger
> valves and a mild port job. A big cam would be nice since I love hearing
> my engine scream at over 7400rpm so I would love to keep this in my new
> engine, but what do people think? Also keeping the STANDARD compression
> ratio.
>
> Outside the engine I want to probably put some bigger injectors in and
> build a custom exhaust system to the turbo and a 2.75 or 3 inch dump pipe
> off the turbo. I will probably keep my current 2.25 inch system from the
> extractors back as its the biggest that the guys at the shop could fit
> through the rear crossmember. The turbo will stay standard at the moment
> but will have a solenoid control bleed switch on it. The intercooler will
> also be upgraded and front mounted but wont be huge, I want one that
would
> look pretty stock if the 1600's came out with a turbo intercooled engine.
>
> Anyway really sorry about the length but just wanted to give you guys an
> idea of what my plans are to do. Whichever engine I choose will be built
> slowly and over a period of about 6-9 months as extra funds become
> available before the actual transplant occurs.
>
> Any feed back would be hugely appreciated.
>
> Daniel Kroehn
>
>
>
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