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Nissan E engine#E15

{{short description|Type of automobile engine}}

{{Refimprove|date=July 2012}}

{{Infobox automobile engine

| name = Nissan E engine

| manufacturer = Nissan

| image = Nissan-E15S.JPG

| production = 1958–1988

| configuration = Inline 4

| valvetrain = OHV, SOHC

| block = Cast iron

| head = Aluminum alloy

| fueltype = Gasoline

| fuelsystem = Solex carburetor
Throttle-body fuel injection

| coolingsystem = Water-cooled

| turbocharger = On E15 & E16ST

| compression = 8.3:1

| displacement = {{Convert|988-1597|cc|L|1|abbr=on|disp=flip}}

| bore = {{Convert|73|mm|in|2|abbr=on}}
{{Convert|76|mm|in|2|abbr=on}}

| stroke = {{Convert|59|mm|in|2|abbr=on}}
{{Convert|70|mm|in|2|abbr=on}}
{{Convert|71|mm|in|2|abbr=on}}
{{Convert|82|mm|in|2|abbr=on}}
{{Convert|88|mm|in|2|abbr=on}}

| power = {{Convert|48-115|PS|kW hp|0|abbr=on}}

| torque = {{convert|82.3-91.2|Nm|lbft||abbr=on}}

| predecessor = A series

| successor = GA series

}}

The Nissan E series name was used on two types of automobile engines. The first was an OHV line used in the late 1950s and throughout the 1960s. The second was an OHC version ranging from {{Convert|988|to|1597|cc|L|1|disp=flip}} and was produced from 1981 till 1988. It was replaced by the GA engine series.

{{anchor|OHV|1st}} First series

The first E-series of engines was one of Nissan's earliest homegrown designs, although being essentially an enlargement of the earlier Nissan C engine.{{cite web |title=Tech Wiki - Datsun History : Datsun 1200 Club |url=http://datsun1200.com/modules/mediawiki/index.php?title=History#Engine_Technology |website=datsun1200.com}} It did not use the same nomenclature of the later Nissan engines, with all models sharing the same displacement and simply called "E". It displaced {{convert|1189|cc|L|1|abbr=on|disp=flip}} from a {{Convert|73x71|mm|in|2|abbr=on}} bore and stroke. Output is {{cvt|48|PS|kW|0}}. This E series was produced from 1958 through the late 1960s, yet not before becoming the basis of the Nissan J engine that was distantly different from the E and earlier C engines (whose roots stem from the Nissan 1H engine, a licence built 1.5 BMC B-Series) yet similar in many ways.{{Cite web

|title=Austin A40 and A50

|website=EarlyDatsun.com

|url=http://www.earlydatsun.com/austina40a50.html

|archive-url=https://web.archive.org/web/20150208152243/http://earlydatsun.com/austina40a50.html

|archive-date=8 February 2015

|url-status=dead

}}

style="float: right; border: 1px solid #BBB; margin: .46em 0 0 .2em;"
style="font-size: 86%;"

| valign="top" |220px
The first series E-1 engine in a Bluebird 410

The first version produced {{cvt|48|PS|kW|0}} and {{cvt|82.3|Nm|lbft|0}} from a single carburetor. A later E-1 version added dual carbs and better cam timing for {{cvt|60|PS|kW|0}} and {{cvt|91.2|Nm|lbft|0}}.

Applications:

{{anchor|SOHC|2nd}} Second series

The second type of E engines was a single overhead cam design, used to replace the OHV A series. The SOHC head was a new aluminum alloy design fitted to a cast iron block. It was derived from the A series by simply fitting a belt drive pulley to the nose of the crankshaft. The jackshaft being in place of the OHV camshaft still drove the oil pump as before. The E-series engine was first introduced in 1981 on the N10 Pulsar/Cherry series, and shortly afterwards on the B11 Sentra/Sunny models. The E-series was gradually replaced by the GA-series in 1988/89, although it soldiered on in secondary markets such as Southeast Asia. The Malaysian built B11 Nissan Sunny 130Y used the E13 until at least 1996.

=E10=

The E10 displaces {{Convert|988|cc|L|1|abbr=on|disp=flip}} from a {{Convert|73x59|mm|2|abbr=on}} bore and stroke, same as for the earlier A10 engine. It was usually fitted to export market Pulsar/Cherrys. The British and Greek markets favoured the smaller E10 as its smaller size meant it avoided higher tax rates at the time.

Applications:

  • 1981-1982 Datsun Cherry/100A N10
  • 1981-1985 Nissan Sunny B11{{cite book | title = Automobil Revue '83 | editor-last = Büschi | editor-first = Hans-Ulrich | publisher = Hallwag, AG | language = German, French | page = 400 | location = Berne, Switzerland | volume = 78 | date = March 10, 1983 | isbn = 3-444-06065-3 }}
  • 1982-1986 Nissan Cherry N12
  • 1986-1990 Nissan Cherry/Sunny N13 (rebadged Pulsar)

The E10 produces {{Convert|50|PS|kW hp|0|abbr=on}} at 6000 rpm, with maximum torque of {{convert|75|Nm|lb.ft|abbr=on}} at 4000 rpm and a 9.0:1 compression ratio.{{cite journal | ref = AG78 | journal = De AutoGids | number = 78 | volume = 3 | page = 12 | title = Nissan Cherry: «jong en dynamisch» | trans-title = young and dynamic | first = Tony | last = Verhelle | language = nl-be | date = 1982-09-16 | publisher = Uitgeverij Auto-Magazine | location = Brussels, Belgium }} The double- barrel carbureted E10S produces {{Convert|55|PS|kW hp|0|abbr=on}}.

However, due to the way the E10 was designed, the engine featured a smaller bore and stroke than the other E series engine family, where as the E13, E15 and E16 share the same block and bore size, and use different length connecting rods and crankshaft to change displacement. This meant the E10 had a total redesign. The results of this was an engine with a large bore of 73 mm and a very short stroke of just 59 mm. This is known as an over square design, a design that is specially designed to achieve very high engine speeds. The result is that the E10 engines is able to easily exceed the 6500 rpm redline imposed by Nissan (already 500 rpm more than the E13 could manage). E10 engines fitted with performance valve springs and oil pump have been known to rev as high as 8000 rpm.

=E13=

The E13 displaces {{Convert|1270|cc|L|1|abbr=on|disp=flip}} from {{Convert|76x70|mm|2|abbr=on}}. The E13 produces {{Convert|60|PS|kW hp|0|abbr=on}}, while the twin-carb E13S produces {{Convert|67|PS|kW hp|0|abbr=on}}, {{Convert|75|PS|kW hp|0|abbr=on}} JIS in the Japanese market. The numbers have changed considerably, depending on when and where the engines were sold.

Applications:

{{anchor|E15|E15S|E15E|E15ET}}

=E15=

The E15 displaces {{Convert|1488|cc|L|1|abbr=on|disp=flip}} from {{cvt|76x82|mm|in|2}}. Aside from a single-carbureted version, there was also the twin-carb E15S, fuel injected E15E, and Turbo EFi E15ET. The turbocharged E15ET was discontinued in 1987. It was sold in Japan, Oceania, and in the United States for 1983 and 1984. Note that the E15 is an engine with "interference valve gear".

Outputs (Japan, JIS)

  • The E15 produces {{cvt|75|PS|kW hp|0}} JIS, or {{cvt|68|PS|kW hp|0}} SAE net in North American specificationsAutomobil Revue '83, p. 401
  • The E15S produces {{cvt|85|PS|kW hp|0}}
  • The E15E produces {{cvt|95|PS|kW hp|0}}
  • The E15ET produces {{cvt|115|PS|kW hp|0}}

Claimed power outputs have varied considerably over time and in different markets. The South African variant, for instance, produces {{cvt|55|kW|PS hp|0}} at 5,500 rpm and {{cvt|125|Nm|lbft|0}} at 2,800 rpm with a single, twin-choke carburetor and practically no emissions equipment.{{citation | type = brochure | title = Nissan Langley 1,5 GL | date = October 1983 | publisher = Nissan (Pty) Ltd. | language = | page = 2 }}

Applications:

=E16=

The E16 is a {{convert|1597|cc|L|1|abbr=on|disp=flip}} engine produced from 1982 through 1988. It has a {{Convert|76x88|mm|2|abbr=on}} bore and stroke. The first generation of this engine used a valve cover that bolted to the rocker shaft studs. This design was replaced in September 1986 with a valve cover that bolted to the head. Note that the E16 is an engine with "interference valve gear".

In North American specs, the E16 produces {{Convert|70|hp|kW PS|0|abbr=on}} in the "S" (carbureted) variant and {{Convert|71|hp|kW PS|0|abbr=on}} in the "i" (throttle-body injected) variant. The European E16S (without a catalytic converter), produces {{cvt|84|PS|kW PS hp|0}} at 5,600 rpm and {{cvt|133|Nm|lbft|0}} of torque at 3,200 rpm.{{Cite magazine | ref = s88 | editor1-last = Costa | editor1-first = André | editor2-first = Georges-Michel | editor2-last = Fraichard | date = 1988-09-01 | title = Salon: Toutes les Voitures du Monde 89 | issue = 14/15 | page = 249 | publisher = Homme N°1 | magazine = l'Auto Journal | location = Paris | language = fr }}

Applications:

=E16ST=

Produced in Mexico from 1987-1989, used in the Ninja Turbo and Hikari Turbo. Nissan adapted the turbocharger from the E15ET to the E16 engine using a Solex 32 DIS pressurized carburetor (same as the Renault 5 GT Turbo) with a new air pressure system using a fuel regulator and a module to control solenoids which were connected to the vacuum and pressure ports of the carburetor. It produced around {{Convert|93|hp|kW PS|0|abbr=on}} at almost {{Convert|6|psi|bar|abbr=on}}. The compression ratio of the engine was 8.3:1. The head gasket and the head were the same as the E15ET, with better air flow than the NA heads.

Applications:

  • Nissan Ninja Turbo (1987)
  • Nissan Hikari Turbo (Sunny B12 Coupé, 1988-1989)

See also

References

{{reflist}}

{{Nissan}}

{{DEFAULTSORT:Nissan E Engine}}

E

Category:Gasoline engines by model

Category:Straight-four engines