Why not use a japan L20B, then over bore to make square. Or use a Z24
motor, or Z22.
abrahamk wrote:
> I am/was rebuilding an ex-TRX Bluebird black rocker-cover L20B for
> PRC/club motorsport until I read the disparaging comments about this
> type of motor on the list. I would like to know more about the
> relative merits of the L18 vs. the L20B before I continue.Firstly let
> me get my facts straight.-The L18 block has a higher nickel content
> than the (Australian) L20B block and so is more wear resistant. The
> L18 is also oversquare and so should rev better and respond to a cam
> change better than the L20B. The PRC rules forbid connecting-rod
> changes e.g. L16 rods into L18.Now,-What are the power/torque/maximum
> rev. limit figures for these two engine types using twin 1-34" S.U's (
> 1.50" port size), extractors, 9~9.5:1 compression ratio, open-chamber
> head and 248 degree L20B/SSS cam ( i.e. a fairly average 'mild' setup
> )-I would expect 80-85 kW from the L20B, lots of torque, easy to
> drive, relatively easy on fuel, which will pull hard to about
> 5500-6000 with a 6500 rev limit.-What is this talk of A,B, and C type
> L20B cams? I have acquired a 'B' stamped cam from a 200B but is has
> the same profile and duration as the Bluebird (according to the
> manuals) i.e 248 degree 16/52-54/14.-A 280 degree camshaft re-grind
> costs ~$100. What kind of power increase do you get, if any, with a
> medium-low compression ratio and open-chamber head (engine spec. as
> above). Any detonation, fuel consumption, driveability etc.. effects
> to worry about?-Also, was the HA-10 Stanza homologated with an L18?.
> I've been told that a L18 Stanza will pass registration without an
> Engineer's report, but CAMS only has homologation documents for L16
> and L18 versions (that I know of).-What are the weights of the Datsun
> 180B and 1600?Thanks - Nick.
>
>
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Adam
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