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Nissan E15ET Specifications
| Engine Model: Nissan E15ET |
| Engine Type: 4-cycle inline 4-cylinder OHV 8-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 90.8 cu.in (1.48 L) |
| Rated Engine Power: 113-120 Hp (84-89 kW) at 5600 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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| General Technical Data |
The Nissan E15ET is a 1.5-liter inline-four turbocharged gasoline engine from the Nissan E-series family, produced during the 1980s. It is a turbocharged evolution of the naturally aspirated E15 and E15S engines, designed to offer stronger performance, improved torque delivery, and enhanced drivability while retaining the compact size, simplicity, and durability of the E-series architecture.
The E15ET powered various Nissan and Datsun
compact vehicles—most notably the Nissan Pulsar/Cherry N12
Turbo—becoming well-known for its lively character, reliable operation,
and low boost turbo setup that provided significant performance gains
without sacrificing durability.
The E15ET is an overhead-valve (OHV) engine with a cast-iron block and
aluminum cylinder head, single camshaft, pushrod-operated valvetrain,
multi-point fuel injection, and a compact turbocharger. Despite its
relatively simple mechanical layout, the E15ET delivered strong power
and torque for its era, thanks to boosted induction and electronically
controlled fuel delivery. With proper maintenance and careful operation,
the E15ET offers long service life and remains popular among enthusiasts
for its tunability, mechanical robustness, and characterful turbo
response.
The Nissan E15ET is a four-stroke, inline-four, water-cooled gasoline
engine with a displacement of 1488 cc or approximately 90.8 cubic
inches. It has a bore of 76.0 mm (2.99 inches) and a stroke of 82.0 mm
(3.23 inches). The long-stroke configuration enhances low- to mid-range
torque while the turbocharger increases overall output. The compression
ratio is typically 7.4:1 to 7.8:1 depending on market and production
year, optimized for low boost pressure and reliable operation on
available fuels of the time.
Maximum power output is approximately 113 to 120 horsepower (84 to 89
kW) at around 5600 rpm. Maximum torque is roughly 150 to 160 Nm (111 to
118 lb-ft) at approximately 3600 rpm. The firing order is 1-3-4-2. Idle
speed is generally around 750 ± 50 rpm. The rev limiter is typically
near 6500 rpm, although the OHV valvetrain and turbocharger
characteristics make the engine most efficient below 6000 rpm.
The engine block is cast iron, designed for durability, rigidity, and
resistance to thermal distortion. The cylinders are integrated into the
block casting. The crankshaft is forged steel and supported by five main
bearings, ensuring smooth rotation and long service life. The connecting
rods are forged steel, designed to handle the increased loads of
turbocharged operation. Pistons are aluminum alloy with reinforced
crowns and thicker ring lands to withstand higher cylinder pressures.
Rings include two compression rings and one oil-control ring.
The bottom end of the E15ET is known for its strength relative to
displacement. The conservative compression ratio and low boost levels
ensure reliable operation with minimal mechanical stress. The oil pump
is driven by the camshaft, and internal oil galleries provide
lubrication to the main bearings, rod journals, camshaft bearings, and
valvetrain components.
The cylinder head is cast aluminum alloy and contains two valves per
cylinder—one intake, one exhaust—for a total of eight valves. The
valvetrain uses an overhead-valve (OHV) configuration with pushrods and
rocker arms actuated by a camshaft located inside the engine block. This
layout is mechanically simple and durable but limits high-rpm breathing
compared with OHC designs.
Valve clearances must be adjusted manually due to the mechanical tappet
arrangement. Typical cold valve clearances are around 0.25 mm (0.010
inches) for intake valves and 0.30 mm (0.012 inches) for exhaust valves.
The combustion chambers are wedge-shaped and designed to promote
efficient combustion under boosted conditions. Multi-point fuel
injection allows more precise control of mixture distribution compared
with the carbureted E15 variants.
| Fuel System |
The E15ET uses an electronic multi-point fuel injection system controlled by an ECU. An electric in-tank fuel pump supplies fuel through a high-pressure line to a fuel rail feeding solenoid-type injectors. Fuel pressure is maintained around 300 kPa (43 psi) by a vacuum-referenced regulator.
The ECU controls injector pulse width based on input from the air flow
meter, throttle position sensor, coolant temperature sensor, intake air
temperature sensor, oxygen sensor, and crank angle sensor.
The E15ET was one of the early Nissan engines to combine MPI fuel
delivery with turbocharging in a compact platform. Recommended fuel is
unleaded gasoline with an octane rating of at least 95 RON (91 AKI).
Fuel filter replacement is recommended every 30,000 to 40,000 km (18,000
to 25,000 miles).
| Lubrication System |
The lubrication system is a full-pressure, wet-sump design. A gear-type
oil pump draws oil from the sump and pumps it through a full-flow
spin-on filter. Oil is routed to the crankshaft bearings, rod journals,
camshaft bearings, rocker arms, and turbocharger bearings. Oil jets
lubricate the piston skirts and help dissipate heat generated during
turbocharged operation.
Total oil capacity is approximately 3.5 liters (3.7 US quarts, 3.1
imperial quarts). Recommended oil viscosity is SAE 10W-30 or 10W-40,
with more frequent oil changes recommended for turbocharged engines. Oil
pressure at 3000 rpm is typically 350 to 450 kPa (50 to 65 psi), while
idle pressure should remain above 70 kPa (10 psi).
| Cooling System |
The cooling system uses a belt-driven centrifugal water pump to
circulate coolant through the block, cylinder head, radiator, and heater
core. The thermostat begins to open at approximately 82°C (180°F) and is
fully open at around 95°C (203°F). Cooling system capacity is roughly
6.0 liters (6.3 US quarts). A cross-flow aluminum radiator and electric
cooling fan maintain stable operating temperature.
Turbocharged engines generate additional heat, so cooling system
integrity is crucial. Coolant should be replaced every 40,000 km (25,000
miles). A coolant temperature sensor provides data to the ECU for fuel
mixture and ignition corrections.
| Intake and Exhaust Systems |
0The intake system includes an air filter housing, air flow meter, intake ducting, throttle body, and aluminum intake manifold. A resonator reduces induction noise. The exhaust manifold is cast iron with an integrated turbocharger mounting flange. The downpipe routes exhaust gases from the turbine housing to the catalytic converter and exhaust system. The exhaust system includes an oxygen sensor for closed-loop fuel control.
| Ignition and Electrical System |
0The ignition system uses a distributor containing an internal crank angle sensor. The ECU controls ignition advance based on rpm, load, coolant temperature, and intake air temperature. A single ignition coil provides spark energy to the distributor cap. Spark plugs are typically NGK BPR6ES or equivalent, gapped to approximately 1.0 mm (0.039 inches). The alternator produces 55 to 70 amperes depending on vehicle application. The starter motor is a reduction-gear type for quick and reliable starting.
| Turbocharging System |
The E15ET is equipped with a small turbocharger—typically a Garrett T2 or equivalent—with a wastegate controlled by a pneumatic actuator. Boost pressure ranges from approximately 0.45 to 0.55 bar (6.5 to 8 psi) depending on model year and market.
The turbocharger is oil-lubricated from the main lubrication circuit.
The exhaust manifold is cast iron with a turbo flange integrated into
its design. The intake system includes a draw-through or blow-through
arrangement depending on variant, with a compact intake air ducting
layout.
Most versions do not have an intercooler, meaning intake temperatures
rise under sustained boost; however, the low boost pressure helps manage
detonation risk. The turbocharger provides a noticeable torque increase
from low to mid rpm, and spool-up occurs quickly due to the small
turbine size.
| Dimensions and Weight |
The E15ET engine is compact and lightweight, suitable for small front-wheel-drive vehicles. Approximate dimensions: length 610 mm (24.0 inches), width 520 mm (20.5 inches), height 650 mm (25.6 inches). Dry weight is approximately 115 to 125 kg (254 to 276 lbs) depending on accessories.
| Maintenance Data |
Oil and filter changes every 5000 to 7500 km (3000 to 4500 miles). Air filter replacement every 20,000 km (12,000 miles). Fuel filter replacement every 30,000 km (18,000 miles). Spark plug replacement every 20,000 to 30,000 km. Valve lash inspection every 20,000 km.
Coolant replacement every 40,000 km. Turbocharger inspection at each major service. Timing belt replacement every 100,000 km (60,000 miles). Compression pressure should be 1200 to 1400 kPa (174 to 203 psi) with no more than 100 kPa (15 psi) variation.0
| Tightening Torques |
Cylinder head bolts: 88 Nm (65 lb-ft).
Main bearing cap bolts: 78 Nm (58 lb-ft).
Connecting rod bolts: 44 Nm (33 lb-ft).
Rocker shaft bolts: 25 Nm (18 lb-ft).
Spark plugs: 20 Nm (15 lb-ft).
Oil drain plug: 35 Nm (26 lb-ft).
Flywheel bolts: 88 Nm (65 lb-ft).
Turbocharger mounting nuts: 35 Nm (26 lb-ft).
Intake manifold bolts: 25 Nm (18 lb-ft).
Exhaust manifold bolts: 35 Nm (26 lb-ft).
| Vehicle Applications |
Primary applications of the Nissan E15ET include the Nissan Pulsar/Cherry N12 Turbo and related compact models. In these lightweight vehicles, the engine delivers strong performance, excellent responsiveness, and a sporty driving character.
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