Within the imported S13 Nissan range, the Silvia is seen as the poor cousin to the 180SX - and the CA18 engine is seen as the footstool of the SR20. Despite this, the CA18DET powered Silvia shapes up as a very impressive overall package...
Tech-wise, the CA18DET is a single turbo, air-to-air intercooled, DOHC, 16-valve 1.8-litre four cylinder. Induction air is drawn through an airflow meter, the turbocharger is a water-cooled Garrett T25 unit, compression ratio is 8.5:1 and the mixture is sparked by direct-fire ignition. The CA twin-cam turbo has a Japanese quoted output of 130kW at 6400 rpm and 225Nm of torque at 4000; on the blacktop, though, it's not as rpm-hungry as its peak power and torque rpm figures might suggest.
Certainly, the CA18DET is a very different beast to the SR20DET, but Nissan has carefully selected the gearing to keep the engine on-song - top gear has the crankshaft spinning at 1000 rpm for every 35 km/h of road speed. From 3000 rpm the turbocharger is boosting torque noticeably and - in our stock standard test vehicle - the torque is held to about 1000 rpm shy of the 7500 redline.
In standard form, the 5-speed CA18DET Silvia - which weighs around 1150kg kilograms - can thrash its way to 100 kays an hour in around low-to-mid 7 seconds; the standard viscous LSD makes it quite easy to hook up off the line.
If you've always written off the CA18DET as 'loser engine', its performance might surprise you!
The CA18DET's 20kW power deficit to the SR20DET can be easily bridged with a few aftermarket bolt-ons. Just whack on a 3-inch exhaust, high-flow intake and you should have it all over the standard SR - expect around 160kW.
If you want to take things further, our next step would be an upgrade intercooler and a bit more boost. For anything over about 180kW you'll need a bigger turbo, management upgrade and a revised fuelling system. Note, however, the CA's internals are not as strong as the SR's - you'll need stronger rods if you're shooting for monster power.
The Silvia chassis is the same as the popular 180SX - it's a purist's delight with front-engine and rear-drive.
The suspension comprises MacPherson struts at the front and a multi-link strut IRS. HICAS II - Nissan's four wheel steering - is also available on some models.
Typical of many rear-wheel-drive Nissans with an independent rear, the Silvia squats hard when the throttle is floored; the rear tyres adopt negative camber and love to fry their inner edges. Tackling the twisties turn-in is decisive, though - depending on your entry speed - you'll get a bit of understeer. Power oversteer is there for the taking at lower speeds.
Surprisingly, the Silvia has quite soft and supple suspension settings - there's considerable body roll and rearward weight transfer on take-off. This makes the Silvia a comfy day-to-dayer but if you're upgrading the engine you'd certainly want to tackle the suspension as well.
One of the most appealing aspects of the S13 range is its power rack and pinion steering. The Silvia offers a wonderfully direct, perfectly weighted wheel. Top marks. The standard braking system - with ventilated discs up front - performs fine when harnessing the factory power output, but don't expect them to cut it when you've bolted on all those aftermarket goodies. Look toward other higher-powered Nissan models for a simple brake upgrade.
Inside, the Silvia is very similar to the 180SX - the dashboard and seats are actually identical. Standard fruit in the turbo model includes power windows and (retractable) mirrors, analog climate control, central locking, adjustable angle steering column, map lights and a radio/cassette with optional CD player.
Front occupant space is adequate - with just enough headroom for those around 1.8-metres tall - and decent legroom. The low sill line gives the cabin an airy feel.
Through to the rear seat via the front seat's 2-stage slide and tilt action, there's absolutely minimal space. Feet room beneath the front seats is okay, but your knees must be splayed to clear the front backrest. Headroom, too, is very limited.
Rear cargo stowage volume is reasonable, but the depth is ridiculously shallow - the hatchback rear of the 180SX provides more height. Still, the rear seat can be folded forward when required.
To most eyes, the Silvia is not the prettiest vehicle - we wouldn't label it an ugly duckling, but the 180SX is by f-a-r sexier.
The S13 is the predecessor to the S12 (known in Australia as the Gazelle), which was available in hatchback or notchback form - the S13 180SX carries over as the hatch, while the Silva carries over as the notchback. Like most notchbacks, the rear view of the Silvia is awkward - its lines are too incoherent to be described as a sports car. The side view is more elegant, however, while the front is the Silvia's most flattering angle - you've just got to get the light right...
The Silvia does without the 180SX's pop-up headlight is favour of more conventional projector style lights with wrap-around parkers/indicators. Note that CA18-powered Silvias can be picked by their one-piece blanking grille between the headlights, and the rear spoiler that's sealed against the boot lid - SR versions have a two slat grille and a raised rear wing.
Turbocharged CA18 Silvias have a small Ks badge on the side flanks (though our test car had these removed). Interestingly, Nissan based their Silvia Js, Qs and Ks theme on a pack of cards - Jack, Queen and King (King being the highest spec).
Standard rolling matter are 15 x 6.5-inch alloys, though many examples are by now sporting aftermarket rims.
CA-powered Silvias were released in Japan during 1989 and continued until late 1990 or early 1991, when the SR engines took over. Silvias are now thick on Australian roads, which means you should be able to haggle yourself a good bargain. This particular test vehicle - supplied by Adelaide Japanese Imports - has a genuine 83,000 kilometres on the odometer and is stickered at $11,750. That puts it pretty much on the money with a comparably quick locally-delivered Mitsubishi VR4 or Toyota GT4, which are renowned performance bargains.
As always, parts back-up can be an issue for Japanese imports. On the other hand, Silvias have become so abundant there's a large pool of parts now available within Australia - most import wreckers have random spares floating around their premises.
In all, the CA18DET Silvia is very enjoyable to drive - it's quick, responsive and well balanced. What other late 80s-early 90s car offers more bang for just over 10 grand?
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S13 Nissan Silvia CA18DET Fast Facts...
- One of the cheapest performance imports on the market
- Willing engine helped by short gearing
- Not as attractive as the 180SX
- A reasonable supply of locally available parts
- Soft suspension - good for everyday use, but needs replacing for a performance application
- Rear seat very cramped and boot ridiculously shallow
- Wonderful steering, revvy engine and RWD chassis makes fun to drive
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The Silvia was made available for this test courtesy of Adelaide Japanese Imports.
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Contact:
Adelaide Japanese Imports
+61 8 8369 1156
http://www.adelaidejap.com.au
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