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 240Zsports car, and the Nissan Maxima. These engines are known for their reliability, durability, and parts interchangeability.[citation needed]
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.
History
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]
Straight-four
L13
The L13 was a 1,296cc (1.3L; 79.1cuin) engine with a bore and stroke of 83mm ×59.9mm (3.27in ×2.36in) that appeared in 1967. It was not available in the United States, but Canada received it in 1968 only. It produces 77hp (57kW; 78PS) SAE at 6,000rpm (export models). In the Japanese market, the gross JIS rating was used and the figure is 72PS (53kW) JIS at the same engine speed. Torque is 109N⋅m (80lb⋅ft) SAE or 103N⋅m (76lb⋅ft) JIS at 3,600rpm.[3] The L13 was essentially a short-stroke L16.
The L16 is a 1,595cc (1.6L; 97.3cuin)straight-four engine, typically fed by a 2-barrel Hitachi-SU carburettor,[4] 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 83mm ×73.7mm (3.27in ×2.90in).
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,[2] 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 96hp (72kW; 97PS) at 6,000 rpm and maximum torque of 135N⋅m (100lb⋅ft) at 3,600 rpm.[5][6]
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.
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 109PS (80kW; 108hp).
Applications:
Nissan Bluebird (510) - At least in European version, where it was known as Datsun 1600SSS (P(L)510), 1968-1972.
Datsun 160Z (B210), specific to the South African market where it was assembled.
Nissan Skyline (C210), offered in the 1600TI model. Replaced by the Z16 in late 1978.
Note the L in PL was for left hand drive models.
L16E
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.
The L18 was a 1,770cc (1.8L; 108.0cuin) with a bore and stroke of 85mm ×78mm (3.35in ×3.07in) engine produced from 1972 through 1976. It produces 105PS (77kW; 104hp) at 5,000rpm 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 L18E was an 1,800cc (1.8L; 109.8cuin) 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 115PS (85kW; 113hp) at 6,200 rpm. The L18E was added in the S11 Silvia's 1976 upgrade for the "Type-LSE" trim level.[8][7]
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 (0.079in) bigger inlet valves and 1mm (0.039in) bigger exhaust valves were also fitted. It was installed into the 610-series Bluebird 180B SSS and UK market 910 Bluebird 1.8 GL coupé. It produces 110PS (81kW). Also used in the Bluebird SSS Hardtop Coupé (910) for General LHD markets.
L18P
The L18P is the LPG version of the L18 engine; it was mainly installed in cars intended for taxi use.
The L20B is a 1,952cc (2.0L; 119.1cuin) with a bore and stroke of 85mm ×86mm (3.35in ×3.39in) engine produced from 1974 through 1985. In US spec, it produces 110hp (82kW) in 1974-75 form with 112lb⋅ft (152N⋅m) of torque as installed in the Datsun 610 and 97hp (72kW) in 1977-78 form with 102lb⋅ft (138N⋅m) of torque as installed in the 200SX.[9] The L20B engine introduced larger-diameter 60mm (2.4in) 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 (2.0in)Solex twin-chokecarburetor 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 1400cc (LZ14) in the PB110 "1200", 1600cc 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 44 or 50mm (1.73 or 1.97in)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 570PS (419kW; 562hp) at 7,600rpm and 539N⋅m (398lbf⋅ft) at 6,400rpm. The original LZ20B turbo engine used in the 1983 Nissan Silvia (S12) "White Lightning" Group 5 race car, produced 500PS (368kW; 493hp) at 8,000rpm.
The LZ14 engine for the Formula Pacific race cars produces 205PS (151kW; 202hp) at 10,200rpm. For qualifying and non endurance events the LZ14 can be tweaked to produce 240PS (177kW; 237hp) at 11,000rpm. The LZ14 is naturally aspirated and has a bore and stroke of 87.8mm ×66mm (3.46in ×2.60in)1,598cc (1.6L; 97.5cuin).
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 1,598cc (1.6L; 97.5cuin) 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 (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 65PS (48kW) at 4600rpm and 12.5kg⋅m (123N⋅m; 90lb⋅ft) of torque at 2400rpm, later 67PS (49kW) and 13kg⋅m (127N⋅m; 94lb⋅ft) of torque. The turbo version has 79PS (58kW) at 4400rpm and 17kg⋅m (167N⋅m; 123lb⋅ft) of torque at 2400rpm.
65PS (48kW; 64hp) at 4600rpm and 12.5kg⋅m (123N⋅m; 90lb⋅ft) of torque at 2400rpm
Models:
Vanette (C120)
Largo (GC120)
LD20II
Introduced in 1986, the LD20II has a differently shaped combustion chamber. Camshaft is driven by timing belt instead of chain drive as in LD20. 67PS (49kW; 66hp) at 4600rpm and 13kg⋅m (127N⋅m; 94lb⋅ft) of torque at 2400rpm
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 230hp (170kW; 230PS).[10]
Straight-six
L20/L20A
Nissan L20 engine
The L20 is a SOHC 12-valve engine produced from 1966. A bore and stroke of 78mm ×69.7mm (3.07in ×2.74in) meant a displacement of 1,998cc (2.0L; 121.9cuin). It was used in the Nissan Skyline 2000 GT and Nissan Cedric 130, producing 109hp (81kW) for the 2000 GT and 123hp (92kW) 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 115PS (85kW). 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 130PS (96kW).
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 145PS (107kW; 143hp).
The L23 was a 2,262cc (2.3L; 138.0cuin) engine produced in 1968. It produces 123hp (92kW). This engine was produced in limited numbers and was replaced by the L24 the following year. Bore and stroke were 83mm ×69.7mm (3.27in ×2.74in). The L23 was based on the design of the original L20.
Applications:
1968-69 Nissan Cedric Personal Six, Special Six and Super Six
L24
Nissan L24 engine
The L24 was a 2,393cc (2.4L; 146.0cuin) engine produced from 1969 through 1984. Like the L20A, it was based on the design of the L16. It produces 130PS (128bhp; 96kW) and the version with twin side draught SU Carburettors produces 150PS (148bhp; 110kW). Bore and stroke is 83mm ×73.7mm (3.27in ×2.90in).
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.[12]
Electronic fuel injection was added for the L24E, produced from 1977 through 1986. It produces 138hp (103kW; 140PS) and 180N⋅m (133lb⋅ft) of torque.[citation needed] This engine was used in export market cars only and was never sold in Japan.
The L26 is the larger 2,565cc (2.6L; 156.5cuin). Bore and stroke is 83mm ×79mm (3.27in ×3.11in). It was produced from 1973 through 1978. It produces 140–162PS (138–160bhp; 103–119kW). In 1975, the L26 replaced the Prince G-20. The L26 makes around 165bhp (167PS; 123kW).
The L28 is a 2,753cc (2.8L; 168.0cuin) 12-valve engine. Bore and stroke is 86mm ×79mm (3.39in ×3.11in). The basic L28 is carbureted. As fitted to the 160-series Nissan Patrol, the L28 produces 120PS (88kW) at 4800rpm and has a torque of 201N⋅m (148lb⋅ft) at 3,200rpm.[14]
The L28E is the enlarged 2,753cc (2.8L; 168.0cuin) 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 135PS (99kW; 133hp) (1975–1980) to 145PS (107kW; 143hp) (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 180bhp (182PS; 134kW) at 5,600rpm and 203lb⋅ft (275N⋅m) of torque at 2800rpm.[15] This engine was considered too powerful by Japan's Ministry of Transportation, who would only allow turbochargers to be installed in sub2litre-engined cars, and was therefore never sold in its homeland.[16]
The L28ET used a single Garrett AiResearch TB03 internally wastegated turbocharger and no intercooler. Boost was limited to 6.8psi (0.47bar). 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).
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 84.5mm ×83mm (3.33in ×3.27in) respectively.[17]
LD28
2,792cc (2.8L; 170.4cuin)
pre-combustion chamber
Power outputs: 91PS (67kW; 90bhp) at 4,600rpm and 17.3kg⋅m (170N⋅m; 125lbf⋅ft) of torque at 2,400rpm
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.
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 320hp (240kW; 320PS) in naturally aspirated form with a maximum redline of 9000 rpm.[18] 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 420hp (310kW; 430PS) in naturally aspirated form and has a maximum redline of 10,000 rpm.[19]
The VK engine is a V8 piston engine from Nissan. It is an aluminum DOHC 4-valve design.
The VQ is a family of V6 automobile petrol engines developed by Nissan and produced in displacements varying from 2.0 L to 4.0 L. Designed to replace the VG series, the all-aluminium 4-valve per cylinder DOHC design debuted with Nissan's EGI/ECCS sequential multi-point fuel injection (MPFI) system. Changes from the VG engine include switching to a timing chain from a timing belt, and relocating the water pump from the outside of the engine to inside the timing cover where the pump is driven by the timing chain. Later versions featured various improvements, such as variable valve timing, and NEO-Di designated VQ engines replace MPFI with direct fuel injection.
The VG engine is a family of V6 engines designed and produced by Nissan between 1983 and 2004.
The SR engine is a series of 1.6 L (1,596 cc), 1.8 L (1,838 cc) or 2.0 L (1,998 cc) straight-four, four-stroke gasoline engines manufactured by Nissan. It has an aluminium head and block with steel sleeves and has a DOHC 4-valve design, with variable valve timing on select models. It was added to a new engine family name PLASMA.
The KA engines were a series of four-stroke inline-four gasoline piston engines manufactured by Nissan, which were offered in 2.0 and 2.4 L. The engines blocks were made of cast-iron, while the cylinder heads were made of aluminum.
The GA engine is a 1.3 to 1.6 L inline-four piston engine from Nissan. It has a cast-iron block and an aluminum head. There are SOHC and DOHC versions, 8, 12, and 16 valve versions, carbureted, single-point, and multi-point injected versions, and versions with variable valve timing (GA16DE). The GA was produced from August 1987 through 2013. Since 1998, it was only available from Mexico in the B13.
The CA engine is a series of 1.6 to 2.0 L Inline-4 piston engines from Nissan. It is designed for a wide variety of smaller Nissan vehicles to replace the Z engine and some smaller, four-cylinder L series engines. The "CA" stands for Clean Air, due to the installation of Nissan emission reducing technology, called NAPS-X.
The E-series was a line of inline four-cylinder automobile engines designed and built by Honda for use in their cars in the 1970s and 1980s. These engines were notable for the use of CVCC technology, introduced in the ED1 engine in the 1975 Civic, which met 1970s emissions standards without using a catalytic converter.
The Honda A series inline-four cylinder engine is used in 1980s Honda Accord and Prelude models. It was introduced in 1982, with the second-generation Honda Prelude, and available in three displacement sizes: 1.6-, 1.8- and 2.0-liters. It features cast iron block and aluminum SOHC head design with three valves per cylinder for a total of 12 valves. It was available in carbureted and fuel-injected configurations
The Nissan A series of internal combustion gasoline engines have been used in Datsun, Nissan and Premier brand vehicles. Displacements of this four-stroke engine family ranged from 1.0-liter to 1.5-liter and have been produced from 1967 till 2009. It is a small-displacement four-cylinder straight engine. It uses a lightweight cast iron block and an aluminum cylinder head, with overhead valves actuated by pushrods.
The Nissan E series name was used on two types of automobile engines. The first was an OHV line used in the late 1950s and throughout the 1960s. The second was an OHC version ranging from 1.0 to 1.6 litres and was produced from 1981 till 1988. It was replaced by the GA engine series.
The Nissan H series of automobile engines is an evolution of the Nissan "R" engine which was based on the 1.5-liter, three-main bearing "G" engine used in the 1960s. Both inline-four and inline-six versions were produced. It is a pushrod OHV design with iron block, early models with an iron head, later models with aluminum head. Versions of this motor have been used in many Nissan autos and forklifts, well into the eighties and a version called H20II was in production until 2003. The SD diesels are based on this series of motors
The Nissan Z engine is a series of automobile and light truck four-cylinder engines that was engineered by Nissan Machinery, manufactured by the Nissan Motor Company from 1979 through August 1989. All Z engines had 4 cylinders, a total of 8 valves and a single overhead camshaft (SOHC). Displacements ranged from 1.6 L to 2.4 L.The Z series' engine blocks were nearly identical to those of the earlier L Series with the exception of the Z24. While the Z16 and Z18 engines had a deck height similar to the earlier L13/L14/L16/L18 variants, the Z24 had a taller deck height to accommodate a longer stroke. The most notable difference between the Z-series engine and its predecessor was the introduction of a new crossflow cylinder head which reduced emissions by moving the intake ports to the right side of the engine opposite the exhaust ports. This change allows the exhaust port velocity to more effectively scavenge the cylinder and reduce reversion pulses to enhance induction. This change also limits maximum valve lift/lobe lift profiles rendering the cylinder head and valve train configuration undesirable for high-performance uses. The Z series evolved into the NA and KA engines which, along with the smaller CA series, replaced the Z series.
The Prince G-series engine was the company's only straight-four and straight-six engines which began production in 1955. A number of variations were made, with both OHV and OHC heads. A diesel four-cylinder with 1.9 L (1,862 cc) was also built, called the D-6. The G series was used in the Skyline, the Laurel, and the Gloria from the 1950s to the early 1970s.
The Nissan J series are straight-4 and straight-6 gasoline internal combustion engines produced by Nissan from the 1960s through the 1980s. It is similar to the BMC B-Series engine that was built in Japan under licence as the Nissan 1H before being de-stroked to become the 1.0 L Nissan C and 1.2 L Nissan E engines, but wasn't a direct copy.
The Renault-Nissan MR engine family consists of straight-four 16-valve all-aluminium and water cooled automobile engines with variable valve timing co-developed by Renault and Nissan. Renault calls it the M engine. Other noteworthy features of this engine family include acoustically equal runner lengths and a tumble control valve for the intake manifold, a "silent" timing chain, mirror finished crankshaft and camshaft journals, and offset cylinder placement in an attempt for increased efficiency.
The HR is a family of straight-3 12-valve and straight-4 16-valve automobile engines with continuously variable valve timing, involving development by Nissan and/or Renault, and also Mercedes-Benz in the case of the H5Ht/M282. The designation of H engine is used by Renault, and M28x by Mercedes-Benz, to classify the family. There are three basic specifications of engine involving variations in engine architecture, or all-new architecture, with 72.2 mm (2.84 in), 75.5 mm (2.97 in) and 78 mm (3.07 in) bore diameter.
The MA is a straight-4 SOHC 0.9 L, 1.0 L, or 1.2 L engine first introduced in 1982 by Nissan, intended primarily for the K10 series Micra/March model. It shares design similarities with the older E engine, with an 8-valve hemispherical cylinder head but differs in that it uses an aluminium cylinder block. Unusually, the specified ignition timing for the MA10 running on the specified 90 RON gasoline was 2 degrees after top dead centre, reflecting a very high flame speed in the compact combustion chambers.
The SD engine was replaced by the Nissan TD engine. It was manufactured by Minsei Diesel Industries, Ltd., which was renamed Nissan Diesel Motor Co., Ltd in 1960.
The Nissan NA family of straight-four engines is a series of engines manufactured by Nissan. It is the replacement of the Z series, on which its design is based, and is mostly used in commercial vehicles due to its use of Liquefied petroleum gas for fuel on engines with a "P" suffix code.
↑ Yamaguchi, Jack K. (1982), Lösch, Annamaria (ed.), "Japan: Shogun Strikes Back", World Cars 1982, Pelham, NY: The Automobile Club of Italy/Herald Books: 63, ISBN0-910714-14-2
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