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The Nissan E engine (PLASMA) was a major redesign of the Nissan A engine, specifically to fit Front-Wheel Drive vehicles. The first varition, E15 debuted in late 1981 for the 1982 Pulsar (N10 "Datsun 310"), replacing the A15. it has an identical bore & stroke. For 1983 the E-series replaced the A-series engines in the Sunny model series. It can be swapped into Datsun 1200 with the usual swap fabrication.

1 Overview
2 Sources
3 Block
4 Cylinder Head
- 4.1 Valves
- 4.2 Fitting to A-series Block
5 Also See
6 Photo Index

Overview

The A-engine, which debuted in 1966, has wide popularity for its good response to acceleration. The E-engine is an extensively improved version of the A-engine. To meet both the trend toward enhancement of product value and the requiements of many customers, the E-engine was adopted for exclusive use on front-wheel drive, front-engine models. The E-series engine has been designed with consideration being given to small size, high output and fuel economy. Its design and construction have made it possible to mount the engine laterally on the FF (Front-engine, Front-drive) models, in conjunction with the "newly developed" transaxle which is in-line mounted on the engine.

The E-engine provides higher power and greater torque than the A-engine. Its dynamic performance, as in standing start, passing acceleration, upgrade driving, etc. has been increased by 5 to 10%. A summary of the major improvements is as follows:

The E-engine is approximately 10kg (22 lb) lighter than the A-engine
An O.H.C., cross-flow engine design provides high torque as well as responsiveness to acceleration.
The cylinder pitch is identical to that of the A-engine, which has already been proven to be both duarable and reliable
The overall length has been shortened by 48mm (1.89 in) to accomodate the in-line transaxle design.

A15: 65 HP @ 5,200 RPM, 112 ft-lb @ 2,800 RPM
E15: 67 HP @ 5,200 RPM, 116 ft-lb @ 3,200 RPM

A summary of the major features of the E-series engine is given below:

This engine is a water-cooled, 4 cylinder, in-line type.
High combustion efficiency and low frictional loss result in higher engine output.
A cross-flow design has been adopted for the intake and exhaust system to provide highly efficient combustion. The intake port employs a design that increases the "swirl" effect.
The combustion chamber features a semi-spherical shape which provides high combustion efficiency. Additionally, the spark plug is situated nea the center of the combustion chamber for added combustion efficiency.
The valve mechanism employs an OHC design with valves placed in a "V" arrangement. The camshaft is driven by a timing belt which features quiet operation and high durability.

Sources

E-Series vehicles

JAPAN MARKET (E13, E15)
B11: 8110-8701 Sunny E15
M10: 8208-8701 Prairie E15S (Single carb)
N12: 8205-8701 Pulsar E15S+E15E (EGI)
N12: 8305-8701 Pulsar E15T
VB11: 8210-8701 AD Van E15S

USA MARKET (E15, E16)
B11: 0282-0882 Sentra E15S
B11: 0882-0187 Sentra E15S+E16S
N10: 1081- 310 E15S
N12: 0882- Pulsar E16S
N12: 0283-0784 Pulsar E15ET

EUROPE MARKET (E10, E15, E16)
B11 EUR 0382- E15S
B11 EUR 0385-0187 E16S
M10 EUR 0982-0187 E15S
N10 EUR 1081- E15S
N10 ELH E10S
N12 EUR 0482- E15S
N12 EUR 0682- E15ET
N12 EUR 0685- E16S
N12 ELH E10S
N13 ELH E10S, E13S, E15S, E16S, E16I

Block

The cylinder block employs the same half-skirt design as that used in the A-series engine to provide small size and reduce weight. It uses a new casting process and is shorter, the better to fit transversely in small engine bays.

A jackshaft is fitted to the traditional camshaft location in the block, for the sole purpose of driving the the fuel pump and oil pump.

Right side:
|

Cylinder Head

11041 CYLINDER HEAD
E15ET 17M EUR/JPN/USA
E16   33M EUR/USA
E15E  15M JPN
E15S  11M EUR/JPN/USA
E15S  21M USA
E15S  31M USA also E16S 
E15S  25M EUR
      52A JPN VAN 8805-
E13S  05M EUR
      01M JPN
      50A JPN VAN 8805-
E10S  41M EUR

11041 CYLINDER HEAD
 11041-01M06/11041-01M05/11041-01M03/11041-01M02
 * JPN.B11.E13S
 * JPN.VB11.E13S.-8805
 * JPN.N12.E13S
 11041-50A00
  * JPN.VB11.E13S.8805-
  11041-52A00
  * JPN.VB11.E15S.8805-
  11041-41M00/11041-41M05
  * ELH.N10.E10S
  * ELH.N12.E10S
  11041-05M04/11041-05M03/11041-05M02/11401-05M01/11041-05M00
  * ELH.B11.E13S
  * ELH.N12.E13S
  11041-11M09/11041-11M08/11041-11M07/11041-11M06/11041-11M04/11041-11M03/11041-11M02/11041-11M00
  * ELH.N10.E13S,E15S
  * ELH.B11.E15S.*SWE,SWI
  * ELH.M10.E15S.*SWE,SWI AIR POLLUTION  MEASURE
  * ELH.N12.E15S.*SWE,SWI
  * JPN.VB11.E15S.-8805
  * JPN.B11.E15S
  * JPN.N12.E15S
  * JPN.M10.E15S
  11041-25M04/11041-25M03/11041-25M02/11041-25M01
  * ELH.B11.E15S+*SWE,SWI
  * ELH.M10.E15S**
  * ELH.N12.E15S
  11041-33M11
  * ELH.B11.E16S
  * ELH.N12.E16S
  * USA.B11.E16S.0685-
  * USA.N12.E16S.CAL.0185-
  11041-17M03/11041-17M02/11041-17M02/11041-17M01/11041-17M00
  * ELH.N12.E15ET
  * JPN.B11.E15ET
  * JPN.N12.E15ET
  * USA.N12.E15ET
  11041-21M00/11041-21M02/11041-21M03
  * USA.N10.E15
  * USA.B11.E15S
  11041-31M03/11041-31M02/11041-31M01/11041-31M00
  * USA.B11.E15S.-0685
  * USA.B11.E16S.-0685
  * USA.N12.E16S
  11041-15M03/11041-15M02/11041-15M01/11041-15M00
  * JPN.B11.E15E
  * JPN.N12.E15E

Valves

7mm (.2746") valve stems
* E10 35+29 length:~119 (same head diameters as A12)
* E13 37+30 length:~118 (also USA.E15S, some EUR.E15S)
* E16 37+30 length:~116
* E15 41+31 length:~120 (also early EUR.E15S)

13201 INLET VALVE
  13201-15M00/13201-25M00 119.6 x 40.6 mm (4.71" x 1.6")
  * ELH.B11.E15S
  * ELH.M10.E15S
  * ELH.N12.E15S+E15ET
  * USA.N12.E15ET
  13201-31M00 116.7 x 37 mm (4.594" x 1.456")
  * ELH.B11.E16S
  * ELH.B12.E16I
  * ELH.N12.E16S
  * ELH.N13.E16I
  * USA.N12.E16
  * USA.B11.E16I
  13201-01M00/13201-05M00 118.6 x 37 mm (4.67" x 1.46")
  * USA.B11.E15S
  * USA.N10.E15S
  * ELH.B11.E13S+(OPT.E15S.SWE+SWI)
  * ELH.M10.(OPT.E15S.SWE+SWI)
  * ELH.N10.E13S+E15S
  * ELH.N12.E13S+(OPT.E15S.SWE+SWI)
  13201-41M00/13201-41M01 119.1 x 35 mm
  * ELH.N10.E10S
  * ELH.N12.E10S
  * ELH.N13.E10S

13202 EXHAUST VALVE
  13202-15M00/13202-53A00/13202-63A00 119.9 x 31 mm (4.72" x 1.22")
  * ELH.B11.E15S+(OPT.E15S.SWE+SWI)
  * ELH.B12.E15S+E16S
  * ELH.M10.E15S
  * ELH.N13.E15S+E16S
  * USA.N12.E15ET
  13202-31M00/13202-61A00 116.1 x 30 mm (4.570" x 1.183")
  * ELH.B11.E16S
  * ELH.B12.E16I
  * ELH.N12.E16S
  * ELH.N13.E16I
  * USA.N12.E16S
  * USA.KN13.E16
  * USA.B11.E16I
  13202-05M00 118.1 x 30 mm (4.648" x 1.185")
  * ELH.B11.E13S+(OPT.E15S.SWE+SWI)
  * ELH.M10.(OPT.E15S.SWE+SWI)
  * ELH.N10.E13S+E15S
  * ELH.N12.E13S+(OPT.E15S.SWE+SWI)
  * ELH.N13.E13S
  * USA.B11.E15S.1982-1983
  * USA.N10.E15S
  13202-41M00 118.6 x 29 mm
  * ELH.N10.E10S
  * ELH.N12.E10S
  * ELH.N13.E10S

Fitting to A-series Block

The E-series engine is tricky to mount in a 1200 as the mount locations differ. So why not put the SOHC head on the A-series block? A14/A15 and E15 use the same bore size (76mm).

Need to figure out a belt drive.

The bolt holes all match except one at the back is out by about 2mm.
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