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| Revision as of 12:34, 30 July 2007 Ddgonzal (Talk | contribs) <- Previous diff |
Current revision ddgonzal (Talk | contribs) (->Overview) |
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| - | The Nissan CG series of small-bore engines are excellent 16-valve all-alloy designs, lighter even than the A12 engine. There is a heap of performance parts for the CG series. This conversion has been done in NZ for a 1200 race car so it is possible. | + | The '''Nissan CG series''' of small-bore engines are excellent 16-valve all-alloy designs, lighter even than the A12 engine. There is a heap of performance parts for the CG series. This conversion has been done in NZ for a 1200 race car so it is a proven swap. However, Nissan replaced it with the even lighter and more powerful [[CR Engine Swap|CR engine series]]. Still, the CG is a fine engine if you get a deal on the price. |
| - | * CG10, | + | = Overview = |
| - | * CG13DE, 75 PS 1.3 liter (1275 cc), 76 lb. ft @ 4000 rpm, from Nissan March/Micra | + | Sources: |
| - | * CGA3, 82 PS, 80 lb. ft @2800 rpm , 1.4 liter (1348 cc) from 2000-up Micra, uses non-distributor multi-coil ignition. Bore: 71.0, Stroke: 82.8mm. | + | |
| + | 58 PS 1992-1999 Nissan K11 "Micra" CG10DE | ||
| + | 60 PS 2000-2002 Nissan K11 "Micra" CG10DE | ||
| + | 79 PS 1992-2003 Nissan Z10 "Cube" & K11 "Micra" CG13DE OPTION | ||
| + | 85 PS 2000-2001 Nissan Z10 "Cube" & K11 "Micra" CGA3DE OPTION | ||
| + | 101 PS 2001-2002 Cube X-alpha CGA3A | ||
| - | * <ref>http://www.nissanpress.co.uk/nissan/releases/arc_2000/26895nis.htm</ref> | + | There is a Datsun 1200 in the Clevedon/Papakura in NZ that has forged piston and a Motec engine controller and puts out 165 HP. It used a custom plate and custom flywheel to adapt to a T50 toyota box. |
| + | * CG10DE | ||
| + | * CG10 turbo/super charged K10 March | ||
| + | * CG13DE, 75 PS 1.3 liter (1275 cc), 76 lb. ft @ 4000 rpm, from Nissan K11 March/Micra. | ||
| + | Bore: 71.0, Stroke: 80.5 mm | ||
| + | * CGA3DE, 82 PS, 80 lb. ft @2800 rpm , 1.4 liter (1348 cc) from 2000-up Micra, | ||
| + | uses non-distributor multi-coil ignition. Bore: 71.0, Stroke: 82.8mm. | ||
| + | * Compare to CR14DE: 98 PS, no distributor. See [[CR Engine Swap]] | ||
| + | |||
| + | Length: 622.7 mm | ||
| + | Width: 516.6 mm | ||
| + | Height: 600.4 mm | ||
| + | |||
| + | Weight Advantage: | ||
| + | * CG13DE: 80kg (176 lbs) or 57 kg long engine w/o flywheel | ||
| + | * A12: 87 kg (192 lbs) | ||
| + | * A14 93 kg (205 lbs) | ||
| + | |||
| + | Link to commerical CG13 specs: [http://www.enginepowersource.com/html/nissan_cg13ps.htm EPS] | ||
| + | |||
| + | http://www.nissanpress.co.uk/nissan/releases/arc_2000/26895nis.htm | ||
| = Swap = | = Swap = | ||
| + | * It has to be converted to North-South instead of East-West to allow it to run RWD | ||
| * Gearbox bolt pattern is different than A-series engine. Only FWD gearboxes are available. But you would have to make a bell housing up | * Gearbox bolt pattern is different than A-series engine. Only FWD gearboxes are available. But you would have to make a bell housing up | ||
| * Sort out your engine mounts | * Sort out your engine mounts | ||
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| * Distributor: You have to change the location of the CGA13, but the CGA3 doesn't use a distributor, so that engine is preferable | * Distributor: You have to change the location of the CGA13, but the CGA3 doesn't use a distributor, so that engine is preferable | ||
| - | Discussions: | + | Mounts differ between CG10 and CGA3. Gearboxes for CGA3 are heavier duty than CA13 |
| - | * [http://ddgonzal.members.winisp.net/album/f.asp?topic_id=29034&forum=1 Micra engine in a 1000] | + | |
| + | Heads will bolt on between CGA3 and CG13, but differ. | ||
| + | |||
| + | Feral helped with an E-series gearbox adaptation to CG engine. The box was from an [[E15ET]] and had to be extensively modded. Mods included new engine mount holes being made up, box dowels relocated to match the engine and a modified starter motor with adaptor plate made up as the starter engages the opposite way to the micra engine.( pull in versus throw out pinion). The ET box is much stronger and has taller ratios than the stock box due to the diff ratio. The Micra CG13 in either turbo or supercharged form strips the gears in the stock box. | ||
| + | |||
| + | tig some alloy blocks on the bell housing for the remaining holes, redrill the block with new holes using an A series sandwich plate to locate bolt and dowel positions. | ||
| + | |||
| + | seal of the stock CG dissy drive and fit a good crank trigger system like the Electromotive one (if using carbs) or just make up a Hall trigger system if injecting and using an after market ECU. | ||
| + | This will allow you to get back close to the firewall. The stock dissy isnt mod friendly. | ||
| + | |||
| + | At one time, Marsh Motorsport in NZ [http://datsun1200.com/modules/newbb/viewtopic.php?topic_id=6403&forum=1 were doing a conversion kit] to fit CG13DE into a 1200 with a turbocharger. | ||
| + | = Discussions = | ||
| + | * [http://datsun1200.com/modules/newbb/viewtopic.php?topic_id=topic_id=29034 Micra engine in a 1000] | ||
| + | *[http://datsun1200.com/modules/newbb/viewtopic.php?topic_id=7500 CG13] | ||
| + | *[http://datsun1200.com/modules/newbb/viewtopic.php?topic_id=18717 cg13de e15t rearwheel drive] | ||
| [[Category:Engine Modifications]] | [[Category:Engine Modifications]] | ||
| + | [[Category:Engine Swaps]] | ||
| + | [[Category:Nissan Engines]] | ||
Current revision
The Nissan CG series of small-bore engines are excellent 16-valve all-alloy designs, lighter even than the A12 engine. There is a heap of performance parts for the CG series. This conversion has been done in NZ for a 1200 race car so it is a proven swap. However, Nissan replaced it with the even lighter and more powerful CR engine series. Still, the CG is a fine engine if you get a deal on the price.
Overview
Sources:
58 PS 1992-1999 Nissan K11 "Micra" CG10DE 60 PS 2000-2002 Nissan K11 "Micra" CG10DE 79 PS 1992-2003 Nissan Z10 "Cube" & K11 "Micra" CG13DE OPTION 85 PS 2000-2001 Nissan Z10 "Cube" & K11 "Micra" CGA3DE OPTION 101 PS 2001-2002 Cube X-alpha CGA3A
There is a Datsun 1200 in the Clevedon/Papakura in NZ that has forged piston and a Motec engine controller and puts out 165 HP. It used a custom plate and custom flywheel to adapt to a T50 toyota box.
* CG10DE * CG10 turbo/super charged K10 March * CG13DE, 75 PS 1.3 liter (1275 cc), 76 lb. ft @ 4000 rpm, from Nissan K11 March/Micra. Bore: 71.0, Stroke: 80.5 mm * CGA3DE, 82 PS, 80 lb. ft @2800 rpm , 1.4 liter (1348 cc) from 2000-up Micra, uses non-distributor multi-coil ignition. Bore: 71.0, Stroke: 82.8mm. * Compare to CR14DE: 98 PS, no distributor. See CR Engine Swap
Length: 622.7 mm Width: 516.6 mm Height: 600.4 mm
Weight Advantage:
- CG13DE: 80kg (176 lbs) or 57 kg long engine w/o flywheel
- A12: 87 kg (192 lbs)
- A14 93 kg (205 lbs)
Link to commerical CG13 specs: EPS
http://www.nissanpress.co.uk/nissan/releases/arc_2000/26895nis.htm
Swap
- It has to be converted to North-South instead of East-West to allow it to run RWD
- Gearbox bolt pattern is different than A-series engine. Only FWD gearboxes are available. But you would have to make a bell housing up
- Sort out your engine mounts
- Possibly the oil sump would have to be modified
- Distributor: You have to change the location of the CGA13, but the CGA3 doesn't use a distributor, so that engine is preferable
Mounts differ between CG10 and CGA3. Gearboxes for CGA3 are heavier duty than CA13
Heads will bolt on between CGA3 and CG13, but differ.
Feral helped with an E-series gearbox adaptation to CG engine. The box was from an E15ET and had to be extensively modded. Mods included new engine mount holes being made up, box dowels relocated to match the engine and a modified starter motor with adaptor plate made up as the starter engages the opposite way to the micra engine.( pull in versus throw out pinion). The ET box is much stronger and has taller ratios than the stock box due to the diff ratio. The Micra CG13 in either turbo or supercharged form strips the gears in the stock box.
tig some alloy blocks on the bell housing for the remaining holes, redrill the block with new holes using an A series sandwich plate to locate bolt and dowel positions.
seal of the stock CG dissy drive and fit a good crank trigger system like the Electromotive one (if using carbs) or just make up a Hall trigger system if injecting and using an after market ECU. This will allow you to get back close to the firewall. The stock dissy isnt mod friendly.
At one time, Marsh Motorsport in NZ were doing a conversion kit to fit CG13DE into a 1200 with a turbocharger.