Nissan A10 Specifications
| Engine Model: Nissan A10 |
| Engine Type: 4-cycle inline 4-cylinder OHV liquid-cooled gasoline |
| Total Displacement: 60.3 cu.in (0.98 L) |
| Rated Engine Power: 55-62 Hp (41-46 kW) at 6000 rpm |
| Fuel System Type: Single-barrel downdraft carburetor |
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The Nissan A10 engine is the
smallest-displacement member of Nissan’s A-series engine family, which
also includes the A12, A12A, A13, A14, and A15. Introduced in the late
1960s, the A10 was engineered as a compact, lightweight, fuel-efficient,
and extremely durable powerplant for Nissan’s smallest passenger cars.
Most commonly associated with the Datsun 1000 (B10 series) and certain
export-market E10 Cherry/F10 models, the A10 established the legendary
reliability that would define the entire A-series engine line for
decades.
The engine is a simple and robust overhead-valve (OHV) design featuring
a cast-iron block, an aluminum cylinder head, pushrod valvetrain, and
gear-driven camshaft. Its architecture prioritizes durability and
minimal maintenance requirements. Fuel is supplied by a single downdraft
carburetor, and the ignition system is mechanically controlled via a
distributor. The A10’s low fuel consumption, low emissions relative to
its era, compact size, and smooth drivability made it ideal for small,
lightweight vehicles.
Although not designed for high performance, the A10 is well known for
its ability to withstand long service intervals, demanding driving
conditions, and repeated rebuilds. It remained in production for only a
limited time before being superseded by the more powerful A12, yet it
remains historically significant as the origin of the A-series
architecture.
The Nissan A10 is a water-cooled, inline-four, naturally aspirated
gasoline engine with a displacement of 988 cc, equal to 60.3 cubic
inches. Bore is 73.0 mm (2.87 inches), and stroke is 59.0 mm (2.32
inches). This oversquare configuration allows the A10 to rev smoothly
and develop useful torque despite its small displacement.
Compression ratio varies depending on
market:
- 9.0:1 for early versions
- 9.5:1 for later emissions-compliant versions
Power output ranges from 55 to 62 horsepower (41–46 kW) at approximately
6000 rpm. Torque output ranges from 55 to 58 lb-ft (75–79 Nm) at
approximately 3600–3800 rpm. The firing order is 1-3-4-2. Idle speed is
typically specified between 650 and 800 rpm depending on emissions
requirements and carburetor type.
The A10 engine block is cast iron, providing excellent rigidity and
long-term wear resistance. Cylinder walls are thick enough to allow
multiple overbores during rebuilds, a trademark feature of the A-series
engines. The crankshaft is a forged-steel, fully counterweighted design
supported by three main bearings. Although later A-series engines use
five main bearings, the three-bearing A10 crankshaft is still remarkably
durable when properly lubricated.
The connecting rods are forged steel with strong beam sections sized to
handle high mileage and frequent stop-and-go driving. Pistons are
lightweight aluminum alloy and use a conventional three-ring pack
consisting of two compression rings and one oil-control ring. Wrist pins
are fully floating in most versions.
The A10 uses an aluminum cylinder head with wedge-type combustion
chambers. The OHV pushrod valvetrain uses a camshaft located within the
block, driven by a steel gear system rather than a timing chain.
Gear-driven camshafts are nearly maintenance-free and provide extremely
consistent valve timing throughout the engine’s lifespan.
Valves are arranged in an inline pattern
and actuated through:
- Camshaft lobes
- Solid mechanical lifters
- Steel pushrods
- Rocker arms
Valve sizes vary slightly depending on
market:
- Intake valves: approx. 30–32 mm (1.18–1.26 in)
- Exhaust valves: approx. 27–28 mm (1.06–1.10 in)
Valve lash adjustment is required
periodically. Cold clearances:
- Intake: 0.30–0.35 mm (0.012–0.014 in)
- Exhaust: 0.35–0.40 mm (0.014–0.016 in)
The A10 uses a single downdraft carburetor, generally a Hitachi unit,
depending on production year. Some markets also received Nikki or Aisan
carburetors. The simple carbureted system offers excellent reliability
and is easy to rebuild.
Fuel system components include:
- Mechanical fuel pump mounted on the engine block
- Inline replaceable paper fuel filter
- Float-bowl with needle valve
- Main, idle, and power jet circuits
- Accelerator pump for throttle response
- Manual or automatic choke depending on vehicle model
Fuel pressure is low, 2.5–4.0 psi. Carburetor tuning strongly influences
drivability, idle quality, and emissions performance.
The A10 features a full-pressure lubrication system driven by a
gear-type oil pump. Oil passages deliver lubrication to the crankshaft
bearings, connecting rod bearings, camshaft bearings, and rocker shaft
assembly. Pushrods carry oil upward to lubricate rocker arms and valve
stems.
Oil capacity:2.9–3.1 liters (3.0–3.3 U.S. quarts) including filter
Recommended oil viscosity: SAE 10W-30, 10W-40, or 20W-50 depending on
climate and engine wear
Oil pressure:
- 3000 rpm: 350–450 kPa (50–65 psi)
- Idle: >70 kPa (>10 psi)
Cooling is provided by a belt-driven centrifugal water pump. Coolant
flows through the block, head, radiator, and heater core. A conventional
wax-pellet thermostat controls flow.
Thermostat characteristics:
- Opening temperature approx. 82°C (180°F)
- Fully open approx. 95°C (203°F)
Cooling system capacity:
- Approx. 5.2–5.8 liters (5.5–6.1 U.S. quarts)
Most early A10 vehicles use a mechanically driven radiator fan; later
versions may use an electrically assisted fan depending on model.
| Intake and Exhaust Systems |
The A10 induction system consists of:
- A dry-paper air filter element
- Steel or plastic air cleaner housing
- Cast-aluminum intake manifold
Exhaust system components include:
- Cast-iron manifold with two-into-one outlet
- Downpipe and catalytic converter (in later markets)
Motorsport versions sometimes used tubular headers.
| Ignition and Electrical System |
Ignition is provided by a mechanically timed distributor mounted on the
block.
Depending on production year:
- Early versions use breaker points and condenser
- Later versions use electronic ignition modules
Distributor features:
- Mechanical centrifugal advance
- Vacuum advance diaphragm
Spark plug type: NGK B5ES or B6ES (hotter or colder depending on market)
Spark plug gap: 0.8 mm (0.031 in)
Electrical charging is provided by a belt-driven alternator rated
between 25 and 35 amps in early versions, and up to 40 amps in later
versions.
Depending on market and emissions
requirements, A10 engines may include:
- PCV (positive crankcase ventilation)
- EGR valve (later models)
- Carbon canister for evaporative emissions
- Anti-dieseling solenoid on carburetor
- Thermostatic vacuum switching valves
- Length: 520–540 mm (20.5–21.3 in)
- Width: 500–520 mm (19.7–20.5 in)
- Height: 580–620 mm (22.8–24.4 in)
Dry weight: 85–95 kg (187–209 lb) depending on accessories
Recommended maintenance intervals:
- Oil and filter: every 5000–8000 km (3000–5000 miles)
- Spark plugs: every 10,000–15,000 km
- Valve lash adjustment: every 20,000 km
- Fuel filter: every 20,000–30,000 km
- Air filter: every 20,000 km
- Coolant: every 40,000 km or 2 years
- Ignition points (if equipped): every 10,000 km
- Compression (healthy engine): 145–165 psi (1000–1138 kPa) with <10%
variance
- Cylinder head bolts: 88–98 Nm (65–72 lb-ft)
- Main bearing caps: 60–70 Nm (44–52 lb-ft)
- Connecting rod bolts: 40–45 Nm (30–33 lb-ft)
- Flywheel bolts: 85–90 Nm (63–66 lb-ft)
- Crankshaft pulley bolt: 120 Nm (89 lb-ft)
- Intake manifold bolts: 20–22 Nm (15–16 lb-ft)
- Exhaust manifold nuts: 25–30 Nm (18–22 lb-ft)
- Spark plugs: 18 Nm (13 lb-ft)
- Oil drain plug: 34 Nm (25 lb-ft)
The Nissan A10 engine powered:
- 1966–1970 Datsun 1000 (B10 series)
- Nissan Cherry E10 (base models in some regions)
- Export-market early Nissan F10/Cherry versions
- Early small Nissan commercial utility vehicles
- Industrial equipment in certain countries
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