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Nissan GA engine

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Template:Single source Template:Infobox automobile engine

The GA engine is a 1.3 to 1.6 L inline-four piston engine from Nissan. It has a cast-iron block and an aluminum head. There are SOHC and DOHC versions, 8, 12, and 16 valve versions, carbureted, single-point, and multi-point injected versions, and versions with variable valve timing (GA16DE). The GA was produced from August 1987 through 2013. Since 1998, it was only available from Mexico in the B13.

In the code of the engine, the first two initials indicate engine class, the two numbers indicate engine displacement (in decilitres), the last two initials indicate cylinder-head style and induction type (D=DOHC, S=carburetor, E=injection). In the case of a single-initial suffix, the initial indicates induction type.

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GA13Edit

GA13SEdit

The GA13S is a SOHC Template:Convert engine, carbureted, with 12 valves.

GA13DSEdit

The GA13DS is a DOHC Template:Convert engine with a carburetor. It produces Template:Convert at 6000 rpm and Template:Convert at 3600 rpm. Bore and stroke are Template:Convert.

Applications:

GA13DEEdit

The GA13DE is a Template:Convert engine with DOHC and electronic gasoline injection. Bore and stroke are Template:Convert. It produces Template:Convert at 6000 rpm and Template:Convert at 4400 rpm. It was used in the 1995-1999 Nissan Sunny.

GA14Edit

GA14SEdit

File:Nissan GA14S.jpg
GA14S, filter housing removed, showing cast rocker cover typical of GA DOHC engines.

The GA14S is a Template:Convert engine, SOHC, carbureted, with 12 valves. It produces Template:Convert at 6200 rpm and Template:Convert at 4000 rpm.Template:Cn .It was used in the B12 Sentra and the N13 Sunny/Sentra. Compression ratio is 9.4:1.

GA14DSEdit

The GA14DS is a Template:Convert 16V DOHC engine with carburetor and a 9.5:1 compression ratio. It produces Template:Convert at 6000 rpm and Template:Convert at 4000 rpm.<ref name="AR94">Template:Citation</ref> Redline is at 6500 rpm. Catalyzed models come with electronically controlled carburetors. In this version the most common problem is the air/fuel ratio solenoid in the carburetor.

Applications:

GA14DEEdit

The GA14DE is a Template:Convert 16V DOHC fuel injection engine. The bore x stroke is the same as for other GA14 family engines: Template:Convert. It produces Template:Convert at 6000 rpm and Template:Convert at 4000 rpm.<ref name="AR94"/> Redline is at 7200 rpm.

Applications:

GA15Edit

The GA15 family displaces Template:Convert engine from a bore and stroke of Template:Convert and Template:Convert respectively.

GA15SEdit

File:Nissan-GA15S.JPG
Nissan GA15S engine

The GA15S is a SOHC Template:Convert engine, carbureted, with 12 valves. It produces Template:Convert at 6000 rpm and Template:Convert at 3600 rpm.

GA15DSEdit

The GA15DS is a Template:Convert 16V DOHC engine with a carburetor. It produces Template:Convert at 6000 rpm and Template:Convert at 3600 rpm.

Applications:

GA15EEdit

The GA15E is a Template:Convert multi point fuel injected SOHC engine. It produces Template:Convert at 6000 rpm and Template:Convert at 4400 rpm. It was used in the Nissan Pulsar, including such models as the 1988 X1-E Milano (JDM).

GA15DEEdit

The GA15DE is a Template:Convert engine with DOHC 16-valves (4 per cylinder) and electronic multi-point fuel injection. It was introduced in December 1993 and uses Nissan's ECCS engine control system admission. In Japanese market passenger car specification it produces Template:Convert at 6000 rpm and Template:Convert at 4000 rpm. Commercial vehicle-spec engines (AD Van) produce Template:Convert at 6000 rpm and Template:Convert at 4000 rpm.

Applications:

GA16Edit

GA16SEdit

The GA16S is a Template:Convert SOHC engine with a bore and stroke of Template:Convert. The GA16S has twelve valves, solid valve rockers, and is fitted with a carburetor. It produces Template:Convert (without a catalyst). For some markets, such as South Africa, there was also an eight-valve version which produces Template:Convert at 5500 rpm.<ref name=TAM90>Template:Cite book</ref> In the New Zealand market N13 Sentra, it produces Template:Convert at 6000 rpm and Template:Convert at 3200 rpm, with a compression ratio of 9.4:1.

GA16DSEdit

The GA16DS is a Template:Convert carbureted only engine with a 16-valve DOHC head. Models equipped with a catalyst use the electronically controlled carburetor. It produces between Template:Convert and Template:Convert. Without catalyst produces Template:Convert.

Applications

This engine was also fitted to the Nissan Sunny B13 from Japan, called the EX Saloon.

GA16iEdit

The GA16i is a Template:Convert throttle-body fuel-injected engine produced from August 1987 through June 1990, which produces Template:Convert. It is a single-cam, 12-valve design, with manually adjustable rocker arms. 1989 and 1990 North-American market Sentras and European N13 Sunnys received the hydraulic-rocker version which produced Template:Convert and Template:Convert of torque.

Applications:

GA16EEdit

The GA16E is a Template:Convert multi-point fuel injected SOHC engine. It produces Template:Convert.

GA16DEEdit

File:Nissan GA16DE.jpg
GA16DE with NVCS, showing plastic valve cover typical of second-generation GA16DE engines. The bulge on left covers NVCS mechanism. The top of non-siamesed exhaust manifold just visible.

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}}

The GA16DE is a Template:Convert engine produced from November 1990 through 1999. All GA16DEs have 16 valves and a DOHC head. There are three versions: the North-American first-generation (1991–1994) NVCS (VTC), which produces Template:Convert at 6000 rpm and Template:Convert at 4000 rpm, the North-American second-generation (1995-1999) NVCS (VTC), which produces Template:Convert at 6000 rpm and Template:Convert at 4000 rpm, and a European non-NVCS (VTC) version which makes Template:Convert.

The two variants of the North American NVCS engine are distinguished as such: in addition to differences in the intake manifolds and (resultantly) the heads, earlier motors used pistons with two compression rings and a single oil ring and put out five less horsepower, while later GA16DEs have a single compression ring and a single oil ring. Some engines have siamesed exhaust manifolds, while others keep the exhausts separated until the catalytic converter.

The GA16DE shares its block and crankshaft with the GA16i; however, their timing chain covers, connecting rods and pistons are different. Despite this, it is possible to interchange connecting-rod/piston assemblies between the GA16i and GA16DE with no damage to the valve-train.

Earlier ECUs contained the fuel & ignition maps on a discrete ROM microcontroller, making retuning relatively easy. Later ECUs integrated the maps onto a larger, more integrated microcontroller's firmware, making retuning require the use of a daughterboard.

Applications:

GA16DNEEdit

File:Nissan ga16dne engine.jpg
GA16DNE, front (Super Touring Sentra)

The GA16DNE is a Mexican-specification Template:Convert engine, which produces Template:Convert. The main differences between the DE and DNE are no NVCS (VTC) and no ECCS plenum. The DNE has a vertical throttle body with an MAF inside; the air filter is diagonally oriented in its air filter housing. Since 2003, the DNE comes with a new ECU and 3 oxygen sensors.

The "N" in its nomenclature stands for "New EGI" (emission system), since this engine does not have an EGR system like the GA16DE. Other Nissan engines with the "N" nomenclature are natural gas powered.

Applications:

See alsoEdit

ReferencesEdit

Template:Reflist

External linksEdit

Template:Nissan

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