Nissan L engine: Wikis


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The Nissan L series of automobile engines ranged from 1.3 L to 2.8 L in both straight-4 and straight-6 configurations and were produced from 1967 through 1986. This was the engine of the Datsun 240Z sports car as well as the Datsun 510 and the first Nissan Maxima. It was a 2-valve per cylinder SOHC non-crossflow engine, with an iron block & an aluminium head. The L engine was Nissan's first OHC engine.

The design is often incorrectly attributed to Mercedes-Benz. In 1966 Prince Motor Company merged with Nissan. At the time of the merger, Prince was licensed to produce copies of the four and six-cylinder engines. Prince Motor Company later refined the design such that it no longer needed licensing. The engine still resembles a Mercedes in many ways, particularly the valve train.




The L13 appeared in 1968 in the Nissan Bluebird. The L13 engine was not available in the United States. It produces 77 hp (57 kW). The L13 was essentially a de-stroked L16.


The L14 was used on Nissan/Datsun Bluebird (510 series) models destined for non-U.S.A. markets like South America, Europe, and Africa. It was also sold in the A10 Stanza/Violet in the United Kingdom market. It also came as the engine in the PB210ffddf


The L16 was a 1595cc engine produced from 1967 through 1973 for the Datsun 510. It produces 96 hp (72 kW) through 1971 then 92 hp (69 kW).


[When this engine was installed in a 1972 Canadian 510 sedan model with gearbox (manual transmission), 2 set of point were install in the distributor and this second set of point was in circuit only in 3rd gear to obtain a different dwell angle]


The L16S was an engine that was used in the 910 bluebird Sedan. This engine was equipped with an electronically-controlled carburetor.



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 109 hp (81 kW).


  • Datsun 510 - At least in Europe version. Model was known as Datsun 1600SSS (P(L)510), 68-72.

Note the L in PL was for left hand drive models.


The L16P is the LPG version of the L16.



The L18 was a 1770cc engine produced from 1972 through 1976. It produces 105 hp (78 kW).



The L18S was an engine that was used in the 910 bluebird Sedan



The L18T was basically the same as the L18 but had twin SU carbs, a high lift cam, 2 mm bigger inlet valves and 1 mm bigger exhaust valves. It was fitted to 610 Bluebird 180B SSS, 910-U Bluebird 1.8GL "Hardtop" coupé for the UK market. It produces 110 hp (82 kW). Also Bluebird SSS Hardtop Coupe for General LH Market. ( Chassis 910 )


The L18P is the LPG version of the L18 engine.



The L20B was a 1952cc engine produced from 1975 through 1985. It produces 100 hp (75 kW) in 1981 form with 112 lb·ft (152 N·m) of torque as installed in the 200 SX. 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 trucks until 1980 when the L20B was replaced with the Nissan Z engine series. In the U.S., carburetors were used on all gasoline pick-ups until fuel injection became available as an option in the 1985 720ST, and injection became standard equipment with the introduction of the 1986.5 D21 Hardbody pickups.



This engine was used in all US-spec. gasoline-powered pick-ups in 1981, 1982 and early 1983, utilizing a Z22 crankshaft and larger-bore block and cross-flow head, giving approximately 2.2L of displacement. This version of the engine produces more low end power than the smaller 4 cylinder L Series, but suffers from compromised high-rpm power due to the smaller rod-to-stroke ratio, as well as the smaller valves/lower valve lifts required in the cross-flow NAPS-Z (Nissan Air Pollution System)cylinder head.


The LZ is an engine that was built purely for competition use, engine size can vary between 1400cc (LZ14) to 2 liter (LZ20). It found its way into many categories from Formula Pacific, Group 4, 5 and C cars. The LZ20 is a L20B with a "T05B" turbocharger and electronic fuel injection and was tuned to 570 PS (420 kW; 560 hp) @7600 rpm and 539 N·m (398 lb·ft) @6400 rpm, or 500 PS (370 kW; 490 hp) @8000 rpm in the '83 NISSAN SILVIA S12 Group 5 racecar. And there is an LZ14 engine for the Formula Pacific racecars and it produces 205 PS (151 kW; 202 hp) @10200 rpm and for qualifying and non endurance events they used an LZ14 with 240 PS (180 kW; 240 hp) @11000 rpm. The LZ14 is NA-engine (naturally aspirated) and had a 66 mm (2.598 in) stroke and 87.8 mm (3.457 in) bore. The LZ engine is a standard L series block with a special DOHC cylinder head that was available for purchase from Nissan. The LZ engine dominated the competition in almost any racing event it was ever entered in all across the world, placing multiple top rankings in some events. The LZ22 is a Z22 block with Z22 crankshaft and the L20B head.


There is also a diesel version of the 4-cylinder L-series, used in amongst others the Bluebird 910 and the Vanette. (but strangely enough was not in the 720 pickup, which had the SD22/25 when diesel powered, while the gas version 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 65 hp @4600rpm and 12,5 kgm @2400rpm, later 67 hp/13 kgm. The turbo version has 79 hp@4400rpm and 17 kgm @2400 rpm. The LD engine must not be confused with the Nissan SD engine which is a totally different engine.

  • LD20-1
  • 1,952 cc diesel engine pre-combustion chamber

65 PS (47.8 kW; 64.1 bhp) @ 4600 RPM
12.5 kg·m (123 N·m; 90 lb·ft) @ 2400 RPM

  • LD20-2

67 PS (49.3 kW; 66.1 bhp) @ 4600 RPM
13.0 kg·m (127 N·m; 94 lb·ft) @ 2400 RPM

  • Models
  • Bluebird (910)
  • Vanette(C120 & C22)
  • Largo (C120 & GC22)
  • LD20T

79 PS (58.1 kW; 77.9 bhp) @ 4400 RPM
17.0 kg·m (167 N·m; 123 lb·ft) @ 2400 RPM

  • Models
  • Homy / Caravan (E23 & E24)



The L20A was a straight 6 version of 2.0 litre L-series engine. Used in HLC210 (Datsun 200L, 75-77), G610 Nissan Bluebird 2000 GT and GTX, 230/330 Series Cedrics, and HIJC31 (Nissan Laurel, 81-85). It produces 115 hp (86 kW). 83 mm bore and 66 mm stroke.


The L20E is an SOHC 12 valve engine. It produces 130 hp (97 kW). It was used in the G810 Nissan Bluebird 2000 G6 and the Nissan Skyline 2000 GT and HR30.


L20ET engine in an R30 Skyline

The Nissan LT Engine is a turbo engine developed by the Nissan Motor Company. It is a 12 valve, 6 cylinder, fuel injection engine with a single chain driven cam, turbo (non intercooled), and a non crossflow head. It produces 144 hp (107 kW).

It was released in the early 1980s and fitted to the Skyline, Laurel, Leopard, Gloria, and Fairlady Z lines of automobiles.


The L20P is the LPG version of the L20 engine.



The L23 was a 2,262 cc (2.262 L; 138.0 cu in) engine produced in 1968 and 1969. It produces 123 hp (92 kW). This engine was produced in limited numbers and is therefore rare. The L23 was replaced by the L24 the following year. Bore and stroke were 83mm and 67.9mm, respectively.



The L24 was a 2,393 cc (2.393 L; 146.0 cu in) engine produced from 1970 through 1984. This was the engine used in the Datsun 240Z. It produces 140 hp (104 kW) and the version with twin side draught SU carbs produces 150 hp (112 kW).(Datsun 240z owners manual) Bore is 83.0 mm and stroke is 73.7 mm.

However, a single carburettor version of the same engine was also standard in the Laurel sedan (240L) for the Middle eastern markets, in the years 1982-1984.



Electronic fuel injection was added for the L24E, produced from 1977 through 1986. It produced 138 hp (103 kW) and 132 lb-ft torque (180 Nm).[citation needed] This engine was used in the Nissan Laurel C32.



The L26 is the larger 2,565 cc (2.565 L; 156.5 cu in) engine used by the Datsun 260Z. It was produced from 1974 through 1978. It produces 162 hp (121 kW). Applications:


The L28 is a 2,753 cc (2.753 L; 168.0 cu in) 12 valve engine.



The L28E is the enlarged 2,753 cc (2.753 L; 168.0 cu in) engine produced from 1975–1984 with dish-top pistons and a resulting compression ratio of 8.3:1. 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 135 hp (101 kW) (1975–1980) to 145 hp (108 kW) (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 180 bhp (134 kW) at 5600 RPM and 203 lb·ft (275 N·m) at 2800 RPM.[1]

The L28ET used a single Garrett AiResearch TB03 internally wastegated turbocharger and no intercooler. Boost was limited to 6.8 psi. Other modest changes were made to the turbo model, with static compression reduced to 7.4:1 and a higher-volume oil pump. The most significant change aside from the turbocharger itself was the introduction of a new engine control systems, Nissan's Electronic Concentrated Control System (ECCS).



The LD28 is the diesel-version of the L28 engine.

  • LD28
  • 2,792 cc
  • pre-combustion chamber

91 PS (66.9 kW; 89.8 bhp) @ 4600 RPM
17.3 kg·m (170 N·m; 125 lb·ft) @ 2400 RPM


LD28T (turbocharged)

There was no factory turbocharged LD28 engine, but there is a closely related RD28T engine. Applications:

L2.9 ~ 3.2

When fitting an L28 with an LD28 crankshaft with standard bored cylinders it increases the engine displacement from 2.8 L (2753 cc) 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 3 mm overbored(89 mm) L3.1 liter(3096cc) some add a turbo or two, but the more common setup is the triple Solex or Weber carburators. The only downside is that it is very hard to find an LD28 crank in good condition but fully counterweighted 83 mm stroke and even 85 mm stroke cranks can be bought from aftermarket companies such as Crower.

Without increasing bore size, fitting an L28 with the longer stroke LD28 crank will only result in 2.9L. In Japan and other parts of the world the popular "poormans mod" was the 3 mm~ overbore using the 89 mm ~ 90 mm Honda FT-500 / XL-500 motorcycle pistons along with the L14 rods. The real poorman would use the much cheaper/heavier 89 mm FJ20 or even KA24 engine pistons. All of these cast pistons and had low endurance and would often fail when subjected to high compression and advanced ignition timing compared to custom forged pistons from makers such as Arias or other forged pistons.

See also

External links

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