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.
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. It was discontinued two years later.
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. 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.
Straight-four
L13 The L13 was a engine with a bore × stroke of 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: Nissan Bluebird (510)
L14 The L14 was destined for most of the world, but was never offered in the US.
Specifications
Bore × stroke (.
at 6,000rpm, at 3,600rpm (single carburetor)
at 6,400rpm, at 4,000rpm (twin SU carburetors)
1968–1973 Nissan Bluebird (510) Nissan Violet/140J (J710/J711) 1971–1973 Datsun Sunny Excellent (PB110) 1971–1973 Datsun Sunny Excellent - Coupé (KPB110) (April 1971) 1973–1976 Nissan Sunny Excellent (PB210) 1973–1974 Datsun 140Z (PB210) L14 with twin Dell'Orto carburetors and performance cam (South Africa special) 1975 Nissan GR-1 concept
L16 The L16 is a straight-four engine, typically fed by a 2-barrel Hitachi-SU carburettor, 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 .
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 at 6,000 rpm and maximum torque of at 3,600 rpm.
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: 1967–1973 Nissan Bluebird (P510)(L13 L16 L18) 1968–1973 Datsun 510 1970–1972 Datsun 521 pick-up 1971–1977 Nissan 180B/200B sedan (P610)(L18, L20B) 1972–1973 Datsun 620 pick-up (L18, L20B) 1973–1977 Nissan Violet/Datsun 160J (P710/P711)(L14,L16,L18) 1977–1978 Nissan Violet/Auster/Stanza/160J (A10)(L20B)
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: Nissan Bluebird (910)
L16T
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: Nissan Bluebird (510) - At least in European version, where it was known as Datsun 1600SSS (P(L)510), 1968 –1972. Nissan Violet SSS/Datsun 710 SSS/Datsun 160J SSS (P710/P711)1973–1977 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.
Applications: Nissan Bluebird SSS-E (610)1971–1976 Nissan Violet SSS-E (P710/P711)1973–1977 Nissan Stanza (A10/A11)1977–1981
L16P
The L16P is the LPG version of the L16.
Applications: Nissan Bluebird (510) Nissan Violet (710)
L18
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.
1971–1976 Nissan Bluebird/Datsun 180B 1973 Nissan Bluebird/Datsun 1600 SSS (P510) 1973 Datsun 610 1974 Datsun 620 truck 1974 Datsun 710 1979–1981 Nissan Silvia/Datsun 180SX (S110) 1980–1986 Datsun 720 (Middle East) Datsun 810
L18S
The L18S was an engine that was used in the 910 Bluebird and S10 Silvia.
Applications: 1979 Nissan Bluebird (910) 1975–1979 Nissan Silvia/Datsun 180SX (S10)
L18E The L18E was a 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. It produces at 6,200 rpm. The L18E was added in the S11 Silvia's 1976 upgrade for the "Type-LSE" trim level.
Applications:
1976–1979 Nissan Silvia/Datsun 180SX (S10) 1980–1983 Datsun 180SX (S110) (Europe)
L18T
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 Bluebird 1.8 GL coupé. It produces . 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.
Applications: Datsun Bluebird (810) Datsun Violet 710
L20B
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 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 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.
1974–1976 Datsun 610 1975–1977 Datsun 710 1975–1979 Datsun 620 1975–1979 Datsun 200SX (S10) 1977–1981 Datsun 200B 1978–1981 Datsun 510 (HA10) 1979.5–1980 Datsun 720 1981 –198? Nissan/Datsun Skyline R30 (South Africa)
LD20/LD20T
There was also a diesel version of the four-cylinder L-series, used in models including the Bluebird 910 and the Vanette. 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 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 diesel engine pre-combustion chamber
at 4600 rpm and of torque at 2400 rpm
Models: Vanette (C120) Largo (GC120)
LD20 II Introduced in 1986, the LD20 II has a differently shaped combustion chamber. The camshaft is driven by a timing belt instead of a chain as in the LD20. at 4600 rpm and of torque at 2400 rpm
Models: Bluebird (910 and U11) Vanette (C22) Largo (GC22) Ebro/Nissan Trade
LD20T/LD20T II at 4400 rpm and of torque at 2400 rpm (LD20T II)
Models: Bluebird (U11) Largo (GC120 & GC22) Homy / Caravan (E23 & E24)
LZ (competition)
The "LZ" twin cam head was designed to give a power boost to the Datsun L series engines. It 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 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.
The LZ engine uses a standard L series engine block but mounted with a DOHC cylinder head. It uses four valves per cylinder instead of two valves for a total of 16 valves. 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 of 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.
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 simply named as the L14 twin cam with no mention of the "Z" in the name. 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 (with the LZ14 designation) use the full flat cover with six bolts to secure it.
The head was available for purchase from Nissan (Nismo) 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.