Charlotte's Datsun 1600 CA18DET - Specs

Please note! This car has now been sold so there will be no further updates.

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Car History
Current Specs
Future Modifications
Special Thanks

Car History

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my datto :) - click here to see some more photos...

See the latest updates for what has been happening recently with this car and for heaps more images...

The 1600 was bought from Brisbane in early May 2001, with the intention of be used as a daily driver until we had the finances for an SR20 conversion. Some 'quick' removal of rust in the rear quarter panels soon escalated into a major project though. As many will vouch, this can happen very easily! We then decided to paint all the outside panels, and then that progressed to the engine bay as well.

The L18 that the car was bought with has made way for a Nissan CA18DET motor. We sourced a complete front cut from a 180SX and initially paid someone to install the motor, however, most things have been re-done by ourselves and helpful friends (special thanks to these people at the bottom of this page).

We are now on to version 2 of the car, because unfortunately after finally getting it on the road it was involved in an accident (beware semi-blind young females in Ford Festiva's) after only 3 weeks! Click here to see the relevant update and photos. Luckily it was covered by insurance and they paid for a complete shell swap, meaning the old shell is written off, we got a new one and then transferred everything over onto it - doors, bonnet, motor, engine, suspension, drivetrain and interior. A huge job but it has been worth it in the long run!

After missing out the first time, 'Version II' has painted door jambs and the inner parts of the doors and boot, and it really makes a difference. After the accident and pulling the original shell apart, we realised it was not in the best condition, so having to transplant everything into a new and better shell has provided an opportunity to get all the things that didn't go right the first time fixed up the second time around.

After another couple of setbacks including a t-boning incident and a blown motor, the datto is once again on the road and going strong. The main concern now is to upgrade other aspects of the car such as handling, stopping and traction, as I am very happy with the current performance. I figure why bother having a car that goes well when you can't make full use of the power? Another main object is to ensure the power delivery is reliable - I want the motor to last as long as possible.

The car will be mainly used as a daily driver and for cruises, but I also would like to get into Sprints and other track racing, as well as the occasional trip to the drags.

Specs

Make: Datsun

Model: 1600 or P510, 4-door sedan

Year: 1972 (with lots of 1969 bits including dash)

Engine Hardware: Nissan CA18DET, 1.8L twin-cam, intercooled turbo 4-cylinder (from a 1992 Nissan 180SX)

Engine Accessories: custom made oil catch can

Induction System: T28 Turbo from an S14 200SX, front mounted Evo intercooler, mild steel 2 1/4" intercooler piping, GFB BOV

Engine Management: Microtech LT8 (MT8 case but LT8 internals - it was one of the first ones built)

Cooling: N14 Nissan Pulsar radiator, cut down and with inlet/outlet pipes modified to suit

Fuel System: Standard Datsun fuel tank with standard feed into low pressure, high volume pre-pump, into 1.5L stainless steel surge tank into high pressure VL turbo EFI fuel pump to fuel rail. Return from fuel rail feeds back into surge tank with an overflow/breather back into the fuel tank. All flexible lines have been replaced with 3/8" high-pressure EFI fuel hose, and the standard tiny metal return line that runs under the car has been replaced with 3/8" bundy fuel line (metal) and is now used as the feed to the fuel rail, with the old feed line (5/16") taking on its new role as the return line.

Since this expanation may be somewhat confusing, I have drawn a diagram which should make things a little clearer!

Exhaust System: Subaru WRX/Liberty catalytic converter, 3 1/2" dump pipe off the turbo into a 2 1/2" exhaust and straight through muffler

Driveline: 180SX CA18DET 5 speed manual gearbox, heavy duty clutch, shortened and balanced tailshaft, standard R160 diff

Brakes: 240K front struts, discs and twin-spot Sumitomo calipers, standard rear drums, 180b brake booster with 13/16" master cylinder from a 200b.

Suspension: Fulcrum springs front , King springs and KYB rear shockies rear, 24mm heavy duty front swaybar.

Wheels: 16" Pilot Racing 5-spoke alloys with 205/45/16 Falken ZE326 tyres all round

Bodywork and Paint: recently re-sprayed in Arctic White 2-pack - exterior and engine bay, fully badged, engine bay detailing in 2-pack Kent Green, bonnet pins

Interior Gadgetry: custom alloy gear knob, Mitubishi Starion front sports seats, boost gauge, new grey carpet & hoodliner, 1969 dash, aluminium plate under stereo for gauge mounting, alarm

Stereo Gear: Sony X-Plod 50Wx4 CD player, shitty rear speakers

Performance: Latest power figure is 209.1hp (approx 155kw) on the Dyno Dynamics Dyno at Cramer Dyno and Performance, Toowoomba at Power Tune 2002 on April 27th. Had previously recorded a 180hp (134kw) run on the same dyno with a T25 turbo and before the installation of the new fuel system. Yet to be run down the 1/4 mile, hoping for mid-low 13's, possibly 12's with traction.

Future Modifications (in order of importance)

upgraded diff - most likely an open R180
some more gauges - oil pressure, oil temperature and fuel pressure
rear disc brake conversion from an R31 Skyline
larger 3" exhaust from the dump pipe back...
... at the same time enlarging the hole in the x-member to fit it
chrome dumpy tip
new shocks all round
better front brake package - may change to 200b struts so I can fit Verada discs and VL turbo Commodore calipers
rear sway bar
harnesses plus retractable seat belts - the back seat will come out for racing so the harnesses can be connected properly, then the rear seat will go back in and normal seat belts will be used for daily driving duties

Wish List

rebuilt motor with forged pistons, flowed head
larger injectors (RB25)
bigger turbo - GT25/30 of some description
custom exhaust manifold
larger throttle body
custom plenum
individual coil packs and better spark plugs
R200 LSD and associated custom CV half shafts etc

Special Thanks

There have been many people who have helped us out with the car over the past year and a half that I would like to thank:

Andrew for all the hard work he has put in
Andrew's parents, Leicster and Margaret, for much-needed financial support, plus for reminding us to eat and always providing sustinence during the long days of bodywork
Our friend Frizz for helping out when he really should have been working on his own car
Wado for, ah, entertaining us, and always keeping out spirits up
Jamie, Damien and Tony at Plastic Fix
All the guys at the SR20Transplants Yahoo! group for putting up with my annoying non-SR-related questions during the build
Karl for bailing us out when we are stuck down the Gold Coast at 2am in the morning with fouled plugs and no spares - you're a legend mate ;)
Mum for always trying to understand my obsession with datto's

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