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Nissan CR14DE Specifications
| Engine Model: Nissan CR14DE |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve CVTC liquid-cooled gasoline |
| Total Displacement: 84.6 cu.in (1.39 L) |
| Rated Engine Power: 88-98 Hp (65-72 kW) at 5600 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
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| General Technical Data |
The Nissan CR14DE is a 1.4-liter inline-four gasoline engine developed as part of Nissan’s CR-series of modern compact powerplants. Introduced in the early 2000s, it served primarily in the Nissan Micra (March) K12 and in several regional Nissan compact models. The CR14DE was designed to deliver excellent fuel economy, low emissions, quiet operation, and strong reliability in daily-driven urban vehicles.
With an aluminum block and head, dual overhead
camshafts, sixteen valves, variable valve timing on the intake camshaft,
and multi-point fuel injection, the CR14DE is a sophisticated yet
extremely durable small engine. It offers smooth operation, stable idle,
good mid-range torque, and high efficiency, making it well suited to the
demands of modern compact cars.
Compared to its predecessors in the CG-series, the CR14DE introduced
improved airflow characteristics, reduced internal friction, a lighter
rotating assembly, and enhanced combustion chamber design. It was built
to meet increasingly stringent emissions standards while maintaining
long-term durability. Thanks to its fine balance of refinement,
efficiency, and reliability, the CR14DE remains a respected engine in
Nissan’s lineup of compact four-cylinder engines.
The Nissan CR14DE is a water-cooled, inline-four gasoline engine with
dual overhead camshafts (DOHC) and sixteen valves. Total displacement is
1386 cc, or approximately 84.6 cubic inches. The engine employs a bore
of 73.0 mm (2.87 inches) and a stroke of 82.8 mm (3.26 inches),
producing a long-stroke configuration optimized for low- and mid-range
torque and efficient combustion.
The compression ratio is typically 9.8:1,
depending on model year and calibration. Maximum power output ranges
from approximately 88 to 98 Hp (65 to 72 kW, 87 to 97 bhp) at around
5600 rpm. Maximum torque is generally between 125 and 134 Nm (92 to 99
lb-ft) at roughly 3200 to 3600 rpm. Idle speed is typically programmed
at 750 ± 50 rpm. The firing order is 1-3-4-2.
The engine block is cast aluminum alloy with thin cast-iron cylinder
liners to reduce weight while maintaining durability. The crankshaft is
forged steel with five main bearings, ensuring smooth rotation across
all engine speeds. Connecting rods are lightweight forged steel,
engineered for reduced reciprocating mass. Pistons are aluminum alloy
with molybdenum-coated skirts designed for reduced friction and improved
warm-up characteristics. Piston ring configuration includes two
compression rings and one oil-control ring.
The cylinder head is aluminum alloy, housing two overhead camshafts
operating four valves per cylinder. The valvetrain uses bucket-over-shim
tappets for valve actuation, ensuring stability and durability at high
rpm. Intake valve diameter is approximately 28 mm (1.10 inches), and
exhaust valve diameter is about 23 mm (0.91 inches). The combustion
chambers utilize a compact pent-roof layout with optimized squish areas
to improve fuel-air mixing and combustion efficiency.
The intake camshaft incorporates Nissan’s Continuously Variable Valve
Timing Control System (CVTC), which hydraulically adjusts camshaft
phasing based on engine load, speed, and operating conditions. CVTC
enhances torque delivery, fuel economy, and emissions performance.
The camshafts are driven by a silent roller-chain timing assembly equipped with an automatic hydraulic tensioner to ensure consistent chain tension and long service life. Valve clearance inspection is rarely required due to the stable shim-over-bucket design, but should be checked at extended service intervals.
| Fuel System |
The CR14DE uses sequential multi-point electronic fuel injection (MPI). A high-pressure, in-tank electric fuel pump supplies fuel to a stainless-steel fuel rail at approximately 350 kPa (51 psi). Each cylinder receives fuel via an electronically controlled injector mounted in the intake manifold near the intake ports.
The ECU regulates injector pulse width based on input signals from the
mass air flow (MAF) sensor, throttle position sensor (TPS), coolant
temperature sensor, oxygen sensors, intake air temperature sensor,
camshaft position sensor, and crankshaft position sensor.
The throttle body is electronically actuated on later models and
cable-operated on early models. The system operates in closed loop
during normal driving to maintain optimal air-fuel ratios and emissions
control. Recommended fuel is unleaded gasoline with an octane rating of
95 RON (91 AKI). Fuel filter service interval is typically 40,000 km
(25,000 miles).
| Lubrication System |
The lubrication system is a pressurized, wet-sump design using a
trochoid-type oil pump driven by the crankshaft. Oil is drawn from the
sump through a strainer, then pumped through a full-flow spin-on filter
and distributed to the main bearings, connecting rod journals, camshaft
journals, timing chain, and valvetrain components. Oil jets spray the
underside of the pistons to reduce temperatures and limit detonation
risk.
Oil capacity with filter is approximately 3.0 liters (3.2 US quarts, 2.6
imperial quarts). Recommended oil viscosity is SAE 5W-30 meeting API SM
or higher. Oil pressure at 3000 rpm typically ranges from 350 to 450 kPa
(50 to 65 psi), while idle pressure remains above 70 kPa (10 psi). Oil
and filter should be replaced every 10,000 km (6,000 miles) or annually.
| Cooling System |
The cooling system uses a belt-driven centrifugal water pump to
circulate coolant through the block, head, radiator, and heater core.
The thermostat begins to open around 82°C (180°F) and reaches full
opening at approximately 95°C (203°F). Cooling system capacity is
roughly 5.2 liters (5.5 US quarts, 4.6 imperial quarts). An aluminum
cross-flow radiator with an electric cooling fan ensures thermal
stability. The ECU controls fan operation based on coolant temperature
data.
Coolant should be replaced every two years or every 40,000 km (25,000
miles). The system includes a pressurized expansion tank, a radiator cap
rated at approximately 88 kPa (13 psi), and bypass passages for uniform
thermal distribution.
| Intake and Exhaust Systems |
The induction system consists of an air filter housing with a
replaceable dry-paper element, a plastic intake duct with resonators to
reduce noise, a mass air flow sensor, and an aluminum intake manifold
optimized for mid-range torque. CVTC assists in maintaining efficient
breathing across varying engine speeds.
The exhaust system includes a cast stainless-steel manifold feeding
directly into a catalytic converter mounted close to the engine for
rapid warm-up. Downstream oxygen sensors provide closed-loop feedback
for emissions regulation. The exhaust system is designed to minimize
backpressure while reducing noise and pollutant emissions.
| Ignition and Electrical System |
The CR14DE features a distributorless ignition system using four
individual coil-on-plug (COP) ignition modules. Spark is controlled
electronically through the ECU, which adjusts ignition timing based on
engine load, knock sensor input, rpm, and temperature. Typical spark
plug specification is NGK DILKAR6A11 or equivalent, gapped to
approximately 1.1 mm (0.043 inches). Spark plug replacement intervals
range from 20,000 to 30,000 km (12,000 to 18,000 miles), depending on
plug type.
The alternator produces between 85 and 95 amperes, and the starter motor
is a reduction-gear type for efficient cold starting. Electrical system
voltage is 12 V DC.
| Other Systems |
The engine includes an electronically controlled PCV (Positive Crankcase Ventilation) system, routing blow-by gases to the intake manifold for re-burning. EVAP (Evaporative Emission Control) prevents fuel vapor losses. The EGR (Exhaust Gas Recirculation) system is present in some variants to reduce NOx emissions. The ECU supports diagnostics similar to OBD-II, with fault codes retrievable through standard connectors.
| Dimensions and Weight |
The CR14DE engine assembly measures approximately 560 mm (22.0 inches) in length, 540 mm (21.3 inches) in width, and 630 mm (24.8 inches) in height. Dry weight ranges from 95 to 105 kg (209 to 231 lbs) depending on accessories such as the alternator, AC compressor, and intake configuration. Its compact size and low mass make it ideal for transverse front-wheel-drive installations.
| Maintenance Data |
Routine maintenance ensures long service life. Oil and filter changes every 10,000 km (6,000 miles). Air filter replacement every 20,000 km (12,000 miles). Fuel filter replacement every 40,000 km (25,000 miles). Spark plug inspection every 20,000 km. Valve clearance inspection every 80,000 to 100,000 km. Coolant replacement every 40,000 km or two years.
The timing chain requires no scheduled replacement but should be inspected at high mileage. Standard compression pressure is approximately 1,300 to 1,500 kPa (189 to 218 psi). Maximum allowable variation between cylinders is 100 kPa (15 psi).
| Tightening Torques |
Cylinder head bolts tighten to approximately 98 Nm (72 lb-ft) in staged
sequence.
Main bearing cap bolts: 50 Nm (37 lb-ft).
Connecting rod bolts: 30 Nm (22 lb-ft) plus 60 degrees.
Camshaft bearing cap bolts: 9 Nm (7 lb-ft).
Flywheel bolts: 88 Nm (65 lb-ft).
Crankshaft pulley bolt: 120 Nm (89 lb-ft).
Intake manifold bolts: 22 Nm (16 lb-ft).
Exhaust manifold nuts: 28 Nm (21 lb-ft).
Spark plugs: 18 Nm (13 lb-ft).
Drain plug: 34 Nm (25 lb-ft).
| Vehicle Applications |
Primary applications of the CR14DE include the Nissan Micra/March K12 series in global markets. It also powered select compact Nissan models depending on region, including certain Note, Cube, and Tiida/Versa derivatives in low-displacement markets. Its balance of performance, fuel economy, and reliability made it suitable for daily commuter vehicles requiring low operating costs and long service life.
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