Nissan L engine


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. 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 L14 was destined for most of the world, but was never offered in the US.
Specifications
Bore × stroke
at 6,400rpm, at 4,000rpm
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:
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 and a slightly different head. It produces.
Applications:
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:
The L16P is the LPG version of the L16.
Applications:
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.
The L18S was an engine that was used in the 910 Bluebird and S10 Silvia.
Applications:
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:
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 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:
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 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.
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 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
at 4600 rpm and of torque at 2400 rpm
Models:
  • Vanette
  • Largo
;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:
;LD20T/LD20T II
at 4400 rpm and of torque at 2400 rpm
Models:
  • Bluebird
  • Largo
  • Homy / Caravan

    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 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, Group 5 and Group C.
The LZ engine uses a standard L series engine block but mounted with a DOHC cylinder head. It also 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 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. Later engines use the full flat cover with six bolts to secure it.
The head was available for purchase from Nissan 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.
The LZ14 is naturally aspirated and has a bore and stroke of . For qualifying and non endurance events the LZ14 can be tweaked to produce at 11,000 rpm. The LZ14 engine used in "Formula Pacific" race cars produces at 10,200 rpm.
In some Japanese racing classes the LZ engine is fitted with low compression pistons and a "T05B" turbocharger. These engines are electronically fuel injected instead of carburetted. The LZ turbo engine was tuned to produce at 7,600 rpm and at 6,400 rpm. 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 original LZ20B turbo engine used in the 1983 Nissan Silvia (S12) "White Lightning" Group 5 race car, produced at 8,000 rpm.

Aftermarket DOHC heads for the four-cylinder L-series

There are no official production twin-cam DOHC four-cylinder versions of the L-series produced; the only other L-series based DOHC inline-four cylinder engine produced was the LZ engine for competition purposes. Despite this, there have been some aftermarket modifications to the four-cylinder L-series engines that utilized DOHC heads.

16-valve DOHC head by OS Giken

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, manufacturing it via 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 rather than the reverse flow design of the original. The naturally aspirated version of the engine with the OS Giken DOHC head produced.

Straight-six

L20/L20A

The L20 is a SOHC 12-valve engine produced from 1966. A bore and stroke of meant a displacement of. It was used in the Nissan Skyline 2000 GT and Nissan Cedric 130, producing for the 2000 GT and 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.
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. It was used in HLC210, G610 Bluebird U 2000 GT and GTX, 230/330 Series Cedrics, HIJC31, and Fairlady Z.
There was also the fuel injected L20E, which produced.

L20ET

The L20ET is a turbo engine developed from the L20E. It was the first engine out of Japan to ever receive a turbo. It was released in the late 1970s and fitted to the Skyline C210 and R30, Laurel, Leopard, Cedric, Gloria, and early Fairlady Z lines of automobiles. It is a 12-valve, six-cylinder, fuel-injected engine with a single chain driven cam, turbo, and a non crossflow head. It produces.

L20P

The L20P is the LPG version of the L20 engine.
Applications:
The L23 was a engine produced in 1968. It produces. This engine was produced in limited numbers and was replaced by the L24 the following year. Bore and stroke were. The L23 was based on the design of the original L20.
Applications:
  • 1968-69 Nissan Cedric Personal Six, Special Six and Super Six

    L24

The L24 was a engine produced from 1969 through 1984. Like the L20A, it was based on the design of the L16. It produces and the version with twin side draught SU Carburettors produces. Bore and stroke is.
A single carburetor version of the same engine was also standard in the Laurel sedan for various export markets, in the years 1982 –1984. While the last generation Cedric to use this engine in Japan was the 230-series, 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. Bore and stroke is. It was produced from 1973 through 1978. It produces. In 1975, the L26 replaced the Prince G-20. The L26 makes around.
Applications:
The L28 is a 12-valve engine. Bore and stroke is. The basic L28 is carbureted. As fitted to the 160-series Nissan Patrol, the L28 produces at 4800 rpm and has a torque of at 3,200 rpm.
Applications:
The L28E is the enlarged 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 to .
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 at 5,600 rpm and of torque at 2800 rpm. 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. 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.
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 respectively.
  • LD28
  • pre-combustion chamber
Power outputs:
at 4,600 rpm and of torque at 2,400 rpm
Applications:
A turbocharged version of the LD28 diesel engine. It is only found in Japan, Australasia/New Zealand, southern Africa and parts of Europe. 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.
Nissan also marketed LD28Ts as bare engines for genset and stationary engine uses and may be also found in maritime version.
Applications:
  • Nissan Patrol
  • Nissan Laurel

    Aftermarket DOHC heads for the straight-six L-series

There are no official production twin-cam DOHC six-cylinder versions of the L-series produced; the only other DOHC inline-six cylinder engine that was produced around the same time period was the S20 engine|S20]. Despite this, there have been some aftermarket modifications to the straight-six L-series engines that utilized DOHC heads.

24-valve DOHC head by OS Giken

Shortly after producing the 16-valve version of the DOHC cylinder heads for the four-cylinder version of the L-series engines, Osamu Okazaki also released a 24-valve version of the DOHC cylinder head for the six-cylinder version of the L-series engines, again manufactured by his company OS Giken. Known as the TC24-B1, these engines produced in naturally aspirated form with a maximum redline of 9,000 rpm. Very few of these original TC24-B1 engines exist.
In 2013, a redesigned version of the 24-valve DOHC cylinder head by OS Giken was released. As stated by Osamu Okazaki, he redesigned every component with more modern technology and materials, and includes revisions such as switching the timing chain system into a gear driven timing system, the option of fuel injection and a coil pack ignition system alongside carburetors, and improved valvetrain and bottom end components that are better suited for higher RPM speeds. This iteration produces in naturally aspirated form and has a maximum redline of 10,000 rpm.

Other aftermarket 24-valve DOHC heads

In recent years, several other aftermarket DOHC heads for the L-series engines have emerged. Derek Minetti, founder of Datsunworks in Florida, has designed a DOHC head based off of the straight-four Honda K20 engine, utilizing factory K20 components in the valvetrain. The head, however, is a bespoke design.
In 2024, Nismo released a one-off DOHC head of their own design for the L-series. Named the "TLX", it uses coil pack ignition, fuel injection, and individual throttle bodies, is said to have a bore and stroke of with a displacement, and will produce horsepower figures in the range with a redline of 7,500 rpm. On June 19, 2025, Nismo announced production of the TLX, being manufactured under Nissan's Nismo Motorsports & Customization Co., Ltd division and noting its availability for purchase in the fall.
In 2025, Pams Labo showcased their LZ6 engine at Tokyo Auto Salon in collaboration with actor Sung Kang and Veilside for their Veilside '73 project, and was displayed alongside Sung Kang's S30 Fairlady Z at the event. This engine has its origins with the LZ engine, which was a specially-developed engine based on the straight-four L-series engines designed exclusively for competitive use, utilizing a unique twin-cam head. Pams planned to design a similar twin-cam head based on the LZ twin-cam head but never came to fruition, however Ken Yoshioka, the current owner of the company, has collaborated with JMC to develop the LZ6 head with guidance from the original designer of the LZ twin-cam head, Yoshimasa Hayashi. Like the 2013 revision of OS Giken's 24-valve DOHC head, the LZ6 uses a timing gear system instead of a timing chain, but has a displacement of 3.1 L with a bore and stroke of, produces over and has a redline of 9,500 rpm.

RBL cylinder head modification

The RBL engine is a unique modification of the L-series engines which combines an RB-series DOHC head with an L-series block. These engines required extensive modifications in order to achieve desirable results, such as modifying oil and coolant passages to support the new design and reworking the RB-series cylinder head to use a timing chain instead of a timing belt. Allegedly, the RBL is capable of between to with a redline of 9,000 rpm.
Only a handful of RBL engines have been made. The Vintage Garage YouTube channel has videos dedicated to the RBL engines, and spark88 has a blog dedicated to the RBL engines where more information on the RBL twin-cam head modifications can be found.