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 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 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.
The six-cylinder L20 was rushed into production by Datsun in 1966 and was designed prior to the Prince merger using the Mercedes overhead cam engine as a model. Due to design and reliability problems it proved short-lived, and was replaced by the L16-based L20A.
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.
Straight-four
L13
The L13 was a engine with a bore and 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 JIS rating was used and the figure is SAE 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 x stroke (.
85PS / 6,000rpm 11.8kg · m / 3,600rpm (single carb specification)
95PS / 6,400rpm 12.4kg · m / 4,000rpm ( SU twin carburetor specification) 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 was a Inline-four engine, 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. Learning lessons from the original L20, the L16 was given a full design and development cycle in Nissan's Small Engine Division, resulting in a superior design that proved itself over time and served as the basis for the later L24 and L20A. The L16 also formed 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 through 1971, then . Bore and stroke were . The L16 replaced the Prince G-16 in 1975.
Applications: 1967–1973 Nissan Bluebird (P510) 1968–1973 Datsun 510 1970–1972 Datsun 521 pick-up 1971–1977 Nissan 160B sedan (610) 1972–1973 Datsun 620 pick-up 1973–1977 Nissan Violet/Datsun 160J (P710/P711) 1977–1978 Nissan Violet/Auster/Stanza/160J (A10)
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 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.
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. Datsun 160Z (B210), specific to the South African market where it was assembled. Note the L in PL was for left hand drive models.
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.