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The Datsun A12GX Engine is legendary. While it may not be a powerful as an A14 engine, it was a stock package offered in Japanese Domestic Model Datsun 1200 GX Sedans and Coupes and was rated at 20% more horsepower than the Standard A12 engine. The GX engine featured a matched pair of Hitachi HJE38W carburetors, larger cam, giant intake ports, and streamlined exhaust for superior high-RPM power.

	Hitachi Twin Carb
	Twin Carb Overview
	A12GX Engine : A12T (B210) : A14T
	Hitachi Twin Carb Adjustment/Tuning
	Engine Photos
	A12GX : A12T : A14T : Unsorted
	Carburetor Part Numbers
	A12GX parts : A12T parts : A14T parts

Overview

See also: Hitachi Twin Carb

A12 GX Engine
Album 18247

A12 GX engine - South Africa version
Post 478178

GX Engine - South Africa modified
Album 17727

free flowing exhaust system
Album 29809

Post 498788 Post 498788 Post 498788 Post 498788 Post 498788 Post 498788 Post 498788

Performance

A12	69 horsepower	Single carb	Datsun B110
A12T	80 horsepower	Twin carb	Nissan Cherry E10
A12GX	83 horsepower	Twin carb	Datsun B110
A14	80 horsepower	Twin carb	Datsun B210
A14	92 horsepower	EGI	Datsun B310

reference: Performance

GX Cylinder Head

The GX cylinder head has the largest ports of any factory A-series cylinder head. The ports are larger than A14/A15 ovals. This makes it suitable for extra-high RPM usage. However, the valves are standard A12 size, smaller than A14/A15 valves. The latter is a better head for regular-RPM usage (under 4000 RPM).

Main: A12GX Head

Post 498788 Post 498788 Album 1002

GX has intake ports shaped differently for flow and swirl, however it is said that a ported and polished standard A12 head with larger valves fitted flows about the same as a standard GX head. Also see head trivia.
The GX head bolts on an A14/A15, but is very similar to the oval port A15 head. However, the 1974-up heads provided oil to the rocker shafts in different locations so you may need to drill the oil passage in the newer block
There is apparently an A14 Oval Port GX head which flows more than the A12GX head.
reference: GX Head or A15
GX head uses standard A12 size valves. No bigger than stock. The Nissan A14 Competition head was used by Nissan for racing is similar but has the larger A14-size valves.
GX fuel pumps have a slightly stronger spring under the diaphram to boost fuel delivery pressure a smidgen.
A12T (twin carb) cylinder head from Nissan Cherry has a different part number but seems identical

Identification

To be a genuine GX head, it must have these features:

Extra-large oval ports 30x35 mm (larger than A14/A15 28x34 mm)
Album 18268
Four large-diameter water holes (5-6mm), one below each port (regular engines have three small-diameter, or none at all). These send coolant to the water-heated GX inlet manifold.
Album 4441
Heart shaped combustion chambers (Type B)
Album 3795
Extra hole drilled for rocker oiling
Album 18271
Valves: 35mm inlet, 29mm exhaust (smaller than A14/A15)
Combustion chamber: 29.1 cc (as per FIA papers)

CAUTION: Some A12T heads also have the same features. How to tell the difference between Cherry Coupe (E10) A12T engine and A12 GX engine? Unknown. See discussion'Virgin Pone'.

Also note:

1200 GX heads usually (always?) have no casting numbers at all
A genuine head may have had the dual-valve springs removed. But it will probably still have the dual-step valve spring seats
Album 18258

Valves

A12GX valves are the same size as standard A12, and smaller than A14 valves. But they differ from standard A12 in material.

Intake
Exhaust
Dual Spring (inner coil, outer coil)
- Cylinder head is machined for dual-step spring seats
Different valve stem oils seals (Option on standard A12)
Valve retainers are same as standard A12

Engine Block

The GX engine block is a standard A12 part. However, it carries a different Part Number because it has some extra parts attached to it:

Pistons: Flat top pistons for 10:1 compression ratio on hi-gas models
- These are same as Datsun 1000 coupe (A10 engine) and Nissan Cherry A10 pistons (same part number)
- NOTE: some GX engines have standard A12 9.5:1 dished pistons
Camshaft: Slightly longer duration cam than stock 1200, for 6800 RPM usage (up 400 RPM over stock cam)

Water pump inlet pipe at front of block (PIPE-suction, water pump) has an additional hose fitting for the manifold coolant hose.

Album 20648 Album 11267 Album 14429

PIPE-connector (breather pipe at rear of engine) is standard. Distinguish from Cherry block which has a right-angle pipe. Datsun 1200 pipe is straight out.

The block crank and rods are the same as the standard A12.

Block Ventilation

Main: Block Ventilation

Induction

The GX engine uses a twin-carb inlet manifold with extra-large oval ports to match the cylinder head.

Main: Hitachi Twin Carb

Features include:

a matched pair of left- and right- hand Hitachi HJE38W carbs. These are variable venturi (SU-type), with 38mm bore (~1.5 inches)'
Oval port inlet manifold with water jackets to match up with th water hoes in the cylinder head
Intake manifold has 2 studs at the top of each pair of inlet ports (cylinder head matches this). Standard A12 has only one stud per pair of intake ports.
Manifold has provision for PCV valve:
Album 24761

It is reported that SU carburetors (H4 or HS4 1.5 inch carbs) will fit the GX manifold, with some linkage creativity.
The GX manifolds will fit an A14/A15 engine but port mismatch occurs
Fitting A14T manifold to A12 GX head will likely result in leaks since the GX head ports are higher up than the manifold ports.

Intake Manifold

Album 5758 Album 14760

Indentification

A12GX vs A12T: Manifolds are nearly identical, but A12T has two extra fittings

A12GX
Album 26609

Center fitting (yellow arrow) is for IMS speed screw assembly.
Album 24759
Far left fitting (no arrow) is for power brake booster. NOTE: Early Nissan Cherry A12T may be missing this fitting

A12T/A12GX versus A14T Port Sizes
* A12T: 30x35 mm
* A14T: 28x34 mm
Album 18268

A14T identification
Album 24760

Carburetors

The left-hand and right-hand Hitachi 38mm carburetors have a unique center linkage. They are 'dome-top' Hitachis, not the 'flat-top' models used in newer models like the B210.

The L-series twin-Hitachi engine linkage reportedly does not fit.

There is a stamped aluminum heat shield. The carb throttle return springs connect to a stamped hook on this heat shield.
Album 14558

Choke Linkage

Main: GX Choke Cable

Air Cleaner

Main: GX Air Cleaner

Exhaust

The GX engine has a dual-outlet cast exhaust manifold that bolts to twin head pipes which blend into a single pipe further down. So this is very similar to tubular exhaust headers. The GX exhaust system is finished with a small resonator (for optimum power) and a muffler at the end of the floor pan.

Main: Exhaust Piping

Exhaust Manifold

Main: A12 GX exhaust manifold

Distributor

GX has special distributor, but it is not dual-points. The GX distributor differs from the standard 1200 model in only two parts. These two parts are the spring for the mechanical advance weights & the cam [for the points]. Both of these parts are standard A10 [non Coupe] components.

It uses only one spring for the mechanical advance mechanism instead of two in the standard distributor.

The engine from the KB10 [Datsun 1000 Coupe] used a different spec distributor to all other A10 powered models.

Spring 22110- 18001 [One only req]
Cam 22132- 18005

NOTE: Part numbers in the xxxxx- 18xxx range are A10 engine or B10 car part numbers.

The distributor in the photo below is the factory competition [race engine] distributor.
Album 18240

Rocker Cover

The Rocker cover is unique to the A12GX engine:
Album 14415

accelerator clip is on front pad, not rear
fuel line clip boss is on rear left side, not front left side
Datsun logo (not Nissan)

Album 17453
Arrows: Accelerator cable clip

GX: center feed accelerator cable
A12: rear feed accelerator cable

Circles: Left side threaded boss for fuel line

GX: rear boss
A12: front and rear bosses

NOTE: A12T in Nissan Cherry has a unique rocker cover that is different from A12GX or standard A12. Anyone have a picture?

Specifications

Nominal Rev Limit: 6800 RPM (instead of standard A12 6400 RPM)
Actual Rev limit: reported fine at 8,000, float at 8,150 rpm
intake ports 30mm x 39mm oval ±1.5 mm tolerance

reference: FIA Amendment March 1970

Comparison
part	A12GX Engine	A12 Engine
Carb	Hitachi HJE38W side-draft (two carbs)	Carb Hitachi DCG306-1 down-draft
Carb Venturi	Variable	Primary: 26 mm, Secondary: 30mm
compression ration	10.0	9.5:1
combustion chamber	29.1 cm3	36.6 cm3 or 29.1 cm3
valve opens	BTDC 20 degrees +- 7 degrees	?
valve closes	ABDC 56 degrees +- 7 degrees	?
valve opens	BBDC 58 degrees +- 7 degrees	?
valve closes	ATDC 18 degrees +- 7 degrees	?
In. Valve dia.	29 mm 1.14 in	?
valve lift	9 mm 0.35 in	?
exhaust ports	27w x 29h +- 1.5 mm	?
intake ports	30 mm circle with 6 mm elongated section	?
exhaust ports	26w x 28h with 3 mm radius +- 1.5 mm	?
center ex port	69w x 28h	?
intake ports	28/27 mm circle	?
Flywheel weight	?	9.5 kg
Flywheel with all turning parts	?	13.1 kg
hp	83ps @ 6,400 rpm	hp 68ps JIS @ 6,000 rpm
max rpm	6,800 rpm (80 ps)	hp 68ps JIS @ 6,000 rpm
max torque	10.0 kg-m at 4,400 rpm	9.7 kg-m at 3,600 rpm
max speed car	160 km/hour	150 km/hour

B210 A12 'GX' Engine

B210 GX car model came either with single-carb engine, or twin-carb engine.

Japan: Highest trim level
* Some GX models had the twin-carb engine (A12T or A14T)
* Other GX models had the single-carb engine (A12S or A14S)
USA:
* GX models had a standard A14S (single-carb engine)

The B210 A12 twin-carb engine was designated A12T by Nissan. It was basically the same as the B110 twin carb (1200 GX Engine), but based on the newer cylinder block. The head was no longer drilled for the oil gallery that was unique to the A10 & 1200. It also used flat top carbs and the inlet manifold had provision for a few more fittings to allow compliance with newer smog laws. There was also provision for a vacuum takeoff for the brake booster.

Main: Hitachi Twin Carb

The B210 A12T induction seems to be the most commonly encountered twin-carb A-engine setup in Australia.

The B210 A12T exhaust manifold was the same as the GX one, but the fuel pump was of course the newer type for the new cylinder block.

The air filter housing base plate was revised a little to accomodate more fittings too, but the main cover piece was unchanged, other than for the change in colour from red to blue. It seems that L series SSS air filters also went from red to orange.

Late B210 in Japan had a twin-carb A14T engine option and came with special GX-T badging.

A14 and A15 'GX' Engine

Datsun Competition referred to an A14 'GX' cylinder head, however, this appeared to to be a late A12T head fitted with the larger A14/A15 valves. This would be the best A-series cylinder head and was not factory offering, but a racing/competition offering.

Late B210 (1976-1977) for the Japan market changed from the A12T to A14T (Twin Carb) engine. This had a regular oval port cylinder head and did not use the large oval ports of the A12GX Engine.

Part Numbers

Main: A12GX Part Numbers

Photo Index

Main: A12GX Engine Photo Index

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