What makes a man jump over the Grand Canyon on his motorcycle? Why on earth do people swim vast oceanic distances non-stop?
Ask any of these nuts and they'll tell ya - "because it's never been done before"...
That same motivation has stirred Adelaide's Michael Woodhouse to build the most potent CA18 engine ever assembled in Australia. You're looking at a 1.8-litre engine four-pot capable of over 270kW at the back wheels!
Michael was already a bit of a CA-lover before he purchased this Japanese import S13 180SX. He'd owned a locally-delivered N14 Nissan EXA with a few mods and thought it was pretty slick.
The step up to a 180SX came about because Michael liked the look of the 180 (who doesn't?) and, of course, its lightweight rear-wheel-drive chassis was the perfect platform to build a mega CA. Sure, the near-standard vehicle went okay, but - with just an aftermarket blow-off valve added ex-Japan - it "lacked punch"...
The same can't be said for the current set-up...
Michael entrusted local Adelaide workshop, RPM Performance, to create a CA capable of monster power - but also capable of holding together. Tim, the owner/manager of RPM, says the development path had to be thorough; no one really knows how to keep a mega-power CA together, coz it hasn't been done before.
As a result, almost nothing under the valve-cover has been left untouched. The block features stainless steel O-rings, the crankshaft is linished, shot-peened and knife-edged, the conrods are genuine Carillos and the pistons are forged JEs giving an 8.0:1 static compression ratio. The engine was built using mostly Nissan bearings and seals, and with careful attention paid to clearances.
Up top, the standard DOHC, 16-valve head was given a mild port job, giving around 15 percent more airflow. The camshafts are a custom grind and are dialled in using HKS adjustable sprockets.
Pushing the ponies is a hybrid GT-series Garrett roller-bearing turbocharger sucking through a large K&N pod filter. Tim from RPM says a relatively small exhaust housing was fitted in an attempt to maintain a practical level of driveability. With boost pressure set up to 25 psi, induction air heat is dissipated through a RPM-fabricated bar-and-plate intercooler measuring 18 x 12 x 3½ inches. It's as big as could be fitted.
An oil breather system prevents blow-by oil entering the intake tract and the aftermarket blow-off valve that came with the car is kept.
Airflow into the combustion chamber is taken care of by an all-new manifold arrangement. A Ford Falcon throttle body is mounted onto a custom 3.8-litre intake plenum, which is tapered along its length to help equalise cylinder-to-cylinder airflow distribution. Inside the plenum are intake trumpets that are the same length for each cylinder.
The lower sections of the intake runners are standard CA issue, but the factory dual-stage system is removed to ensure maximum flow. Of course, the whole caboodle is flow-matched to the head.
On the other side, the exhaust manifold is a custom tubular fabrication, connecting the turbocharger and external wastegate. The wastegate is a 32mm Turbonetics Deltagate, which vents by-pass gas through a short dump pipe to atmosphere. Spent gasses that've gone through the turbine are put through a 3-inch mandrel exhaust with straight-through mufflers.
Gone is the standard Nissan ECU and in its place is a MicroTech LT8 programmable system. This unit features an internal MAP sensor (meaning there's no need for an airflow meter) as well as a direct fire ignition output.
Interestingly - due to the immense power being generated per cylinder - Tim chose to steer away from a single set of massive injectors. Instead, a set of four 550cc injectors operate at light loads, and another set (hidden under the intake runners) are staged when above 12 psi and around 4000 rpm. Keeping enough fuel flowing through these eight injectors is a Bosch 044 Motorsport pump teamed with a Malpassi rising rate pressure regulator and custom rails.
So what kind of drive arrangement backs this insane engine? A tricked-up drag trannie, you ask?
No sir. This baby gets by using its standard 5-speed gearbox! Torque is passed through a RPM chrome-moly flywheel, a ceramic clutch and extra heavy-duty pressure plate and it's then split to each rear wheel via the differential. Amazingly, the diff is standard, except its gears are locked.
Speaking of traction, the 180 actually gets its power down quite well. In first gear there's not enough engine load to produce any more than 20 psi. In second gear, however, boost hits the 25-psi ceiling and it's a fight to hold the bitumen. Good tyres are essential on a vehicle such as this - Michael uses Falken Azenis semi-race rubbers. These are worn on 17-inch wheels, with the fronts measuring 215/40 at the front and the rears 235/35.
At the drag strip, however, a full-bore launch is difficult to get just right. With a sticky pair of slicks bolted under the rear guards, Michael's best time to date is a 11.98-seconds at 117 mph - though that was with a misfire. "At the Nationals", says Michael, "the slicks were starting to break away in third gear, which makes a pretty exciting drive..."
With a bit more experience and maybe some suspension set-up, he's hoping to crack the 10s.
On the street, this beast demands a frantic driving style - "you have to drive it hard," says Michael. The engine starts to get going at about 4000 rpm, but from 6500 to 9000 "it really sits you in the seat".
You may notice in this photo that the cabin contains only the driver's seat. Michael tells us, to keep things light, he bolts in the front passenger seat only when he needs to use it as a people mover. The back seat and trim is permanently removed and you'll also spy a half roll cage and rear suspension tower bar (fabricated by Exhaust Technology).
Other interior mods include a red-and-black door velour re-trim, some console colour-coding, boost gauge, harness and a Sparco Evo seat.
Suspension and brakes are, um, standard except for the front pads...
Yes, Michael Woodhouse certainly qualifies as one of those aforementioned daredevils!
Contacts:
RPM Performance Centre
+61 8 8277 2266
www.rpmperformancecentre.com.au
www.horsepowerinabox.com
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