ok, the ones i have seen, and will get pictures of, are from sprint cars, they are limited to a 1200cc capacity and as you can imagine they do some crazy stuff to chase that extra few horsepower

the dude ive seen thats done it is converting bluebird dizzies to fit a-series for me,

from what he has told me, they run methanol, huge compression (cant remember figure), and get 220hp from a-12s at 10500rpm!

anyway, how did they get it on?, well they were telling me exactly how to do it, and they reckon it's pretty easy but they have some serious tools to use, they always tell me just get the gaskets from the two and you will see how well they line up, but the conversion is pretty full-on, i mean you have to block and re-drill oil/water galleries, redrill head studs, and relocate the water pump, but the hardest thing is probably going to be the dizzy, it's not a problem for them but for us, having it sticking out the back of the head could be a serious issue, maybe a crank angle sensor is the answer

they run twin side webers as they are not allowed injection, for an elec water pump they use a modified timming cover as a box on the back of it and simply run an electric fan motor attached to the other side of it, a pretty cheap way to go really!,

then obviously they modify a timing cover for the front so they can drive the ohc, but i cant remeber exactly how the cam drive is set up at the moment

anyway, sounds like a lot of work hey, but the benefits are huge really, i mean cross-flow, injection, factory turbo setup, big valves, over head cam

wait for the pics....

much easier to fit the whole E series engine - they bolt up to the A series gearbox with the exception of one bolt which is easily fixed. We're not limited to 1200cc like they are.

wow, i didnt know that about the gearbox, i pressumed that was why people didnt fit the e-series engine

whats the general impression of the e-series then?, a good motor? and where do i get an e15 with injection and turbo?

so with an a-series gearbox behind an e-engine, the gearbox shaft lines up correctly with the flywheel and everything?, what flywheel?, what clutch? etc etc?

a mate of mine that works at a wrecking yard did it many years ago - I could ask him what details he remembers about the flywheel/clutch. A parts book would tell you the splines for both A & E series clutch plates - they're normally available online these days.

It's been discussed here before too
http://datsun1200.com/modules/newbb/viewtopic.php?topic_id=10076&forum=1#34141

all those lovely traits every one keeps talking of E series heads are all offset by the fact they have the worst flowing head to EVER leave a factory. i swear nissan engineer's were asleep when they designed the E series head. the inlet ports are shameful and the exhaust ports are nothing short of comedian material.

i'll stick with a ported A series head with oversize valves and quad TB injection thanks.

There are front wheel drive pulsar exas now running in the 11s with these babies and although they seem like they dont flow much youd be surprised how these babies rev in stock condition. Ive seen the sprint engines you are talking about and was very impressed at avalon raceway but didnt want the pain of doing all those mods. However the e15 does bolt straight up to the A series box as is did in the early pulsar with the a14 interchangeable with the later e series. There is also an e16 from what Ive heard but dont underestimate them they are a dark horse if worked. As Harry says youd be better bolting one straight up.
The Zoom or Hot4s write up last year show how this e15 engined turbo pulsar did 11s with around 300kws. Not too bad for a bad design hey. Trust me pro240c these engines are very misleading in terms of design as they were originally designed for economy. Michael a dizzy out the back is a little thing and the other solution is to run a modded shaft angled adaptor at 90 degrees from a suzuki engined barina, place the engine a little forward for clearance or adjust your dizzy from your radio .

i certainly agree with you there D. the E16 is a very underrated engine - i have often thought about this conversion myself.

as far as the E15 goes, it's amazing what a bit of boost can do to an engine. flow characteristics and cfm means sh1t when a head is under pressure - only those chasing extreme power will worry about it.

it's also a given that a modded E15ET in a 1200 / 120Y would wake it up considerably, however people using the heads in an NA conversion for their A14 or whatever should realise that the A series head is no bad thing, non crossflow design and all. in fact i dare say that the expense in reconditioning and modding an E15 head and bolting it up to the block would have very minimal power gains over a good A series head anyways - then you have pulleys, belts, valve clearance issues etc etc to worry about.

E series engines have alot of potential, the place where they fail in FWD cars is the gearbox, they are getting more and more expensive to buy and you keep killing them all the time if your dragging!!

My mate was paying like $650 for a stock FWD gearbox, which seems a bit harsh when it only lasts 2 weeks!!

There should be some fairly cheap turbo E series engines with no gearbox around now too... I guess you would still have the problem with the dizzy?? and I dont know about radiator and heater hoses could be fun...

yep e15 engines are very strong and underestimated, just the gearboxes are no good and shatter gear sets and grind off the teeth. A series gearboxes putting out similar power would probably do the same.

I just dont get how a fwd engine can bolt up to an aseries gearbox when the engine bolts to the top of the fwd gearbox, not the back of the engine to the front of the gearbox as a series engines.
Having looked at an e15 non turbo flywheel, its physical size is not too disimilar to an a series one, almost ereily similar in fact.

Here they are side by side for a visual comparison:





I have quite a bit of experience with the normally aspirated E-series engines. I have built and raced several. They are definately potent engines if you have the 15M cylinder head with the larger 37mm intake and 31mm ex.valves. Mine is .035" over with 13 to 1 forged Cosworth pistons. The cam is .490 lift with 290 deg. duration. I am running twin 44mm Mikuni carbs.


In any case, I wanted to put this engine into my B310 but ran into some problems with the flywheel. I can't remember exactly what the difference was, but it may have ad something to do with the flywheel's starter gear teeth. I seem to remember that either four or five bell housing bolt holes did line up correctly. Both use a 180mm clutch with identicle splines.