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Nissan L engine

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 1968 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 design is often incorrectly attributed to Mercedes-Benz. In 1966 Prince Motor Company merged with Nissan. At the time of the merger, they were 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 .


The L14 was used on Nissan/Datsun Bluebird (510 series) models destined for non-U.S.A. markets like South America, Europe, and Africa.


The L16 was a engine produced from 1968 through 1973 for the Datsun 510. It produces through 1971 then .


[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 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 .


  • 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 engine produced from 1972 through 1976. It produces .



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 910-U Bluebird 1.8GL "Hardtop" coupé for the UK market. It produces .


The L18P is the LPG version of the L18 engine.



The L20B was a engine produced from 1975 through 1985. It produces in 1981 form with of torque as installed in the 200 SX. The engine originally used a carburetor but switched to fuel injection (and round instead of square exhaust ports) in 1977. Carburetors were used in trucks until 1980 when the L20B was replaced with the Nissan Z engine series.



This engine was never a production model but is becoming a common upgrade, utilising a Z22 crankshaft and an L20B block and head, giving 2.2L (2200cc) of displacement. This version of the engine produces better low end torque than the smaller 4 cylinder L Series, but isn't quite as revvy due to the extended stroke.


The LZ is an engine that was built purely for competition use, engine size can vary between 1400cc (LZ14) to 2 liter (LZ20). They found its way into many categories from Formula Pacific, Group 4, 5 and C cars. It's a L20B with a "T05B" turbocharger and electronic fuel injection and was tuned to @7600 rpm and @6400 rpm, or @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 @10200 rpm and for qualifying and non endurance events they used an LZ14 with @11000 rpm. The LZ14 is NA-engine (naturally aspirated) and had a stroke and 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 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 .


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


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 .

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


The L20P is the LPG version of the L20 engine.



The L24 was a engine produced from 1970 through 1980. This was the engine used in the Datsun 240Z. It produces and the version with twin side draught SU carbs produces .



Electronic fuel injection was added for the L24E, produced from 1977 through 1986. It produced and 180nm. This engine was used in the Nissan Laurel C32.



The L26 is the larger engine used by the Datsun 260Z. It was produced from 1974 through 1978. It produces and the twin side draught SU carbs version produces .



Again, electronic fuel injection was added for the 810/Maxima. This L26E was produced from 1977 through 1984.



The L28 is a 12 valve engine.



The L28E is the enlarged engine produced from 1975 through 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 thusly increasing the power rating from (1975 to 1980) to (1981 to 1983). Applications:


The L28ET was turbocharged in December 1980 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 185 hp and 202 tq @ the stock 7 psi



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



The L31E/L31ET is a 3.1 L L6 series engine made by using the crank out of an LD28 and applying it to the gasoline powered L28 thus increasing the engine displacement from 2.8 L (2753 cc) to 3.1 L (3100 cc). It was never actually produced by Nissan but it is a very easy and common modification to the L28 done by many Z car enthusiasts. The L31ET is the same motor except with the addition of a turbocharger. The only downside is that it is very hard to find an LD28 crank in good condition, so cost sometimes holds many back from doing this modification.

Fitting the LD28 crank will only result in 2.9 L, pistons from the KA24 engine are also required to get 3.1 L.

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