Nissan L engine


The Nissan L series of automobile engines was produced from 1967 through 1986 in both inline-four and inline-six configurations ranging from 1.3 L to 2.8 L. This was the engine of the dependable Datsun 510, iconic Datsun 240Z sports car, and debut upscale Nissan Maxima. These engines are known for their extreme reliability, durability, and parts interchangeability. It is a two-valves per cylinder SOHC non-crossflow engine, with an iron block and an aluminium head. The four-cylinder L series engines were replaced with the Z series and later the CA series, while the six-cylinder L series engines were replaced with the VG series and RB series.
The legendary L16 four-cylinder design is derived from the Mercedes-Benz engine Prince Motor Company was licensed to produce copies of in four- and six-cylinder displacements. By the time Prince merged with Nissan in 1966 it had altered the design to where it no longer needed licensing. The engine still resembles a Mercedes in many ways, particularly the valvetrain.
The six-cylinder L20 rushed into production by Datsun in 1966 was designed prior to the Prince merger using the Mercedes overhead cam engine as a model. Due to design and reliability problems it proved short-lived, and was replaced by the L16-based L20A.

Straight-four

L13

The L13 was a engine with a bore and stroke of that appeared in 1967, but was only available in the Japanese market. It produces. The L13 was essentially a de-stroked L16.
Applications:
The L14 was destined for most of the world, but was never offered in the US.
Specifications
Bore x stroke
95PS / 6,400rpm 12.4kg · m / 4,000rpm
The L16 was a Inline-four engine, fed by a 2-barrel Hitachi-SU carburettor, produced from 1967 through 1973 for the Datsun 510. In US trim, it produces at 6000 rpm and maximum torque of at 3600 rpm through 1971, then. Bore and stroke were. The L16 replaced the Prince G-16.
Applications:
When this engine was installed in a 1972 Canadian 510 sedan model with manual transmission, two sets of points were installed in the distributor and this second set of points was in circuit only in third gear to obtain a different dwell angle. A similar arrangement exists in the US-spec 510/610 cars and 521/620 pickup trucks for the years 1970-1973.

L16S

The L16S was an engine that was used in the 910 Bluebird sedan and van/wagon. This engine was equipped with an electronically controlled carburetor.
Applications:
The L16T was basically the same as the L16 but had twin SU carbs, flat top pistons and a slightly different head. It produces.
Applications:
Note the L in PL was for left hand drive models.

L16P

The L16P is the LPG version of the L16.
Applications:
The L18 was a with a bore and stroke of engine produced from 1972 through 1976. It produces at 5,000 rpm in the most common trim. The L18 replaced the Prince G-18 in 1975. All variants used the same camshaft lobe lift. The L18 was a popular powerplant in many non-USA markets due to its under-2-liters displacement, which made it exempt from many fuel and classification tariffs.
The L18S was an engine that was used in the 910 bluebird Sedan
Applications:
The L18T was basically the same as the L18 but had twin SU carbs, higher compression pistons, and lower volume combustion chambers. A high lift cam, bigger inlet valves and bigger exhaust valves were also fitted. It was installed into the 610-series Bluebird 180B SSS and UK market 910-U Bluebird 1.8 GL coupé. It produces. Also used in the Bluebird SSS Hardtop Coupé for General LHD markets.

L18P

The L18P is the LPG version of the L18 engine.
Applications:
The L20B is a with a bore and stroke of engine produced from 1974 through 1985. In US spec, it produces in 1974-75 form with of torque as installed in the Datsun 610 and in 1977-78 form with of torque as installed in the 200SX. The L20B engine introduced larger-diameter of main bearings while retaining a fully counterweighted crankshaft. The forged U60 crankshaft also ushered in the use of a six-bolt flywheel boss. The block introduced a taller deck height to accommodate the longer stroke and connecting rods. This specification would also be used later in the Z20 and Z22 engine series. The bigger powerplant even helped spawn an important new offering from Datsun's competition department - Solex twin-choke carburetor kits- complete fuel systems that help produce nearly double the power from the ubiquitous L20B. The legendary robustness and nearly square configuration have made this engine a popular choice among tuners for turbocharging.
The engine used a carburetor but switched to fuel injection in some non-USA markets in 1977. Carburetors were used in all US L20B applications for both cars and trucks. There were six versions of the L20B in the US- U60, U67, U95 and U60, U67, B98, 04W, and 05W. In the US, the L20B was used in six different model families -A10, 610, 710, S10, 620, and 720 models- making it the most versatile powerplant in the company's US history. To avoid confusion with the six-cylinder L20, Nissan designated this engine the L20B.
The "LZ" twin cam head was designed to give a power boost to the Datsun L series engine for competition purposes.

There are two different LZ cylinder heads. The early head is the same thickness as a normal L series head. The engine using the first head was referred to as the L14 twin cam. There was no mention of Z in the title. This L14 twin cam head engine has flat exit side exhaust ports, the early 12 bolt rocker cover and the coolant discharge on the inlet side of the head. All early twin cam engines appear to have the 14 bolt rocker cover. Later engines use the full flat cover with six bolts to secure it.
The LZ engine was built purely for Datsun/Nissan competition use. Engine size can vary between 1400 cc in the PB110 "1200", 1600 cc in the PB210, 1800 CC in the 710 2.0 litres in the PA10 Stanza, to 2.2 liter in the 910 bluebird rally cars. The naturally aspirated LZ engines used Solex carburettors depending on capacity. The LZ engine found its way into many categories, from "Datsun Works" rally cars, Formula Pacific, Group 4, Group 5 and Group C.
In some Japanese racing classes the LZ engine is fitted with low compression pistons and a "T05B" turbocharger. These engines are electronically fuel injected. A very successful example of the LZ turbo was in the famous Japanese "White Lightning" Silvia and "Tomica" R30 Skyline, both driven by Hoshino in the mid 1980s. The LZ turbo engine was also used in the 1986 Nissan March 85G Le Mans car.
The LZ turbo engine was tuned to produce at 7,600 rpm and at 6,400 rpm. The original LZ20B turbo engine used in the 1983 Nissan Silvia "White Lightning" Group 5 race car, produced at 8,000 rpm.
The LZ14 engine for the Formula Pacific race cars produces at 10,200 rpm. For qualifying and non endurance events the LZ14 can be tweaked to produce at 11,000 rpm. The LZ14 is naturally aspirated and has a bore and stroke of .
The LZ engine uses a standard L series engine block to mount the DOHC cylinder head. Usually the bottom end is dry sumped using a Tsubakimoto dry sump pump. The crankshaft used is a Nismo chrome moly "8 bolt flywheel" type. Connecting rods are various length, Cosworth style, to suit the engine stroke. The rod caps have aircraft grade rod bolts and are dowelled. Pistons are thin ring forged units.
The head was available for purchase from Nissan and was sanctioned by the FIA. The LZ14 was used during the 1973 Japanese GP, taking the top three positions. In open wheeler "Formula Pacific" racing the LZ14 engine dominated competition in most events it was entered in. It received multiple top rankings in some events.

LD20/LD20T

There was also a diesel version of the four-cylinder L-series, used in amongst others the Bluebird 910 and the Vanette. Strangely, it was not installed in the 720 pickup The N/A version produced at 4600 rpm and of torque at 2400 rpm, later and of torque. The turbo version has at 4400 rpm and of torque at 2400 rpm.
;LD20
at 4600 rpm and of torque at 2400 rpm
Models:
;LD20 II
Introduced in 1986, the LD20 II has a differently shaped combustion chamber.
at 4600 rpm and of torque at 2400 rpm
Models:
;LD20T/LD20T II
at 4400 rpm and of torque at 2400 rpm
Models:

L20/L20A

The L20 is a SOHC 12-valve engine produced from 1966. A bore and stroke of meant a displacement of. The original L20 was plagued by problems caused by its rushed development and was short lived. The L20 was used in the Nissan Skyline 2000 GT and Nissan Cedric 130, producing for the 2000 GT and for the Cedric.
A new L20, designated L20A, was introduced in 1970 and was based on the design of the L16. The L20A was used in HLC210, G610 Bluebird U 2000 GT and GTX, 230/330 Series Cedrics, HIJC31, and Fairlady Z. It produces. There was also the fuel injected L20E, with.

L20ET

The L20ET is a turbo engine developed from the L20E. It is a 12-valve, six-cylinder, fuel-injected engine with a single chain driven cam, turbo, and a non crossflow head. It produces.
It was released in the late 1970s and fitted to the Skyline C210 and R30, Laurel, Leopard, Cedric, Gloria, and early Fairlady Z lines of automobiles.
This engine was the first engine out of Japan to ever receive a turbo.

L20P

The L20P is the LPG version of the L20 engine.
Applications:
The L23 was a engine produced in 1968. It produces. This engine was produced in limited numbers and was replaced by the L24 the following year. Bore and stroke were. The L23 was based on the design of the original L20.
Applications:
The L24 was a engine produced from 1969 through 1984. It produces and the version with twin side draught SU Carburettors produces. Bore and stroke is.
A single carburetor version of the same engine was also standard in the Laurel sedan for various export markets, in the years 1982-1984. While the last generation Cedric to use this engine in Japan was the 230-series, Yue Loong of Taiwan installed it in 430-series Cedrics at least as late as 1984.
Electronic fuel injection was added for the L24E, produced from 1977 through 1986. This engine was used in export market cars only and was never sold in Japan.
The L26 is the larger. Bore and stroke is. It was produced from 1973 through 1978. It produces. In 1975, the L26 replaced the Prince G-20. The L26 makes around.
Applications:
The L28 is a 12-valve engine. Bore and stroke is. The basic L28 is carbureted. As fitted to the 160-series Nissan Patrol, the L28 produces at 4800 rpm and has a torque of at 3200 rpm.
Applications:
The L28E is the enlarged engine produced from 1975 to 1984 equipped with dish-top pistons from 1975 to 1978 and 1979 to 1983 with flat top pistons and a resulting compression ratio of 8.3:1. The E stands for electronic multiport fuel injection, provided by Bosch using the L-Jetronic system, and is one of the first Japanese produced vehicles to introduce the technology. For model year 1981 through model year 1983, the L28E received flat-top pistons and a high quench head, raising the compression ratio to 8.8:1, and thus increasing the power rating from to .
The L28E was turbocharged in December 1980 to produce the L28ET for the 280ZX Turbo. The L28ET was produced through June 1983. The early versions had adjustable mechanical rockers though these were phased out after September 1982 in favor of hydraulic rockers. The L28ET produces at 5600 rpm and of torque at 2800 rpm. This engine was considered too powerful by Japan's Ministry of Transportation, who would only allow turbochargers to be installed in sub 2 litre-engined cars, and was therefore very limited in sales in its homeland.
The L28ET used a single Garrett AiResearch TB03 internally wastegated turbocharger and no intercooler. Boost was limited to. Other modest changes were made to the turbo model, with static compression reduced to 7.4:1, and automatic transmission models were given a higher-volume oil pump. The most significant change aside from the turbocharger itself was the introduction of a new engine control system, Nissan's Electronic Concentrated Control System.
Applications:
The LD28 is the diesel-version of the L28 engine. Robust 7-main bearing block design, like all L-series six-cylinder engines. Bore and stroke are respectively.
at 4,600 rpm and of torque at 2,400 rpm
LD28T
There were no factory turbocharged LD28 engines available in the US market, nor has Nissan ever equipped any of its US-market cars/light trucks with a turbo-diesel engine. LD28T's may be found in Japan, Australasia/New Zealand, southern Africa and parts of Europe.
Nissan also marketed LD28Ts as bare engines for genset and stationary engine uses and may be also found in maritime version.
Applications:
Nissan Laurel

L2.8 ~ 3.1 (modified)

When fitting an L28 with an LD28 crankshaft with standard bored cylinders it increases the engine displacement from to about 2900 cc. It was never actually produced by Nissan, but it is a very easy and common modification to the L28 done by many Skyline and Z car enthusiasts. The most popular modification is the overbored piston, which produces ; some add a turbo or two, but the more common setup is the triple Solex or Weber carburetors. The only downside is that LD28 cranks are expensive - used units are scarce, but new units are available from the factory. Fully counterweighted stroke and even stroke cranks can be bought from aftermarket companies.
In Japan and other parts of the world a popular low-cost modification was a ~ overbore using the Honda FT-500 / XL-500 motorcycle pistons along with the L14 connecting rods. Other enthusiasts use the much cheaper but heavier FJ20 or even KA24 engine pistons. All of these were cast pistons and had low endurance and would often fail prematurely, compared to custom forged pistons, when subjected to high compression and advanced ignition timing.
Rebello sells crate motors that are modified to this spec based on the L28, with displacements running from 3.0 to 3.2L. They also have a 2.7L for the L24 engine.

DOHC L-Series Engines as a modification

Another, rather unusual, modification to the L series, particularly the L28, is the "RBL" modification. The RB25 head and L28 block can bolt together, however the cooling and oil passages must be made to align and the belt system must be rebuilt. While it is possible and has been done, it is much easier to install the RB than to make this modification.
OS Giken famously has made a custom head for the L-series, called the TC24-B1. The original SOHC unit is replaced with a DOHC unit that is capable of handling 9,000 rpm. These units are extremely rare, but a new version called the TC24-B1Z is offered, an improvement that allows the L32 to handle up to 10,000 rpm and make over 400 hp. This part is still rare and expensive, but it remains as of yet the "holy grail" of L-series modifications.