The Nissan A series of internal combustiongasoline engines have been used in Datsun, Nissan and Premier brand vehicles. Displacements of this four-stroke engine family ranged from 1.0-liter to 1.5-liter and have been produced from 1967 to the present. It is a small-displacement four-cylinder straight engine. It uses a lightweight cast iron block and an aluminumcylinder head, with overhead valves actuated by pushrods.
The Nissan A engine design is a refined, quiet and durable gasoline engine. It appears to be a modern replacement of the earlier iron-headed Nissan E engine and is of similar dimensions. The 1960s E series was an all-new design from newly acquired Aichi Kokuki, and integrated Nissan's improvements to the BMC A-Series engine design of the 1950s (Nissan was a licensee of Austin Motor Company technology), mainly comprising changing the camshaft from the left side to the right side so removing the intrusion of the pushrods from the porting allowing 8 individual ports instead of 5 originally, and moving the oil pump from the rear of the camshaft to the right side of the block. As production continued, 1974 and newer A-series engines had different block castings, with relocated motor mount bosses.
Both are the same car, the s14 Nissan 240sx/Silvia. The difference is purely in the design. The Zenki is the earlier model and features more rounded headlights, while the Kouki features sharper, aggressive headlights. Mechanically, there is little, if any, difference at all between the two. Both are equally great for drifting and tuning.
- 2A12 (1200): further refinements
A10: the first A-series engine[edit]
The A10 is a 1.0-liter (988 cc) engine, released in September 1966 in the 1967 model yearDatsun 1000. The A10 featured a three main bearing crankshaft. Bore was 73 mm and stroke was 59 mm (same as the Nissan C engine). With a two-barrel Hitachicarburetor and an 8.5 to 1 compression ratio this engine produced 62 bhp (46 kW) at 6,000 rpm and 61.5 lb·ft. of torque (83 Nm). The Datsun 1000 Coupe, introduced in Sept 1968, was equipped with an uprated A10 engine boasting a free flowing dual outlet exhaust manifold with increased compression, now 9 to 1. With a revised carburetor, this engine produced 66 bhp (49 kW). Later versions of A10 produced 59 hp (SAE). A belt-driven SOHC version of the A10 was built as the E10 into the early nineties.
- Applications
- 1967–1970 Nissan Sunny B10, B20 (Datsun 1000)
- 1971–1976 Nissan Cherry E10 (Datsun 100A)
A12 (1200): further refinements[edit]
The A12 is a 1.2-liter (1,171 cc (71.5 cu in)) engine with 73 mm (2.9 in) bore, like the previous A10 engine, but stroke increased to 70 mm (2.8 in). With five main bearings on a forged steel crankshaft, the engine is extremely smooth and durable. The two-barrel (twin-choke) Hitachi carburettor was significantly improved with the addition of a power valve circuit. The A12 engine produced 70 hp (52 kW) and 70 ft⋅lb (95 N⋅m) torque.
A special version of the A12 called the 'A12 GX' engine, was available (A12GX or A12T for front-wheel drive applications). With twin Hitachi sidedraft carburetors, a longer duration camshaft and 10:1 compression ratio, it delivered 83 hp (62 kW) @6400 rpm, up 20% from standard A12 engines. The GX engine was offered in Japanese Domestic MarketNissan Sunny 1200 GX sedans and coupes. The identical specification A12T engine was offered in the front-wheel-drive Nissan Cherry X-1. [1]
An overbored version of the A12 was used in period race cars, including Nissan factory (works) racing Sunnys. Many were overbored from the original 73 mm (2.9 in) to 76.76 mm (3.022 in) using Tomei forged pistons for a displacement of 1,296 cc (79.1 cu in), while others used 76 mm (3.0 in) Datsun Competition forged pistons, for a displacement of 1,270 cc (78 cu in). These legendary engines competed in Japan's Touring Sedan (TS) class races against the 1200s archrival Toyota Starlet. [2]
Perhaps the most interesting variety of A series engines was the AY12 engine. This was a special race-only Nissan factory (works) racing version with a crossflow cylinder head.[3]
The AY12 was used in an under 1,300 cc (79 cu in)-class with a 76–76.8 mm (2.99–3.02 in) bore diameter. The intake valve was 40–41 mm (1.57–1.61 in) and exhaust valves were 33–34 mm (1.30–1.34 in). The pistons were also a special design and the valve rocker system was different from the standard A12 due to the crossflow layout.[clarification needed]
- Applications
- 1971–1973 Nissan Sunny B110, and B120 (Nissan Sunny Truck)
- 1971–1973 Nissan Cherry E10 (Datsun 120A)
- 1970 Nissan 270X concept
- 1985-2001 Premier 118NE (Fiat 124)
1974 redesign[edit]
For the 1974 model year, the A engine was modified, and all subsequent A engines use the new block style. Since there was increasing need for accessories like air conditioning, anti-pollution air pumps and the like, the distributor was moved from the front side of the engine to the middle of the block to make room for these accessories. Additionally, the motor mount positions were moved slightly. Nissan introduced its emission control technology, called NAPS (Nissan NAPS) with the redesign.
This 'new' A12 retained the same bore, stroke and most other specifications of the previous A12.
- Applications
- 1974–1978 Nissan Sunny B210 (Datsun 120Y) (not used in the US model B-210)
- 1974–1976 Nissan Cherry E10 (Datsun 120A)
- 1977.11-1982 Nissan Sunny B310 (Datsun 120Y) (not used in the US model 210)
- 1974–1995 Nissan Sunny Truck
- 1978–1982 Nissan Pulsar N10 / Nissan Cherry N10 (Datsun 120A)
- 1978–1988 Nissan Vanette (C120) – 64 PS (47 kW) at 5,400 rpm[4] (called Datsun Vanette/Nissan Sunny Vanette/Nissan Cherry Vanette, depending on dealership channel)
- Premier 118NE sedan, made by Premier in India
A12A[edit]
The A12A is a 1.2-liter (1,237 cc) engine. It used a casting similar to the A12 and same stroke, but used a 75 mm bore (up from 73 mm), for an increase of 66 cc capacity. It too was of an overhead valve design. Also used a different(stronger) conrod with a larger diameter gudgeon pin.
The A12A shared a common block and crankshaft with the redesigned A12 and A13 engines.
- Applications
- 1977.11–1980.11 Datsun Sunny B310 – 70 PS (51 kW) at 6,000 rpm[5]
- 1979–1982 'Datsun 210', USA and Canada version of Sunny B310.
- Datsun Cherry N10[6]
A13 (1974): the first tall-deck A engine[edit]
The 1974 A13 is a 1.3-liter (1288 cc) engine with 73 mm bore like the A10 and A12 above, but stroke increased to 77 mm, and compression ratio reduced to 8.5:1.
This engine features a 'tall-block' with a deck height 15 mm (0.59 inch) higher than previous A-series engines.
Applications:
- 1974 Nissan Sunny Datsun B-210 (USA and Canada)
Making this engine a 75 hp (56 kW). An important fact is that this model (B210) just existed in 1974.
A13 (1979–1982) – short-deck engine[edit]
The redesigned A13 is a 1.3-liter engine. It used the same basic block casting as the A12 and same stroke of 70 mm, but used a 76 mm bore for a displacement of 1,270 cc. This engine was also used as the basis for a number of Formula Pacific and Formula 3 race engines.
- Applications
- 1980–1982 Nissan Sunny B310
A14[edit]
The A14 is a 1.4-liter (1,397 cc) engine produced from the 1975 Model year through 2008. The bore was increased to 76 mm, up from 73 mm of previous A-series engines. Like the previous A13 engine, the A14 is a 'tall-block' variant. It was produced in various ratings from 50 Horsepower to 85 hp (63 kW).
A twin-carburetor 'GX' version of this engine (A14T) was available in some markets.
- Applications
- 1975–1978 Nissan Sunny B210 (140Y or B-210)
- 1976-1978 Nissan/Datsun F-10
- 1977.11-1982 Datsun Sunny HB310 (aka Datsun 140Y or Datsun 210)
- 1977–1982 Nissan Pulsar N10 (aka Datsun/Nissan Cherry, Datsun 310) 92 hp (JDM)
- 1977–1981 Nissan Stanza/Auster/Violet, 80 PS (JDM)[7]
- 2007 Nissan LDV 1400 (model B140). See Nissan Sunny.
- 1978–1988 Nissan Vanette (PC120) – 75 PS (55 kW) at 5,400 rpm[4] (originally only in 'Coach' passenger versions)
- Datsun Forklift models (including turbocharged variant). Replaced the A15 normally aspirated engine due to emission controls implemented in the Asian markets.
A fuel-injected version (A14E) was offered in Asian markets in the B310.
A15 – Stroker motor[edit]
The A15 is a 1.5-liter (1,487 cc) engine produced from 1979 through 1998 (and still in production in 2009 for the Malaysian built Vanette C22). The stroke was increased by 5 mm from the A14 engine to now measure 82 mm, while the bore remained 76 mm. It produces 80 hp (60 kW). It used only a different block casting number, but retained the same 'tall-block' deck height, measurements and BMEP as the A14. In the Nissan B120 Sunny 'RoadStar' truck it is capable of 49 mpg (17,3 km/L).[8]
A fuel-injected version of the A15 (A15E) was offered in Asian markets.
- Applications
- Nissan Sunny PB310 ('Datsun 210')
- Nissan Cherry F10 ('Datsun F10')
- Nissan B120 Pickup ('RoadStar' and 'SportStar') in New Zealand[8]
- 1985 – 2009 Nissan Vanette C22
- Datsun 310 N10 in United States
- Nissan forklift: Replaced the commercial J15 engine from 1974 to 1978
References[edit]
- ^Datsun 1200.com
- ^Datsun 1200.com
- ^lid=2521 Datsun 1200.com (photo)
- ^ abNissan Sunny Vanette (catalog), Nissan Motor Co, p. 19, 8101D
- ^Datsun Sunny (catalog), Nissan Motor Co, p. 29, 8053T711
- ^Costa, André & Georges-Michel Fraichard, ed. (September 1979). 'Datsun Cherry'. Salon 1979: Toutes les Voitures du Monde (in French). Paris: l'Auto Journal (14 & 15): 176.
- ^Lösch, Annamaria, ed. (1980). World Cars 1980. Pelham, NY: The Automobile Club of Italy/Herald Books. p. 368. ISBN0-910714-12-6.
- ^ abDatsun RoadStar/SportStar Options, Nissan New Zealand, retrieved 2011-02-13
- SP Workshop Manual Series No. 111: Datsun 120Y, Sunny, B210, ISBN0-85566-177-1.
- Service Manual Model A10 and A12 Engine, Nissan Motor Co. Ltd, June 1971
- Datsun Sunny B310 Japan Domestic Market parts catalog, Nissan Motor Co. Ltd, October 1983
External links[edit]
See also[edit]
Nissan 180SX | |
---|---|
Overview | |
Manufacturer | Nissan |
Production | 1989–1998 |
Body and chassis | |
Class | Sports car |
Body style | |
Platform | S13 |
Related | Nissan Silvia S13 Nissan 240SX Sileighty |
Powertrain | |
Engine | 1.8 L CA18DETI4Turbo 2.0 L SR20DE I4 2.0 L SR20DET I4 Turbo |
Transmission | 5-speed manual 4-speed automatic |
Dimensions | |
Wheelbase | 2,474 mm (97 in) |
Length | 4,521 mm (178 in) |
Width | 1,689 mm (66 in) |
Height | 1,290 mm (51 in) |
Curb weight | 1220 kg (2700 lb) |
Chronology | |
Predecessor | Nissan Gazelle S12 |
Successor | Nissan Silvia S14 |
The Nissan 180SX is a fastback automobile that was produced by Nissan Motors between 1988 and 1998. It is based on the S13 chassis from the Nissan S platform with the variants receiving an R designation (ex. RS13 and RPS13), and was sold exclusively in Japan paired with the CA18 motor in the early models; later models paired with the SR20 motor. Outside Japan it was re-badged as the 200SX[1] and in the US market as the Nissan 240SX paired with the single overhead cam KA24E motor and later with the dual-overhead model KA24DE.
- 3RS13U
- 3.1Trim level designation
- 5Specifications
Model nomenclature and markets[edit]
The 180SX was built and sold by Nissan as a sister model to the Nissan Silvia from model year 1989 through 1998, but sold at two different Japanese Nissan dealerships. The Silvia was sold at Nissan Prince Store, and the 180SX was sold at Nissan Bluebird Store locations. In Japan, the 180SX replaced the Gazelle. The S13 Silvia was discontinued in 1993, but the 180SX was successful enough to convince Nissan to keep it in the market for the full length of the next generation Silvia (S14). The 180SX differed from the S13 Silvia in that it featured pop-up headlamps and a liftgate with different body work at the rear of the vehicle. Specifications and equipment were similar; however, the naturally aspirated CA18DE engine was not offered.[2]
The name 180SX was originally in reference to the 1.8 liter displacement CA18DET engine used in the chassis. In 1991, however, the engine was upgraded to a 2.0 liter model, offered in two forms: the turbocharged SR20DET variant and the naturally aspirated SR20DE engine, which was introduced in 1996. Although the new engine was of larger displacement, the 180SX nomenclature remained.
180SX was also a trim level of the S110 Silvia in Europe. The badges for this model read 'Silvia 180SX', so this car is not properly a 180SX by model, but a version of the Silvia instead.
Other discrepancies from this standard were distributed to Micronesia and South Pacific islands, including LHD cars with 180SX badges and non-retractable headlamps.[3]
Like the Japanese 180SX SR20DET discrepancy, European, as well as South African models of the S13 chassis were called 200SX though equipped with the CA18DET engine.
In North America, It was sold as the Nissan 240SX Fastback with the KA24DE engine and various other trim differences.
In Europe the car was sold as a 200SX and only featured the CA18DET engine producing 169 PS (124 kW; 167 hp) through the rear wheels, taking it to 100 km/h (62 mph) in 7.5 seconds and onto 220 km/h.[4] The car had a facelift in 1991 with new smoother bumpers, limited slip differential, and larger brakes. This 200sx was sold between 1989 and 1994 until the change to the 200SX S14 version.
180SX generations[edit]
The 180SX came in three major iterations: first was released in 1989, the second from 1991 to 1995, and the third that ended production in December 1998. S13
The first iteration of the 180SX came in two versions called Type I (standard type) and Type II (advanced type). Nissan's HICAS II four wheel steering system was optional only on the Type II 180SX. All versions had the CA18DET engine with 175 hp. The 5-speed manual and 4-speed automatic transmissions were available in all types.
The second iteration 180SX was released in January 1991 and included several major changes from the first model. This included the SR20DET engine with 202 hp. Although the engine was larger than the previous CA18DET engine the '180SX' nomenclature remained. The brakes were enlarged and limited slip differential added. The front bumper and parts of the interior were also redesigned. Type I and Type II were once again offered with only trim differences separating the two. The 15-inch alloy wheels also changed in design from the first model. Nissan's Super HICAS four wheel steering was an option on all models as were 5-speed manual and 4-speed automatic transmissions.
The second iteration was facelifted in January 1992. Although the car largely remained visually and mechanically unchanged, an additional trim level called Type III was added. Electronic climate control and CD audio were also added as options.
An additional facelift was performed in 1994, the trim levels were renamed to Type R and Type X, with Type X being the higher of the two. Overall the car remained almost unchanged however.
A final facelift to the middle model occurred in May 1995 with the addition of a driver's side airbag and a change of alloy wheels amongst other minor details.
The final iteration was released in August 1996. It had a revised front bumper, tail lights, 15-inch wheels and interior. The mechanical and safety package received minor changes, such as the addition of a driver's side airbag, seat belt pre-tensioners, and some changes in the wiring and ECU. Three levels of 180SX were offered: Type X, Type S and Type R, with the Type S being the first 180SX to be offered without a turbocharged engine.
The Type X and Type R both shared the same 205ps (202 hp) engine and overall mechanical package however the Type R lacked many of the cosmetic additions of the Type X such as the front lip, rear spoiler, side skirts, rear valence and 15-inch alloy wheels. The Type S was powered by a naturally aspirated SR20DE engine with 140ps, but was similar in mechanical and cosmetic details to the top of the range Type X. The Type S however did not have the option of Nissan's Super HICAS four-wheel steering system like the turbocharged models did.
The Type X and Type R ceased production in October 1997 however the Type S and an additional naturally aspirated model called the Type G continued production until December 1998 when all 180SX production ceased.
RS13U[edit]
200SX RS13U | |
---|---|
Overview | |
Also called | Nissan 180SX (Japan)) |
Production | December 1988–December 1993 (prototypes from Jan '93) |
Body and chassis | |
Body style | 3-door hatchback |
Platform | Nissan S platform |
Related | Nissan Cefiro Nissan 240SX Sileighty |
Powertrain | |
Engine | 1.8 L CA18DETI4Turbo |
Transmission | 4-speed automatic 5-speed manual |
Dimensions | |
Wheelbase | 2474 mm (97.4 in) |
Length | 4521 mm (178 in) |
Width | 1689 mm (66.5 in) |
Height | 1290 mm (50.8 in) |
Curb weight | 1224 kg (2700 lb) (Automatic with air con) |
The RS13U 200SX is a fastback 3 door hatch with a body shell like the Japanese market 180SX. The notchback coupe version was never offered in the European market - though a number of Japanese Silvia have been imported privately. Like its predecessor the Nissan Silvia (R)S12 in the European market it used pop-up headlights. The RS13U 200SX was made until December 1993 but sales continued from stocks in the UK until the end of 1994. For a few months both 200SX S14 and RS13U were available.
RS13U 200SX were all powered by the CA18DET engines carried over from the end of S12 RS-X production, with an intercooler added to the CA18DET for a slight increase in stability and power. The SR20DET was never offered as it would have needed a new European type test.
The chassis with MacPherson strut front and multilink rear suspension was common to all S13 and RS13 models. The European 200SX initially had 257mm front brakes and rear disc service brakes with drum parking brakes in the rotor hubs. Later models had larger 280mm front brakes.
The European 200SX RS13U had a number of parts as standard that were Nismo optional parts in Japan. Water/oil heat exchanger. Differential oil cooler AND extended finned rear cover holding 0.6L more oil, even on models with open differential. Alloy radiator. 3.916 Final drive ratio. These were required as the RS13U 200SX has no speed limiter and any car in Europe could visit West Germany where on the Autobahn it could legally be held at very high speeds for a sustained length of time. Japanese cars are fitted with a 180 km/h, 112 mph speed limiter.
Digital climate control was not fitted to European models. HICAS rear wheel steering wasn't available. Nor was the later Japanese model's sports automatic gearbox control.
The FS5W71C gearboxes had different ratios to all other S13/S14. A key change was the layshaft gear which changed from 22/31 to 21/32, thus running the layshaft slower and at higher torque. This gearbox is considered weaker than other S13/S14 gearboxes. The front of the SR20DET gearbox with bell housing can be removed and a CA18DET bell housing fitted to allow the gearboxes to be swapped.
Trim level designation[edit]
UK[edit]
For the UK there were various trim levels but it never used GL/SL etc. that other Nissan models used.
The early models had highback sports style seats with a fixed headrest. The seats, door cards and glove box were fabric in a blue and brown stripe/flecked pattern. It had 13 hole 'tear drop' alloy wheels, which gave a lower Cd than later 7 spoke wheels. The carpets were a short loop pile in grey. A spoiler was fitted on the back of the hatch, this has an overhang to the rear.
On the introduction of the smooth bumper facelift Nissan also offered the '200SX Executive'. This doesn't appear on the car at all but only on the UK vehicle Log Book. The Executive was a locally enhanced specification produced by the UK importer AFG. At launch and as tested by the press it initially had limited slip differential, leather seats (high back seats re-trimmed in UK), leather trimmed steering wheel and gear knob, headlamp washers, air conditioning, sun roof and a multi change CD player in the boot. Some cars that were sold as Executive arrived without sunroof so a local accessory sun roof was fitted during the upgrade. It very quickly lost the CD player and the leather seats for low back seats with adjustable head rests. During the period that the Executive was sold the base model was downgraded to steel wheels. As most cars with steel wheels have had alloy wheels fitted and the grey waffle fabric trim on seats and doors was common, it's no longer easy to tell an Executive from a base model and the log book must be checked. The cabin carpet was now a long 'cut' pile in a pale blue.
When the Executive was discontinued all 200SX got the 7 spoke alloys.
Late model UK cars produced from June '93 and mainly sold in 1994 had a much higher trim level, often confused with the Executive. They had low back grey Leather seats, a slot CD player / radio and 3 CD storage drawers in the space below. The CD player also required use of a separate amplifier mounted under the CD player. The door and glove box trim was a suede like pale blue/grey Alcantara. The last European spec 200SX was made in Dec '93. Sales in the UK continued throughout '94.
West Germany[edit]
German cars had a solenoid operated variable pressure windscreen wiper. It increases wiper blade pressure at speeds over 75 mph. This was to prevent the blades lifting off the screen at high speed.
In 1989 a low back seat was introduced, headlamp aiming control was added.
Drifting[edit]
The 180SX is used in the motorsport of drifting. The 2007 D1 Grand Prix champion Masato Kawabata drives a 180SX (although he won the 2007 title in a Nissan Silvia) as does the 2007 D1 Street Legal champion Kazuya Matsukawa. Other professional drifters that have used this car as a base for their competition vehicles include Yoshinori Koguchi from Japan, Keilan Woods from the United Kingdom, Ziko Harnadi from Indonesia and many many others.
Specifications[edit]
Engine[edit]
CA18DET | SR20DE | SR20DET | |
---|---|---|---|
Aspiration | Single Turbo | Naturally Aspirated | Single Turbo |
Valvetrain | DOHC 16 valve | ||
Cylinders | 4 | ||
Displacement | 1809cc | 1998cc | |
Max Power | 129 kW (173 hp) @ 6400 rpm | 103 kW (138 hp) @ 6400 rpm | 151 kW (202 hp) @ 6000 rpm |
Max Torque | 225 N⋅m (166 lbf⋅ft) @ 4000 rpm | 178 N⋅m (131 lbf⋅ft) @ 48 00 rpm | 274 N⋅m (202 lbf⋅ft) @ 4000 rpm |
Drivetrain | Rear wheel drive | ||
Transmission | 4-speed automatic/5-speed manual |
Performance[edit]
CA18DET | SR20DE | SR20DET | |
---|---|---|---|
0–100 km/h (0–62 mph) |
| 7.7s | 6.5s |
0–400 m (0–1,312 ft) | 14.9s (Best Motoring Tests) | 17s | 14.5s |
Max speed |
|
Suspension[edit]
- Front: MacPherson strut
- Rear: Multi-link
Engine | Transmission | 1st | 2nd | 3rd | 4th | 5th | Final |
---|---|---|---|---|---|---|---|
CA18DET | Automatic | 3.027 | 1.619 | 1.000 | 0.694 | N/A | 4.363 |
Manual | 3.321 | 1.902 | 1.308 | 1.000 | 0.838 | 4.363 | |
Manual (Europe) | 3.592 | 2.057 | 1.361 | 1.000 | 0.821 | 3.916 | |
SR20DE | Manual | 3.321 | 1.902 | 1.308 | 1.000 | 0.838 | |
SR20DET | Automatic | 2.785 | 1.545 | 1.000 | 0.694 | N/A | 3.916 |
Manual | 3.321 | 1.902 | 1.308 | 1.000 | 0.759 | 4.083 |
Related vehicles[edit]
The 180SX is one of the cars based on the Nissan S platform.
The S13 platform also includes:
- Silvia - The first S13 based production car. Different body with no liftgate.
- 240SX - North American version of the 180SX. Left hand drive with a 2.4L NA engine (KA24E and KA24DE).
- Sileighty - A 180SX with S13 Silvia front end.
- 200SX - Name given to the 180SX in Europe. This name was also given to the S14 and S15 series Silvia on the Australian market.
References[edit]
- ^Nissan 200SX Model S13 Series Service Manual. Nissan Motors. 1988.
- ^'日産:NISSAN MUSEUM シルビア'. Nissan.co.jp. Archived from the original on February 9, 2009. Retrieved 2010-09-04.
- ^http://www.greatereastimports.com/leisure/180sx-vs-s13-the-difference
- ^'SILVIA / SX'. dnsf.org. Retrieved 2011-04-25.
External links[edit]
Media related to Nissan 180SX at Wikimedia Commons