The NissanE 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 and was produced from 1981 through the early nineties.
First series
The first E-series of engines was one of Nissan's earliest homegrown designs. 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 from a bore and stroke. Output is. This E series was produced from 1958 through the late 1960s. The first version produced and from a single carburetor. A later E-1 version added dual carbs and better cam timing for and. Applications:
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 from a 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:
The E10 produces at 6000 rpm, with maximum torque of at 4000 rpm and a 9.0:1 compression ratio. The double- barrel carbureted E10S produces. 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. Some E10 engines have been known to rev as high as 8000 rpm, however performance valve springs and oil pump have been used. While Nissan tested the E10 engines output on a dynamometer to get the power figured stated, their results were capped at 6500 rpm, and it was said at this speed the power curve was still climbing.
E13
The E13 displaces from. The E13 produces, while the twin-carb E13S produces, JIS in the Japanese market. The numbers have changed considerably, depending on when and where the engines were sold. Applications:
The E15 displaces from. 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
The E16 is a engine produced from 1982 through 1988. It has a bore and stroke and produces in the "S" variant and in the "i" variant. 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". Applications:
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 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 at almost. 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:
