Nissan E16 Specifications
| Engine Model: Nissan E16 |
| Engine Type: 4-cycle inline 4-cylinder OHV 8-valve liquid-cooled gasoline |
| Total Displacement: 97.5 cu.in (1.59 L) |
| Rated Engine Power: 69-80 Hp (51-58 kW) at 5000 rpm |
| Fuel System Type: Single-barrel or twin-barrel downdraft carburetor |
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The Nissan E16 engine is a 1.6-liter,
inline-four, four-stroke, water-cooled gasoline engine from Nissan’s
E-series lineup. Introduced in the early 1980s, it powered compact
models such as the Nissan Sunny, Sentra, Pulsar, and Cherry across
global markets. Known for durability, mechanical simplicity, and low
maintenance costs, the E16 was engineered during a period where
reliability and ease of service were valued over performance.
The engine features a cast-iron block, an aluminum overhead-valve (OHV)
cylinder head actuated by a pushrod valvetrain, and a carburetor-based
fuel system with mechanical ignition. The E16 delivered adequate torque
for everyday urban driving and proved capable of achieving long service
life in markets where routine maintenance intervals were inconsistent.
Its rugged construction and straightforward architecture made it
especially popular in commercial and taxi applications.
The Nissan E16 is a four-stroke inline-four gasoline engine with a
displacement of 1,597 cc (97.5 cubic inches). The bore is 76.0 mm (2.99
inches), and the stroke is 88.0 mm (3.46 inches), giving the engine a
long-stroke configuration that favors low-end torque and smooth
operation. The compression ratio is approximately 9.0:1 depending on
market configuration.
Power output typically ranges from 69–80
horsepower at around 5,000 rpm. Maximum torque is approximately 83–88
lb-ft (112–119 Nm) at around 2,800–3,200 rpm. Idle speed specification
is generally 700 ± 50 rpm. The firing order is 1–3–4–2. The valvetrain
uses a camshaft located in the block, operating valves through pushrods
and rocker arms.
The engine block is cast iron for rigidity and long-term wear
resistance. Five main bearings support the forged-steel crankshaft.
Pistons are cast aluminum with two compression rings and one oil-control
ring. Connecting rods are forged steel with bushed small ends. The
bottom-end architecture is engineered to support continuous use in
commuter-duty cycles.
The aluminum cylinder head uses an overhead-valve layout with two valves
per cylinder. The camshaft is gear-driven from the crankshaft and
operates valves through hardened pushrods. Rocker arms incorporate
adjustable lash screws, allowing precise manual adjustment during major
service intervals.
Combustion chambers are wedge-type, providing
good turbulence and complete burn characteristics. Hardened valve seats
prolong service life, especially under high-temperature operating
conditions. Port design emphasizes steady mixture velocity and
drivability rather than high-rpm airflow.
The E16 uses a simple and reliable carburetor-based fuel system.
Depending on production year and emissions
requirements, the engine may use:
– Single-barrel carburetor
– Two-stage progressive carburetor
– Electronic-feedback carburetor with O2-sensor control
The mechanical diaphragm fuel pump delivers fuel at approximately 3–5
psi to the carburetor. Circuits include idle, main, secondary, choke
(manual, thermal, or electric), and an accelerator pump for throttle
response.
Feedback-carburetor systems include:
– Oxygen sensor
– Mixture-control solenoid
– Coolant-temperature switch
– Throttle-position switch
The system is simple to maintain and offers predictable performance.
Proper tuning ensures stable idle, acceptable emissions, and smooth
acceleration.
The lubrication system is a full-pressure wet-sump design using a
crankshaft-driven trochoid oil pump. Oil is delivered through a spin-on
full-flow oil filter and distributed to main bearings, rod bearings,
camshaft bearings, and rocker arms via internal galleries. Pushrods
deliver oil to the top-end assembly.
– Oil capacity: approx. 3.5 liters (3.7 US quarts)
– Oil pressure: approx. 45–55 psi at 3,000 rpm; approx. 10–15 psi at
idle
– Recommended oil viscosity: SAE 10W-30 or 10W-40
Regular oil and filter changes are essential for maintaining longevity,
particularly in warm climates where thermal loading is higher.
The E16 uses a liquid cooling system with a belt-driven centrifugal
water pump. Coolant flows through passages in the cast-iron block and
aluminum head, radiator, thermostat housing, and heater core.
– Thermostat begins opening: approx. 82°C (180°F)
– Fully open: approx. 95°C (203°F)
– Cooling capacity: approx. 5.5–6.0 liters (5.8–6.3 US quarts)
– Radiator cap pressure: approx. 13 psi
Radiators are aluminum-core or copper-brass depending on region. Some
models use engine-driven fans; others include electric auxiliary fans.
| Intake and Exhaust Systems |
The induction system includes:
– Air-cleaner housing
– Replaceable paper element
– Intake snorkel
– Hot-air valve assembly
The intake manifold is cast iron or aluminum depending on year. The
exhaust manifold is cast iron for thermal endurance and simplicity.
Emissions-controlled versions include:
– Oxygen sensor (feedback carburetor models)
– EGR valve
– Catalytic converter
The exhaust layout prioritizes durability and moderate backpressure to
support low-end torque.
| Ignition and Electrical System |
Ignition is handled by a distributor-based
system consisting of:
– Mechanical centrifugal advance
– Vacuum-advance mechanism
– Electronic ignition module (later models)
– Single ignition coil
– High-tension spark-plug leads
Spark-plug gap is 0.8–1.0 mm (0.031–0.039 inches). The ignition timing
is commonly set between 8–12 degrees BTDC at idle with the vacuum line
disconnected. The charging system uses a 12-volt alternator rated 50–60
amperes. The starter is a reduction-gear type offering reliable
cold-start capability.
– Length: approx. 580–620 mm (22.8–24.4 inches)
– Width: approx. 560 mm (22.0 inches)
– Height: approx. 650 mm (25.6 inches)
Dry weight: 125–135 kg (275–298 lbs) depending on accessories
Routine maintenance ensures long-term
reliability:
– Oil and filter replacement: every 5,000 km (3,000 miles)
– Air-filter replacement: every 20,000 km (12,000 miles)
– Fuel-filter replacement: every 20,000–30,000 km
– Spark-plug replacement: every 20,000–30,000 km
– Valve-lash adjustment: every major service interval
– Ignition timing: check and adjust during tune-ups
– Carburetor cleaning and tuning: as required
– Coolant replacement: every 2 years
Compression pressure for a healthy E16 engine is approx. 150–170 psi,
with less than 10 percent variance between cylinders. Idle speed should
remain stable at approx. 700 rpm.
– Cylinder-head bolts: 65–75 lb-ft (88–102 Nm)
– Main-bearing-cap bolts: 55–65 lb-ft (75–88 Nm)
– Connecting-rod bolts: 30–35 lb-ft (40–48 Nm)
– Flywheel bolts: 70–80 lb-ft (95–108 Nm)
– Intake-manifold bolts: 16–18 lb-ft (22–25 Nm)
– Exhaust-manifold nuts: 20–25 lb-ft (27–34 Nm)
– Spark plugs: 13 lb-ft (18 Nm)
– Oil-drain plug: 25–30 lb-ft (34–40 Nm)
The Nissan E16 engine was used in:
– Nissan Sunny B11
– Nissan Sunny/Sentra B12
– Nissan Pulsar/Cherry N12
– Regional compact sedans and hatchbacks
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