The Nissan CA16D is a 1,598 cc, inline‑four naturally aspirated petrol engine produced between 1983 and 1991. It features a cast iron block, aluminium head, single overhead camshaft (SOHC), and two valves per cylinder. Output varied by market and application, typically ranging from 70–85 kW (95–115 PS) and 130–140 Nm of torque, providing adequate performance for its era.
Fitted to models such as the N12 Pulsar, B11 Sunny, and A10 Vanette, the CA16D was engineered for reliability and economy in compact family cars and light commercial vehicles. Emissions compliance for its production period was met through carburetion or basic electronic fuel injection (depending on variant and market), aligning with prevailing standards of the time.
One documented concern is premature wear of the exhaust valve guides, particularly in high-mileage or poorly maintained examples, which can lead to increased oil consumption and exhaust smoke. This issue, referenced in Nissan service documentation for the N12 platform, is often attributed to material fatigue under sustained high temperatures.
Production years 1983–1991 predate standardized Euro emissions regulations. Compliance was managed under individual national vehicle standards applicable at time of manufacture.
The Nissan CA16D is a 1,598 cc inline‑four naturally aspirated petrol engine engineered for compact cars and light vans (1983-1991). It combines a robust cast iron block with a SOHC valvetrain to deliver dependable, economical performance. Designed for the emissions standards of its era, it prioritizes longevity and serviceability over peak output.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,598 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 76.0 mm × 88.0 mm | |
| Power output | 70–85 kW (95–115 PS) | |
| Torque | 130–140 Nm @ 3,200–4,000 rpm | |
| Fuel system | Carburetor or EFI (market dependent) | |
| Emissions standard | Pre-Euro (National standards) | |
| Compression ratio | 9.0:1 (Carb), 9.5:1 (EFI) | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | SAE 10W-40 (mineral or semi-synthetic) | |
| Dry weight | 115 kg |
The SOHC design offers mechanical simplicity and ease of maintenance but produces modest power by modern standards. Regular valve clearance checks (every 40,000 km) are essential to prevent noise and performance loss. For carbureted variants, periodic cleaning and adjustment are critical for smooth running. The chain-driven timing system is generally robust but should be inspected for wear or noise at high mileage. Using the correct viscosity oil helps manage potential oil consumption from valve guides.
Oil Specs: Requires SAE 10W-40 specification (Nissan SM-CA16). API SF/CC or equivalent recommended for period-correct performance.
Emissions: Pre-dates Euro standards; certified under national regulations (e.g., Japanese 1983 Emissions Law, UK pre-1992 standards).
Power Ratings: Measured under JIS D 1001 or DIN 70020 standards depending on market (Nissan Global Product Data 1987).
Nissan Service Manual (SM-CA16)
Nissan Technical Bulletin (TB-85-012)
Nissan EPC (CA16D)
EU Regulation (EC) No 715/2007 (for historical emissions context)
The Nissan CA16D was used across Nissan's N12/B11 platforms with longitudinal or transverse mounting depending on application. This engine received platform-specific adaptations-different intake manifolds and ancillary layouts for the Pulsar versus the Vanette. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the flat machined surface at the rear of the cylinder block, near the transmission bellhousing (Nissan SM-CA16). The 8th VIN digit often corresponds to the engine type for Nissan vehicles of this era. Visually, the CA16D can be identified by its single cam cover and distributor ignition (on carbureted models) or lack of distributor (on EFI models). Differentiate from the CA18DE by displacement (1.6L vs 1.8L) and valve cover design. Service parts are generally consistent across applications but verify part numbers against the specific chassis code (N12, B11, C22, T12) as ancillary components (mounts, manifolds) may differ.
The CA16D's primary long-term reliability risk is exhaust valve guide wear, with elevated incidence in high-mileage or neglected engines. While not subject to modern failure statistics, Nissan workshop data from the late 1980s noted this as a common wear item. Infrequent oil changes and sustained high-RPM operation accelerate this wear, making regular maintenance critical.
Analysis derived from Nissan technical bulletins (1983-1991) and historical workshop service data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about NISSAN CA16D.
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