The Nissan GA16i is a 1,597 cc, inline‑four naturally aspirated petrol engine produced between 1990 and 1999. It features a SOHC, 16‑valve design with multi-point fuel injection, balancing efficiency with adequate performance for its class. Output ranges from 70–77 kW (95–105 PS), with torque figures between 134–140 Nm, depending on specific model application.
Fitted to models such as the Nissan Sunny (B13/B14), Sentra (B13/B14), and Pulsar (N14/N15), the GA16i was engineered for reliable, economical daily driving. Emissions compliance for its production era was achieved through electronic fuel injection and a basic catalytic converter, meeting Euro 1 and early Euro 2 standards depending on model year and market.
One documented service consideration is the potential for distributor cap and rotor wear in early models, which can lead to misfires. This is addressed in Nissan Service Manual Section EM-GA16i. In 1995, Nissan introduced a distributorless ignition system (DIS) with coil packs for certain markets, improving reliability and reducing maintenance.
Production years 1990–1992 meet Euro 1 standards; 1993–1999 models may have Euro 2 compliance depending on market (VCA UK Type Approval records for period vehicles).
The Nissan GA16i is a 1,597 cc inline‑four naturally aspirated petrol engineered for compact sedans and hatchbacks (1990-1999). It combines multi-point fuel injection with a SOHC 16-valve head to deliver smooth, economical performance. Designed to meet Euro 1 and early Euro 2 standards, it prioritises reliability and low running costs.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,597 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 16‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 76.0 mm × 88.0 mm | |
| Power output | 70–77 kW (95–105 PS) @ 6,000 rpm | |
| Torque | 134–140 Nm @ 4,000 rpm | |
| Fuel system | Multi-point electronic fuel injection (Nissan ECCS) | |
| Emissions standard | Euro 1 (pre-1993); Euro 2 depending on market | |
| Compression ratio | 9.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | API SG or SH (SAE 5W-30 or 10W-30) | |
| Dry weight | Not specified in available OEM docs |
The GA16i offers smooth, predictable power ideal for commuting and light highway use. Regular oil changes (every 7,500-10,000 km) with API SG/SH spec oil are essential. Early models (pre-1995) require periodic inspection and replacement of the distributor cap and rotor to prevent misfires. The timing chain is generally robust but should be inspected for noise or slack at high mileage. Fuel injectors may require cleaning if idle quality deteriorates. The engine is known for its mechanical durability when basic maintenance is followed.
Oil Specs: Requires API SG or SH specification oil (Nissan Owner's Manual). Modern ACEA A3 can be a suitable substitute.
Emissions: Euro 1 certification applies to pre-1993 models only (VCA Historical Records). Euro 2 compliance varies by market for 1993-1999 models.
Power Ratings: Measured under JIS D 1001 standards (Nissan Technical Data Sheet TDS-GA16i/90). Output varies by model and market.
Nissan Workshop Manual: Section EM-GA16i
Nissan Parts Catalogue (EPC): Doc. GA16i-001
Nissan Technical Data Sheet: TDS-GA16i/90
UK Vehicle Certification Agency (VCA) Historical Type Approval Database
The Nissan GA16i was used across Nissan's B13/B14 and N14/N15 platforms with longitudinal mounting. This engine received minor platform-specific adaptations-different engine mounts and wiring harnesses for the Pulsar-but no major revisions occurred during its production, ensuring broad parts interchangeability. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on a flat pad on the cylinder block, typically near the exhaust manifold or on the front timing cover (Nissan Workshop Manual EM-GA16i). The engine code will read "GA16i". Visually, it is identifiable by its SOHC 16-valve cylinder head, multi-point fuel injection (with individual injectors and a fuel rail), and either a distributor (early models) or coil packs mounted on the valve cover (later models). Differentiate from the GA16DE by its SOHC design (GA16DE is DOHC).
The GA16i's primary reliability consideration is ignition system wear in early distributor-equipped models, with elevated incidence in high-mileage units. Nissan workshop data indicates distributor cap and rotor replacement is a common service requirement, while UK DVSA MOT records for surviving vehicles often cite misfire-related emissions failures. Adherence to maintenance schedules is critical for sustained operation.
Analysis derived from Nissan technical bulletins (1990-1999) and UK DVSA failure statistics (for applicable vintage vehicles). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about NISSAN GA16I.
Comprehensive technical documentation and regulatory references
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UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
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