Talk:Nissan MA09ERT engine

MA09ERT

MA09ERTEditing help

ja, MA09ERTについての原文は私のブログより提供しました。 原文は日本語である為、必要であれば加筆依頼と 完全なる英語文に編集依頼を希望します。 ・開示規約 Wikipedia　GFDL　OK 条件1、公的機関投稿条件。 　「GFDLによる使用」のみ容認。 条件2、(イ)原作本人のみ原文使用、投稿可。 条件2、(ロ)該当事項に必要なる 　　　　　追記、加筆に至っては奨励容認。 　又は同原作本人容認の元による転載可。 条件3、利己的無断２次使用は不許可。

ダブルチャージクラブ ＠首謀者、eｋ-10stとやま

なおWikipedia　GFDL　に対する許可は出していますので、 下記のURLを参照して下さい。

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↑En The original of MA09ERT was offered from my Brog. The edit request is hoped for to an English sentence that completely becomes a retouch request if it is necessary because the original is Japanese. ･Indication rule Wikipedia GFDL OK 1 and public organization contribution condition of condition. Only "Use with GFDL" is allowed. Only condition 2(I) and the original person in question can use the original, and contribute. It needing becomes condition 2(Ro) and a pertinent matter. It allows it the encouragement as for the postscript and the retouch.

Or, it can be a reprint by the origin of this original person in question allowance. Use of condition 3 the second without permission self-regard is not permitted.

Double charge club ＠mastermind and ek-10st Toyama

Permission to Wikipedia GFDL has been put out, and refer to following URL, please. --ek-10st Toyama 16:52, 16 April 2006 (UTC)ek-10stとやま

Rewrite

I rewrote the article in a way that seems to make sense; however although familiar with the terminology describing engines, I am not personally familiar with the engines or cars mentioned so someone knowledgable should check the information. Some of the stats have been struck out because they are obviously nonsense (110L capacity for an intercooler? Please...), and I removed approximately a quarter of the stats, as they made no sense at all. In my opinion even the stats that remain give excessive detail but if anyone can make sense of the stats I removed then please re-add them.

Also, I combined the opening paragraphs with the final paragraph. I had to make some changes as the information appeared to be contradictory, so again this needs verification. Archiewood (talk) 04:16, 24 November 2008 (UTC)

Archive

Below please find the archived contents of this page, with a hilarious amount of detail. MA09ERT will be merged into Nissan MA engine where it belongs.  Mr.choppers | ✎  21:55, 12 January 2023 (UTC)

The MA09ERT is a mass-produced SOHC internal combustion engine manufactured by Nissan Motors. It is a series-charged design (possessing both a turbocharger and a supercharger), seldom seen in Japanese vehicles.

Description

The "Nissan PLASMA" (Powerful & Economic, Light, Accurate, Silent, Mighty, Advanced) MA09ERT was based on the K10ET engine; Nissan attempted to improve performance and response by adding a supercharger to the (already turbocharged) MA10ET engine, which is a four-cylinder water-cooled OHC engine with a V-type valve arrangement and hemispherical combustion chambers, with sequential fuel injection.

The supercharger improved the response and the output in the low-rpm region (where turbochargers are typically less effective), and a new larger HT10 turbocharger aimed to improve output in the high-rpm regions. An intercooler and an updated intake manifold were added, the latter having a much larger throttle body and improved fuel rail. The result was an increase in output to 110ps (roughly 108bhp) from 74ps, and a much broader range of torque. Other changes included a reduction of engine capacity from 988 cc to 930 cc; this strengthened the engine by increasing the bore wall thicknesses by 1 mm, and allowed cars using it to enter competition classes not otherwise possible due to rules on forced induction.

The first prototypes of these engines were installed in the March Superturbo R/March R (EK10FR type) in 1988, shortly after the engine was installed in the March Superturbo.

The MA09ERT was the first series-charged engine available in Japan; series charging combines the increased low-speed torque of supercharging with the increased high-speed torque and power of turbocharging. The presence of the supercharger also mimizes the effects of turbo lag.

Specifications

• Engine serial code: MA09ERT
• Water-cooled 4-cylinder inline, air-air intercooler
• Capacity: 930 cc
• Combustion chamber shape: hemispherical
• Valve system: SOHC
• Bore × stroke: 66.0×68.0 mm
• Compression ratio: 7.7
• Compression pressure: ?
• Max power (net): 110 PS (81 kW) at 6400 rpm
• Max torque (net): 13.3 kgf·m (130 N·m) at 4800 rpm
• Specific fuel consumption (net): 255 g/(PS･h) at 1200 rpm
• Size (length × width × height): 705×575×680 mm
• Maintenance weight: about 111 kg (manual transmission)
• Valve timings
  • Inlet: 11.57
  • Exhaust: 57.17
• Valve clearances Hot
  • Inlet: 0.25 mm
  • Exhaust: 0.30 mm
• Idle rpm: M/T 750 and A/T 850
• Ignition timing at idle: 15° BTDC

Oil System

Cold-weather model and 7.5 standard/W-30(SF class only for turbo)
Recommended oil grade: [turbo X]. 7.5W-30. (SG class for Nissan March Superturbo, SF for the Nissan March R)
Sump capacity: ~3.0 L
Oil filter capacity: ~0.2 L
SC oil capacity: 110 L
Shinteso MT150 made of NOK Cruba
Coolant capacity: ~4.0L

Exhaust gas purifier specifications

Fuel supply device: Nissan Motor NISSAN ECCS (Electronic Concentrated engine Control System)
Starting aids: Bimetal type air regulator
Air heating: Warm water heating on intake manifold.
Igniter: No point of contact type
Emission-reduction device: 3-way Catalyst type (monolith) and Falcat device
Catalytic converter capacity: 0.5L Maintenance target value: Idle CO/HC density of below 0.1% and 50 ppm respectively.
Air-fuel ratio control system: O2 sensor + ECCS control unit Ignition timing controller/control of Sscac: Electronic
Exhaust temperature warning device (preset temperature °C): Fuse type (940)
Fuel evaporation (Ebapo) gas control device: Canister type
Crankcase emission control system: Close type.

Engine dimensions

Cylinder block height (From the crank shaft center. ): 177 mm
Cylinder block length: 360 mm
Pitch between boas: P 79 mm
Cylinder boa diameter: D 66 mm
Stroke length: S 34 mm
Crank shaft Journal diameter: bj 45 mm
Crank shaft Pin diameter: db 40 mm
Crank shaft The total length: L 398 mm
Piston compression height: C 26.5 mm
Conrod center spacing: Lc 114.5 mm
Cylinder liner meat thickness: 3.5 mm

Piston/piston pin

Construction material: Aluminum alloy
Skirt outside diameter: 65.967 mm
Height: 51 mm
Compression height: 26.5 mm
Convex (concave) height of crown: 4.0 mm
Crown irregularity capacity: 17.5 mm
Pin length: 58 mm
Outside diameter: 17.5 mm
Engagement method of pin and Conrod: interference fit

Piston rings

The top B×T: 1.5 mm×2.5mm
Outer shape: Barrel force
Surface treatment: Nitride processing
Second base B×T: 1.5 mm×2.9mm
Outer shape: Taper
Surface treatment: Chrome plating Oil B×T: 2.8 mm×2.8mm

Conrod/Conrod bearing

Conrod center spacing: 14.5 mm
Large edge diameter: (D) 43 mm
Small edge diameter: (b)17.5 mm
(push inside diameter)
Width of large edge: (B) 20.0 mm
Width of small edge: (b) 20.0 mm
Inside diameter of bearing: 40 mm
Width: 17 mm
Bolt Size of screw: M8
Length under neck: 44 mm
Assembly weight: ~390 grams
Engagement method of piston pin: interference fit

Crank shaft specification

Total length: L 398.7 mm
Pin diameter: dp 40 mm
Journal diameter: dj 45 mm
Stroke: S 34 mm

Valve, valve guide and valve seat (intake/exhaust valves)

Valve diameter: φ35 mm / φ30 mm
Stem diameter: φ7 mm / φ7 mm

Valve spring

Intake/exhaust
Line diameter: 3.8 mm / 3.8 mm
Average of coil level 23.8 mm / 23.8 mm
Installation load: 16.5 kg / 16.5 kg
Travel: 40.6 mm / 40.6 mm

Oil pump rotational speed: 750/1000/3000 rpm
Exhalation pressure: ~2–4 kg/cm²
Injection valve opening pressure: 3.5～4.0 kg/cm²

Camshaft specification

Part Intake/exhaust
Operation angle: 62/62 degrees
Amount of cam lift: 5.5/5.6 mm
Central angle: 23/17 degrees
Overlap: 28 degrees

Timing belt and sprocket specification

Sprocket teeth on camshaft: 36
Sprocket teeth on water pump: 19
Sprocket teeth on crank: 18
Timing belt teeth: 91