| Nissan L engine | |
| Manufacturer: | Nissan (Nissan Machinery) |
| Production: | 1966 - 1986 |
| Predecessor: | G |
| Successor: | Z, CA (Straight-4) RB (Straight-6) VG (V6) |
| Configuration: | Straight-4, Straight-6 |
| Displacement: | 1296cc 1428cc 1595cc 1598cc 1770cc 1952cc 1998cc 2262cc 2393cc 2565cc 2753cc 2792cc 3096cc |
| Bore: | 78mm 83mm 84.5mm 85mm 86mm 87.8mm 89mm |
| Stroke: | 59.9mm 66mm 67.9mm 69.7mm 73.7mm 78mm 79mm 83mm 86mm |
| Power: | 65- |
| Torque: | 10.5- |
| Compression: | 7.4:1, 8.3:1, 8.8:1 |
| Block: | Cast iron |
| Head: | Aluminium |
| Valvetrain: | SOHC, DOHC |
| Fueltype: | Gasoline, Diesel |
| Fuelsystem: | Carburetor, Fuel injection |
| Coolingsystem: | Water-cooled |
The Nissan L series of automobile engines was produced from 1966 through 1986 in both inline-four and inline-six configurations ranging from 1.3 L to 2.8 L. It is a two-valves per cylinder SOHC non-crossflow engine, with an iron block and an aluminium head. It was most notable as the engine of the Datsun 510, Datsun 240Z sports car, and the Nissan Maxima. These engines are known for their reliability, durability, and parts interchangeability.
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 L series started with the production of the six-cylinder L20 in 1966. This engine was rushed into production by Datsun and was designed prior to the Prince merger using the Mercedes overhead cam engine as a model. and was discontinued two years later.[1]
Learning lessons from the first L20, the four-cylinder L16 was developed in 1967. The L16 four-cylinder design was influenced by the Mercedes-Benz M180 engine that the Prince Motor Company developed in four- and six-cylinder displacements called the Prince G engine.[2] This engine was given a full design and development cycle in Nissan's Small Engine Division to prevent repeating the same mistakes made from the original L20 engine. With this new engine design, the L16 went through rigorous testing and proved to be a much more superior design over the original L20. This engine set the standard for later L series engines, with the original L20 being replaced by the L16-based L20A.[1]
The L13 was a 12961NaN1 engine with a bore and stroke of NaNmm that appeared in 1967. It was not available in the United States, but Canada received it in 1968 only. It produces SAE at 6,000 rpm (export models). In the Japanese market, the gross JIS rating was used and the figure is JIS at the same engine speed. Torque is SAE or JIS at 3,600 rpm. The L13 was essentially a short-stroke L16.
Applications:
The 14281NaN1 L14 was destined for most of the world, but was never offered in the US.
Specifications
Bore x stroke (NaNmm.
at 6,000rpm, at 3,600rpm (single carburetor)
at 6,400rpm, at 4,000rpm (twin SU carburetors)
The L16 is a 15951NaN1 straight-four engine, typically fed by a 2-barrel Hitachi-SU carburettor,[3] produced from 1967 through 1973 for the Nissan Bluebird, sold as the Datsun 510 in North America. It replaced the Prince G-16 in 1975. Bore and stroke were NaN2NaN2.
Learning lessons from the original L20, the L16 was given a full design and development cycle in Nissan's Small Engine Division. Influenced by the design of the Mercedes-Benz M180 engine that Prince Motor Company developed in four- and six-cylinder displacements called the Prince G engine, this resulted in a superior design that proved itself over time and served as the basis for the later L24 and L20A. It also serves as the basis of Nissan's "Modular L Series" lineup well into the 1980s.
In US trim, it produces 960NaN0 at 6,000 rpm and maximum torque of 1350NaN0 at 3,600 rpm.[4] [5]
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 and under certain throttle-opening angles 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.
Applications:
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 (same as ones used in 240Z) and a slightly different head. It produces .
Applications:
Note the L in PL was for left hand drive models.
The L16E was fuel injected version of L16, components provided by Bosch. It was available only in Japan; in brochures it is rated 10 horsepower more than the L16T engine.
Applications:
The L16P is the LPG version of the L16.
Applications:
The L18 was a 17701NaN1 with a bore and stroke of NaNmm 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 18001NaN1 engine that was used in the 910 bluebird Sedan and S10 Silvia.[6]
Applications:
The L18E was an 18001NaN1 engine that was used in the S11 Silvia. The L18E is an upgraded version of the L18S, but with electronic fuel injection rather than a carburetor, that produces 1150NaN0 at 6,200 rpm. The L18E was added in the S11 Silvia's 1976 upgrade for the "Type-LSE" trim level.[7]
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, 2mm bigger inlet valves and 1mm 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 1100NaN0. Also used in the Bluebird SSS Hardtop Coupé (910) for General LHD markets.
The L18P is the LPG version of the L18 engine.
Applications:
The L20B is a 19521NaN1 with a bore and stroke of NaNmm engine produced from 1974 through 1985. In US spec, it produces 1100NaN0 in 1974-75 form with 1120NaN0 of torque as installed in the Datsun 610 and 970NaN0 in 1977-78 form with 1020NaN0 of torque as installed in the 200SX.[8] The L20B engine introduced larger-diameter 60mm 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 engines. The bigger powerplant even helped spawn an important new offering from Datsun's competition department -50mm 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 (and round instead of square exhaust ports) in some non-USA markets in 1977. Carburetors were used in all US L20B applications for both cars and trucks. 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 (6 for the cover and 8 for the bolt-in plug holders). 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 (LZ14) 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 44or Solex carburettors depending on capacity. The LZ engine found its way into many categories, from "Datsun Works" rally cars, Formula Pacific, Group 4 (racing), Group 5 (racing) 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 5700NaN0 at 7,600 rpm and 539Nm at 6,400 rpm. The original LZ20B turbo engine used in the 1983 Nissan Silvia (S12) "White Lightning" Group 5 race car, produced 5000NaN0 at 8,000 rpm.
The LZ14 engine for the Formula Pacific race cars produces 2050NaN0 at 10,200 rpm. For qualifying and non endurance events the LZ14 can be tweaked to produce 2400NaN0 at 11,000 rpm. The LZ14 is naturally aspirated and has a bore and stroke of NaNmm 15981NaN1.
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 (Nismo) and was sanctioned by the FIA. The LZ14 15981NaN1 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.
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 (which has the SD22/25 when diesel powered) although the gas versions most often has the L-series engine. However, in case of a conversion of a gas powered 720 to diesel, it will be much easier to use a LD20 because it fits on the original gearbox and engine mounts.) The N/A version produced 650NaN0 at 4600 rpm and 12.50NaN0 of torque at 2400 rpm, later 670NaN0 and 130NaN0 of torque. The turbo version has 790NaN0 at 4400 rpm and 170NaN0 of torque at 2400 rpm.
650NaN0 at 4600 rpm and 12.50NaN0 of torque at 2400 rpm
Models:
Models:
Models:
In 1974, Osamu Okazaki designed a dual overhead cam, 16-valve cylinder head as an upgrade to the four-cylinder variant of the L-series engines, and manufactured it through his automotive performance company, OS Giken. This cylinder head also significantly improved the performance of the engine by using a more modern crossflow cylinder head design, compared to the original which used a reverse flow design. A naturally aspirated version of this engine produced 230-1NaN-1.[9]
The L20 is a SOHC 12-valve engine produced from 1966. A bore and stroke of NaNmm meant a displacement of 19981NaN1. It was used in the Nissan Skyline 2000 GT and Nissan Cedric 130, producing 1090NaN0 for the 2000 GT and 1230NaN0 for the Cedric. This engine was plagued by problems caused by its rushed development and was short lived, with the engine being discontinued two years later.[1]
A new L20, designated L20A, was introduced in 1970 to replace the original L20 and was based on the design of the L16. It used the same bore and stroke as the original L20 and produces 1150NaN0. It was used in HLC210 (Nissan Laurel/Datsun 200L, 75-77), G610 Bluebird U 2000 GT and GTX, 230/330 Series Cedrics, HIJC31 (Laurel, 81-85), and Fairlady Z (1970 - 1983).
There was also the fuel injected L20E, which produced 1300NaN0.
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 (non intercooled), and a non crossflow head. It produces 1450NaN0.
It was released in the late 1970s [10] 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.
The L20P is the LPG version of the L20 engine.
Applications:
The L23 was a 22621NaN1 engine produced in 1968. It produces 1230NaN0. This engine was produced in limited numbers and was replaced by the L24 the following year. Bore and stroke were NaNmm. The L23 was based on the design of the original L20.
Applications:
thumb|right|Nissan L24 engine
The L24 was a 23931NaN1 engine produced from 1969 through 1984. Like the L20A, it was based on the design of the L16. It produces 1300NaN0 and the version with twin side draught SU Carburettors produces 1500NaN0. Bore and stroke is NaNmm.
A single carburetor version of the same engine was also standard in the Laurel sedan (240L) for various export markets, in the years 1982-1984. While the last generation Cedric to use this engine in Japan was the 230-series (1971–1975), 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 25651NaN1. Bore and stroke is NaNmm. It was produced from 1973 through 1978. It produces 140-. In 1975, the L26 replaced the Prince G-20. The L26 makes around 1650NaN0.
Applications:
The L28 is a 27531NaN1 12-valve engine. Bore and stroke is NaNmm. The basic L28 is carbureted. As fitted to the 160-series Nissan Patrol, the L28 produces 1200NaN0 at 4800 rpm and has a torque of 201Nm at 3,200 rpm.
Applications:
thumb|right|Nissan L28E engine in a Datsun 280Z
The L28E is the enlarged 27531NaN1 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 1350NaN0 (1975–1980) to 1450NaN0 (1981–1983).
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 1800NaN0 at 5,600 rpm and 2030NaN0 of torque at 2800 rpm.[12] 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 never sold in its homeland.
The L28ET used a single Garrett AiResearch TB03 internally wastegated turbocharger and no intercooler. Boost was limited to 6.8psi. 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 (ECCS).
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 NaNmm respectively.[13]
Power outputs:910NaN0 at 4,600 rpm and 17.3kgm of torque at 2,400 rpm
A turbocharged version of the LD28 diesel engine. There are 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. LD28Ts are only 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:
Shortly after producing the 16-valve version of the DOHC cylinder heads for the four-cylinder version of the L-series engines, OS Giken released a 24-valve version of the DOHC cylinder head for the six-cylinder version of the L-series engines. It produced 320-1NaN-1 in naturally aspirated form with a maximum redline of 9000 rpm.[14] Other companies also produced DOHC cylinder heads for the L28, however these are not based on the 24-valve DOHC cylinder heads for other L-series engines manufactured by OS Giken.
In 2013, a redesigned version of the 24-valve DOHC cylinder head was released. Osamu Okazaki says that he redesigned every components with more modern technology and materials. It produces 420-1NaN-1 in naturally aspirated form and has a maximum redline of 10,000 rpm.[15]