I recently bought an A14 engine to use in the restoration of an old British can that used, originally, the Austin A-Series (and also the basis for the Nissan variant). In any event, the A14 has all these extra emission thingies that I cannot use because the original engine cowl cannot fit over the engine if it has these things. I'm a body guy, and not too knowledgeable about mechanics. EGR, PCV etc. What can I remove without effecting engine performance?

My engine can and project can be seen here: http://www.victoriajvan.blogspot.com/

Thank you VERY MUCH to anyone that can guideme in the right direction.

* Keep the PCV system, it helps engine longevity
* Keep the vacuum advance, it helps performance
You can remove all else.

See "Which controls can be eliminated?" in Datsun 1200 Tech wiki


I like this picture from your web site.
In Canada I see they even make trucks out of wood.


Renault Log Truck

It's fairly likely the egr isn't working anyway. It can safely be sealed off, can't say it ever worked on any old car I ever had. Just dilutes the intake to lower combustion temp. PCV, well the crank case pressure (blow by) needs to somewhere, old cars (~pre 70s) sometimes just had a pipe vented to the atmosphere. It's OK but the PCV does help keep the oil dry I would think. You can get rid of the airheater hose to, just helps warm up.

When I was younger I had an 82 Holden with anti pollution plumbing to do all kind of things. It was all stuffed so I just took it off for a moderate performance improvement, especially when cold (it stopped vaccuum advance when cold).

That's my view, I'm sure you'll get others. I doubt it will be driven everyday so no one will mind the extra NOx emissions for those odd outings.

Thanks for the replies. I bought the Hayes manual for the Sunny, and looking at the diagrams of the engine in there and what I have, I can't make sense of everything. My engine has more plumbing than my house.

Quote:GRRRRRRRRRRR, this piece of misinformation continues to get my goat.

The BMC A series engine has NO CONNECTION whatsoever with the Datsun A series engine.
The BMC 'B' series engine was the basis for the Datsun J series engine & the BMC A series engine was a scaled down version of the B series, .... or vice versa.

It will take only a cursory glance to see the differences with the cam on opposite sides of the block, an external oil pump in the Datsun & an internal one on the British POS
The Brits are the only ones to successfully engineer vapour lock into an inline OHV engine by weaving the ports between the pushrods & placing the exhaust manifold on the camshaft side of the block, deftly engineering it to be right above the fuel pump.
How the nation that designed the Rolls Royce Merlin & the Jet engine could completely screw up a simple car engine design like that defies belief.

The Datsun has the manifolds on the same side as the POS engine but the cam is on the other side of the block, along with the fuel pump, the distributor & oil pump.

Clearly, anybody who makes this statement of connexion between the British A series & the Datsun A series has never actually looked at both engines.

GRRRRRRRRRRR

So true. The first Datsun engine derived from Austin design was the C1. The 2nd was the E1. Both of those can take a lot of Austin parts.

From those it seems the J-series was derived which was entirely new and looked a lot like the A. Then the A-series came along in smaller, lighter design.

Clearly, anybody who makes this statement of connexion between the British A series & the Datsun A series has never actually looked at both engines.

I have the original license agreement, but I could be wrong. If you are correct, than this is important information I would be pleased to assist in correcting the record on. You're saying the Nissan A series wasn't a product of the BMC A series -- but rather a product of a variation of the BMC B-Series? I can be emailed at cgrahn@partsforce.com too.

That's actually as US chassis -- and I haven't seen one on the roads in my lifetime.