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[Datsun 1200 encyclopedia]

Nissan E Engine

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Category: Nissan Engines

The Nissan E engine (PLASMA) was a major redesign of the Nissan A engine, specifically to fit Front-Wheel Drive vehicles. The first variation, E15, debuted in late 1981 for the 1982 N10 (Pulsar/Datsun 310), replacing the A15. it has an identical bore & stroke. For 1983 the E-series replaced the A-series engines in the Sunny B11 model series. It can be swapped into Datsun 1200 with the usual swap fabrication.

4-1a.jpg

Contents

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:

  1. The E-engine is approximately 10kg (22 lb) lighter than the A-engine
  2. An O.H.C., cross-flow engine design provides high torque as well as responsiveness to acceleration.
  3. The cylinder pitch is identical to that of the A-engine, which has already been proven to be both duarable and reliable
  4. 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
B12: 8509-9008 Sunny E13S,E15S,E15E,E15ET
B12L 8608-9008 Laurel Spirit E15S,E15E
M10: 8208-8701 Prairie E15S (Single carb)
N12: 8205-8701 Pulsar E15S+E15E (EGI)
N12: 8305-8701 Pulsar E15T
N13: 8605-9008 Pulsar E13S,E15S,E15E
N13P 8610-9008 Langley/ E15S,E15E
VB11 8210-8701 AD Van E15S
G20  8901-9011 S-Cargo E15S
USA MARKET (E15, E16)
B11  0282-0882 Sentra E15S
B11  0882-0187 Sentra E15S+E16S
B12  0186-0790 Sentra E16S,E16I
N10  1081-0682 310 E15S (1982 model year only)
N12  0882-0784 Pulsar E16S
N12  0283-0784 Pulsar E15ET
KN13 0986-0889 Pulsar NX E16I

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:
4-2a.jpg | 4-2b.jpg

Cylinder Head

4-3a.jpg 4-3b.jpg

11041 CYLINDER HEAD
E15ET 17M EUR/JPN/USA
E16I  61A ELH/USA
E16   33M EUR/USA
E16S  73A ELH
E15E  15M JPN
E15S  11M EUR/JPN/USA
      21M USA
      31M USA also E16S 
      25M EUR
      52A JPN VAN 8805-
      63A ERL
E13S  05M EUR
      01M JPN
      50A JPN VAN 8805-
      60A ERL late
E10S  41M EUR
      62A ERL late

11041 CYLINDER HEAD
 11041-60A00
 * ERL.N13.E13S
 11041-62A00
 * ERL.N13.E10S
 11041-63A00
 * ERL.N13.E15S
 11041-73A00
 * ERL.N13.E16S
 11041-61A00
 * ERL.N13.E16I
 * USA.KN13.E16I
 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+late-E16)
AMC applied model codes
* E15 41+31 length:~120 15M/25M/53A/63A
* E13 37+30 length:~118 05M
* E16 37+30 length:~116 31M/61A
* E10 35+29 length:~119 41M
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
  * ERL.N13.E15S+E16S.0686-
  * 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
  13202-15M00/13201-25M00/13202-53A00/13202-63A00 
    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

Head Gasket

4-3c.jpg

01M/31M/33M/58M E13/E15/E16
41M/62A         E10
11044 GASKET-CYLINDER HEAD 
 E13,E15,E16,E15ET
 11044-01M00 (REINZ) <> 11044-01M10/11044-01M02/11044-01M11 
   (ISHINO) 
  <> 11044-33M11 <> 11044-33M12  <> 11044-58M00
  <> 11044-31M00 <> 11044-33M10
 E10
 11044-41M00/11044-41M10 (REINZ) <> 11044-41M03/11044-41M11 (ISHINO)
  <> 11044-41M12  <> 11044-62A00

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.
17365.jpgAlbum click to view 17368.jpgAlbum click to view 17367.jpgAlbum click to view 17366.jpgAlbum click to view

Intake Manifold

14033 GASKET-INTAKE MANIFOLD
14035-11M25/14035-11M26 oval port <> A4035-11M2E
* E15S/E16S/E16I/E15ET
14035-01M25 <> A4035-01M2E
* E10S+E13S

E15/E16 Oval Port
ROL_MS3973.jpg

E10/E13 Round Port
PAYEN_HA366.jpg

Exhaust Manifold

14036M GASKET-EXHAUST MANIFOLD, A
14036-01M25 E10S,E13S,E15S,E16S
14036-15M25 E15E,E15ET,E16I + some E15S,E16S + late E10S
* USA: 1986-1987

15M
MS12371_Reinz.jpg

01M
14036-01M25.jpg

Swap Notes

For the Datsun 1200, E15, E15ET (turbo) or E16 OHC, crossflow engines is an interesting engine swap These are plentiful in mid-80s Pulsars and Sentras, are similar to the A15 and have plenty of go-fast parts available. The E-series was a re-design of the A-series engine with the same bore spacing and other critical measurements, but tailored for front-wheel drive installation. A-series transmissions do bolt to the block but the starter location is different. Some question whether a stock E15 has any real advantage over an A15, but there is no question that the E15ET is a superior design.

  • Distributor is in back of engine, which will hit the Datsun 1200 firewall
    • Remove and use a Crank Trigger ignition system
    • Or, cut a hole in the firewall and let the distributor poke through
  • engine mounting brackets to be fabricated
  • Flywheel Ring Gear change to the A-series unit
  • Modify (grind/cut) the stock A-series engine plate to allow for the starter motor
  • A-series transmissions bolt up and fit the locating dowels, although two holes on each side don't match
  • 60-Series Transmission is recommended as the 60 series clutch bearing and carrier work

POST Discussion about E15 into Datsun 1000

231c17af.jpgPost click for topic {{Photo

E15ET

Turbo Power! Right from the factory.

Main: E15ET

For the E15ET to fit into a 1200, all the usual E-series #Swap Notes can be followed.

In addition, the factory turbo version requires:

  • a custom turbo manifold
  • oil cooler has to be cut in half then blocked up and bypassed to allow for the starter motor
  • A non-turbo rocker cover can be used for height issues (does a 1200 need this?)
  • Being as the E15ET uses EFI the factory ECU needs to be wired up, which is very easy to do using a ET Pulsar/Pulsar NX Turbo wiring loom.

See details in discussion: POST E15ET Motor - Food for thought

Also See

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