Weber(s) would be better, or doesn't the budget allow?
 
----- Original Message -----
From: abrahamk
Sent: Friday, May 05, 2000 7:41 PM
Subject: Mild L20B vs. Mild L18 for PRC (Long)

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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