Nissan H engine

This article will address the topic of Nissan H engine, which is of great relevance today. Nissan H engine has captured the attention of a wide spectrum of audiences, from experts in the field to people interested in acquiring knowledge about this topic. Throughout this reading, various perspectives and approaches related to Nissan H engine will be explored, with the aim of providing a complete and enriching overview. From its historical origin to its contemporary implications, this article seeks to offer a comprehensive view of Nissan H engine and its impact in different contexts. In addition, possible future trends will be analyzed and reflections on its development and evolution will be presented.

Nissan H engine
Overview
ManufacturerNissan Motors
Production1954-2003
Layout
ConfigurationInline-4 & Inline-6
Displacement1.5–3.0 L (1,489–2,974 cc)
Cylinder bore
  • 73 mm (2.87 in)
  • 85 mm (3.35 in)
  • 87.2 mm (3.43 in)
  • 92 mm (3.62 in)
Piston stroke
  • 66 mm (2.6 in)
  • 83 mm (3.27 in)
  • 89 mm (3.5 in)
  • 93 mm (3.66 in)
Cylinder block materialCast iron
Cylinder head material
Valvetrain
Compression ratio8.0:1-9.0:1
Combustion
Fuel systemCarburetor
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power output50–152 PS (37–112 kW; 49–150 hp)
Torque output159–221 N⋅m (117–163 lb⋅ft)
Chronology
PredecessorNissan G engine

The Nissan H series of automobile engines is an evolution of the Nissan "R" engine which was based on the 1.5-liter, three-main bearing "G" engine used in the 1960s. Both inline-four and inline-six versions were produced. It is a pushrod OHV design with iron block, early models with an iron head, later models with aluminum head. Versions of this motor have been used in many Nissan autos and forklifts, well into the eighties and a version called H20II was in production until 2003. The SD diesels are based on this series of motors (bore spacing and basic block layout)

Inline-4

1H

The 1H is not related to the later H engines. It was also an all-iron, OHV engine, but this was a licensed BMC (Austin) B engine. With a bore and stroke of 73 mm × 89 mm (2.87 in × 3.50 in) it displaced 1.5 L (1,489 cc), power was 50 PS (37 kW; 49 hp) at 4,400 rpm in 1956, but this increased to 57 PS (42 kW; 56 hp) in August 1958.[1] The license agreement terminated in the late 1950s and the Nissan G engine was a more compact replacement, which in turn became replaced by the (below) Nissan H engines. The 1H would also be de-stroked from 89mm to 59mm to become the 1.0 L (990 cc) to create the Nissan C engine at the suggestion of former Willys-Overland engineer Donald Stone. [2][3]

Applications:

H

The basic H is a 1.9 L (1,883 cc) engine produced from 1962 for Nissan's Cedric. Bore and stroke was 85 mm × 83 mm (3.35 in × 3.27 in). The 8.0:1 compression version produced 92 hp (69 kW; 93 PS) and 159 N⋅m (117 lb⋅ft), while a high-compression engine (8.5:1) produced 95 hp (71 kW; 96 PS) and 163 N⋅m (120 lb⋅ft).

Applications:

H20

The H20 is the most-common member of the family. Displacing 2.0 L (1,982 cc) thanks to a larger 87.2 mm (3.43 in) bore, H20 engines produced around 99 hp (74 kW; 100 PS) and 167 N⋅m (123 lb⋅ft).

Applications:

Also N230S, T40, forklifts and other machinery

H15

The H15 is an improved, smaller version of the H20-II. It was used in forklifts.

Applications:

  • Nissan J-type forklift (J01M09, J01A15, etc.)

H20-II

The H20-II is an improved version of the H20. It was used in forklifts.

Applications:

  • Nissan J-type forklifts (J02M20, J01A30, etc.)

H20P

The H20P is the LPG-powered version of the H20.

Applications:

H25

The H25 was developed as a high-output version of the H20-II. This engine was used in forklifts.

2.5 L (2,472 cc) bore x stroke: 92 mm × 93 mm (3.62 in × 3.66 in).

  • compression ratio 8.7:1
  • maximum output (gross) 62 bhp (46 kW; 63 PS) @ 3200 rpm
  • maximum torque (gross) 132 lb⋅ft (179 N⋅m; 18.2 kg⋅m) @ 1600 rpm

R (H16)

The R engine used essentially the same block as the H20, but a 17 mm (0.67 in) shorter piston stroke resulted in a capacity reduction of 387 cc (23.6 cu in). The R was later named H16. The "R" motor made the switch from 3 to 5 main bearings in 1967 for improved reliability, and the H20 was developed from this arrangement. The R/H16 bore and stroke is 87.2 mm × 66.8 mm (3.43 in × 2.63 in) displacing 1.6 L (1,595 cc). With 9.0:1 compression, the engine produced 96 hp (72 kW; 97 PS) and 103 lb⋅ft (140 N⋅m).

Applications:

U20

The U20 was similar to the H20 but with an SOHC cylinder head for motorsports applications. Although Prince Motor Company is credited in many sources with designing the U20, it was actually designed in-house at Nissan by Kenichi Sasaki. The U20 was produced in two forms: a stock 135 hp (137 PS) version with twin SU carburetors, or a 150 hp (152 PS) version with twin Mikuni/Solex carburetors and a "B" model camshaft.

Applications:

Straight-6

K

The K engine is a 2.8 L (2,825 cc) straight-6 engine produced from 1963 to 1965. The K engine is an H engine with two extra cylinders. The K engine produces 115 PS (85 kW; 113 hp) at 4,400 rpm, 21.0 kg⋅m (206 N⋅m; 152 lb⋅ft) at 2,400 rpm.[5]

Applications:

H30

The H30 is a 3.0 L (2,974 cc) straight-6 version produced from 1965. Output ranged from 120 to 130 PS (88 to 96 kW) and torque is 163 lb⋅ft (221 N⋅m). The H30 is an H20 with two extra cylinders.

Applications:

This engine is used in large forklifts

See also

References

  1. ^ Ozeki, Kazuo (2007). 日本のトラック・バス 1918~1972 [Japanese Trucks and Buses 1918-1972:] (in Japanese). Tokyo: Miki Press. pp. 98–99. ISBN 978-4-89522-494-9.
  2. ^ Halberstam, David (2012). The Reckoning. New York: Open Road Integrated Media. ISBN 978-1453286104.
  3. ^ Britain & Japan : biographical portraits. Vol. VI. Folkestone, UK: Global Oriental Ltd. 2007. p. 104-105. ISBN 978-9004217850.
  4. ^ Quattroruote: Tutte le Auto del Mondo 77/78 (in Italian). Milano: Editoriale Domus S.p.A. 1977. pp. 554–556.
  5. ^ "セドリック スペシャル" [Cedric Special]. Nissan Heritage Collection. Nissan Motor Corporation. Archived from the original on 2025-02-09.