It uses a lightweight cast iron block and an aluminum cylinder head, with overhead valves actuated by pushrods.

The 1960s E series was an all-new design from newly acquired Aichi Kokuki, and integrated Nissan's improvements to the BMC B-Series engine design of the 1950s (Nissan was a licensee of Austin Motor Company technology), mainly comprising changing the camshaft from the left side to the right side so removing the intrusion of the pushrods from the porting allowing for eight individual ports instead of the original five, and moving the oil pump from the rear of the camshaft to the right side of the block.

As production continued, 1974 and newer A-series engines had different block castings, with relocated motor mount bosses.

With a two-barrel Hitachi carburetor and an 8.5 to 1 compression ratio this engine produced 62 PS (46 kW; 61 hp) at 6000 rpm and 8.5 kg⋅m (83 N⋅m; 61 lb⋅ft).

The Datsun 1000 Coupé, introduced in Sept 1968, was equipped with an uprated A10 engine boasting a free flowing dual outlet exhaust manifold with increased compression, now 9 to 1.

With five main bearings on a forged steel crankshaft, the engine is extremely smooth and durable.

The two-barrel (twin-choke) Hitachi carburettor was significantly improved with the addition of a power valve circuit.

With twin Hitachi sidedraft carburetors, a longer duration camshaft and 10:1 compression ratio, it delivered 83 PS (61 kW; 82 hp) at 6400 rpm, up 20 percent from a standard A12 engine.

These legendary engines competed in Japan's Touring Sedan (TS) class races against the 1200s archrival Toyota Starlet.

This was a special race-only Nissan factory (works) racing version with a crossflow cylinder head.

The pistons were also a special design and the valve rocker system was different from the standard A12 due to the use of a crossflow layout for the racing engine.

It used only a different block casting number, but retained the same "tall-block" deck height, measurements and BMEP as the A14.