i think the easiest way to solve the distributor problem is to hook up a crank trigger sensor and go coilpacks and programmable EFI.

note i said easiest, not the cheapest .

i'm sure the E15 can be made to go hard, but swapping it into an A series engine bay requiring new mounts, relocated radiator outlets etc etc, i dare say you could get just as much power from an A15 with similar work all minus the conversion hassle. like i said before, all the gains of the xflow head and OHC go out the window because of the poor flow rate in NA form.

we all want to be different though. not saying that the E15 is a bad choice, but we all want cheap horsepower with minimum hassle too.

Hey blownb310, how have you gone with the E15 electronic dizzy in racing applications? I want to use one on my A15 and need it to rev to 8000rpm with 20 degrees advanced timing...are they a high energy type too? can you run a hi energy coil pack?

I made one of them dizzys work well on my A14. 9.000rpm ezy lap after lap.Changed diff to 4.9 revs went from 6.500 to 7.500 pulling hard.The little black box in the dizzy did not work when i got it so I used a modurlator from a L20 elec/dizzy.

Quote:

I like the A-series too! But please forgive me for begging to differ with you in regards to the E-series heads. After seeing this message the other day, I couldn't believe what i was reading!

I've always known that the E-series heads flowed very well, especially the exhaust ports! So I contacted a road racer from North Carolina who has built several E16's normally aspirated [twin 50mm Mikunis] that made 225 h.p. Now mind you these are big dollar engines, with billet cranks, light rods and pistons, crank trigger ignition, and fully ported 15M turbo heads. In any case here's what he had to say about the comparison between A and E-series cylinder head flow as he has built and raced both.

"As to your question regarding the flow characteristics of the
A-Series Head versus the E-Series head. There are a couple of caveats.
When I refer to the E-Series Head, I am referring to the E-15T head.
This head came on the E-15 Turbo motor. That head came with a shallow
dome with the Intake and exhaust valve @ approximately 12 degree angles.
The ports are cross flow and require very little porting to produce very
good flow figures.They are still in the Nissan parts book at about
$200 US. We opened up the intake valves to 48mm and left the exhaust
valves stock because they already flowed too much.

Given that, THERE IS NO WAY THAT AN A-SERIES NON CROSS FLOW HEAD
CAN BE MADE TO FLOW BETTER THAN AN E-SERIES CROSS FLOW HEAD! The
camshaft profiles that the E-Series head allows for are vastly superior
to the A-Series and the Stress on the valve train is dramatically less."

Once again, I do not intend to offend anyone here. I just felt that it was important to state our opinoin of the E-series engines.

Cheers!

BlownB310: I noticed you said E15ET, maybe pro-240c is refering to the NA heads, maybe they are a differenc casting? I wouldn't have thought to though.

Quote:

Yes, they are different. The regular 31M and 33M heads are not as good. In fact, the E15S 31M heads have those "swirl" type intake ports like the H95 A-series heads have. Maybe those are the ones he's referring to. I only use the good 15M head for performance work.

yeah, note i was saying in NA applications the E15 heads are the worst ever. the turbo versions are different castings.

i made the comments just in case anyone had any ideas about picking up a wrecked N12 pulsar and swapping the engines...i was saying you would be better off doing up an A15 for the effort involved.

certainly if you were to use a turbo engine - or the E16 which is a whole new ballgame - then you would be better off.

but i still stand by the fact that an E series head in NA form are no better performance wise than a mild A series head.

no offence taken, either

i have to say a NA 1.5 E series pulsar is a very gutsy and quick little car totally stock. as ppl have already pointed the turbo ET's and exa's can run seriously quick.

considering the car is probably a couple hundred kilos heavier than datsun 12 and is way more powerful than stock A12, i think it would be a very good conversion!

48 mm inlet valves!!!
With such a small bore and head valve angles it seems very unlikely but Ill take that last comment back wtih some pics??
The side by side pictures show very similar proportions with the exhaust running under the e15 it sits taller Im sure a RWD setup would make the e15 suffer less heat on the sump as well! unlike the FWD with it been heated by it. Now if only someone could make a black box for one to avoid the sizzy into the firewall. Can anyone here make on and if so how much?

http://forum.nissanexa.com/showthread.php?t=19185

check this baby out... e16
and theres maybe a 12 valve head??? on the e16???