Revision as of 23:17, 24 April 2010

Some 1980-1982 Datsuns in Asia markets came with an OEM (factory) EFI system. Nissan called it "EGI" -- Electronic Gasoline Injection (日産 EGI). This is the "rare as" A14E Injection motor. At 92 horsepower it was far superior to the carbureted 80 hp A14/A15, in fact this was the most powerful A engine offered by Nissan, with more horsepower than the twin-carb GX Engine.

quote:
a friend of mine has a system that came on the A14 in the M10 Pulsars (very first ones). The set up he got came from Singapore

The A14E engine came in:

1979-1981 Langley (N10 Pulsar) -- Asian markets
1978-up Feb - Sunny 1400SGX-E Coupe -- Asian markets

A14E was available until October 1980. It was replaced by A15E in November 1980.

"A" series engines are produced in Aichi Machine held in Aichi plant.

Quite a large horsepower difference:

A14E: 92 PS @ 6400 rpm, 11.7 kg-m @ 3600 rpm
A14: 80 PS @ 6000 rpm, 10.2 kg-m @ 3600 rpm

A14 EFI manifold

quote:

SSS as I remember at one stage they had import carbie A15 engines for round $600 and injected A14 and A15 for around $800

Reportedly, Nepean Sports classics in Castlereagh NSW was selling import motors. carlos' son ran one. These are fairly sought after by the rally guys as the narrow runners provide torque and the length also good top end, too small for a big A15 though.

These possibly came in later model Nissan Vanettes, the reason they seem rare is both my manifolds broke across the bottom of no's 1 & 2 inlet runner. Plus it suffers from reversion with a big cam.

These were also available in asian markets (Japan, Singapore, etc).

quote:

A14 EGI = HB310 (1978-1980) Type-GX & SGX
A15 EGI = PB310 (1980-1981) Type-GX & SGX

As for the name in Japan, Nissan calls EGI and Toyota EFI.
Although the EGI system should excel Carburettors in the performance, old EGI is inferior to Carburettors.

A series injection manifold

Discussions:

As you can see here, the setup is nearly identical to 1980 200SX EFI system:

This car is missing the air induction piping that goes across the radiator (see 200SX EFI for layout and diagrams)

B310 Factory Setup

1 Performance
2 Manifolds
- 2.1 Exhaust
- 2.2 Intake
3 Service Manual
4 Photo Index

Performance

This factory Nissan setup was designed for typical mass-market street performance. It is not a racing system. Expect better low-speed horsepower performance than a stock DCH306 carburetor (due to the longer runners), AND increased peak horsepower.

However, in a heavily modified engine, carburetion has more potential:

Quote
A factory EFI setup imported from Japan was tried, and found to be much smoother, but ... restrictive above 6000rpm when used with the [racing] cam.

Manifolds

Exhaust

The exhaust manifolds have not heat riser valve, and do not fasten to the bottom of the intake manifold -- like the A12GX manifold.

A14E has a free-flowing single outlet exhaust manifold:

Certain other late model A-series engines are similar, but the A14E manifold is unique.

A15E has a twin-outlet exhaust which looks nearly identical to A12GX Engine

14035-H9201 GASKET-MANIFOLD TO CYLINDER HEAD
14003-H9200 MANIFOLD-INTAKE A14E
14003-H9254 MANIFOLD-INTAKE A15E
14004-H9200 MANIFOLD-EXHAUST A14E
- Single outlet (A14-style, uses regular A14 Exhaust piping)
14004-H9260 MANIFOLD-EXHAUST A15E
- Dual outlet (A12GX-style)
- 20711-H9200 GASKET-EXHAUST
- 20020-H9200 TUBE ASSY-EXHAUST FRONT [to convertor] NICHIRA A15E F5
- 20020-H9210 TUBE ASSY-EXHAUST FRONT [to convertor] NICHIRA A15E F4
- 20602-F1700 NUT [for pipe to manifold] (3)