L-Series engine timeline

[EuroDat]

EuroDat,

How are you going to address the fact that there was no simple, linear time-line style breakdown for the engines fitted in different models and in different markets?

You're going to need to think about this again before you design your layout. I'm disappointed to see you ignoring the Japanese market models of a Japanese car ( you don't seem to have even thought of them...? ) but it's even more disappointing to see somebody from the Netherlands ignore the European market versions too ( look at your '260Z' data.... ).

It's a big task you're taking on, and hats off to you for trying, but it's got to be RIGHT or there's no point. There are already more inaccurate data sources out there than you can shake a stick at, and we don't need any more poisoned wells.

Sorry to be harsh, but I think it needs to be said.

Hi HS30-H, You are not being harsh and you are totally right pointing out that this list covers the north american market.

Before I started, I searched this forum and others for similar timelines. The biggest problem I notice with other attempts is the enormous task getting all the information.

In north america alone you have the differences between the Californian, Fed and Canadian models. The Australian and European markets kept the 260z through to the 280zx came along and also retained leaded fuel. I know so little about the Japanese market, I woulnt know where to begin.

This is for the american market and it wouldnt work for different market. I was planning timelines for the different markets. You could do it that way and retain some control over the layout without making in unreadable.

In the end I had to start somewhere and the american market was the "easiest" for gathering information. The plan was to book small sucesses and continue to build on that instead of taking on everything at once and then crash and burn. I never expected to finish this in a couple of weeks.

I am in the Netherlands, but there are not that many original dutch Zs still running here. I think IMHO most of the cars here come from the states. My car is also an import.

Cheers

Chas

[EuroDat]

A quick update.

L-Engine Timeline Rev1.pdf

[HS30-H]

This is for the american market and it wouldnt work for different market.

In that case, please clearly label it as such. If you leave it as it is, people will do what they always do, and think that the "American" market is the only story.

[EuroDat]

In that case, please clearly label it as such. If you leave it as it is, people will do what they always do, and think that the "American" market is the only story.

I will amend the tittle in the next update. I have also started gathering info on the UK and European models.

Chas

[EuroDat]

Updated several sections. E88 heads and manifold data has been improved, still needs some work though. If anyone sees something thats not right, I would appreciate it.

The problem I have with the internet. There is so much info out there, but a lot of it is just inaccurate or unclear and based on what poeple think is right. I try to get info from brochures, manuals or sources backed by other "reliable" leads.

Chas

L-Engine Timeline Rev2.pdf

[Jeff G 78]

Nice work, but at first glance I see a few issues.

The cam lubrication line isn't correct. The N42 head used a spray bar and even a few of the N47 heads had spray bars, though the vast majority were internally oiled. Also, flat top pistons didn't come into play in the ZX until the '81 MY with the intodction of the P79 head. You have them coming in early with the N47 head which would have produced 9.83:1 CR.

EDIT: The late E88 heads have 44.6 cc chambers just like the N42 and N47 heads.

EDIT 2: Flat top carbs came in later than listed. The '73 MY had the flat top Hitachi carbs, but you have them coming in in Sept. '71.

Edited March 9, 2013 by Jeff G 78

[EuroDat]

Hi Jeff, Thats for the imput. Ill make the changes to the N42 head info. I have a 5/77 with a N47. It has an internal oiled cam. Most of the time I spent since last update was on the E88 heads and the manifolds. Still needs work down this end of the line.

I found some info about the carbs, but its hard to find good data showing when the HJG went from 4 to 3 screwed domes and when the flat tops HMB started.

I found a parts list for the series I, II & III carbs. The front and back are identical in the series I, but after that they changed the designed so the carbs are different from each other. That means you have at least a 4 screwed dome model and two 3 screwed models for the front and back carb. Mmmm.

[Jeff G 78]

As far as I can tell, all '77 MY cars had N47 heads and probably 99% of those N47's were internally oiled. I have one of the few externally oiled N47 heads, but I am fairly certain that it was a pre-production head which is why it had the earlier spray bar oiling system. I got it in 2001 from an original factory race team. I was told that it was taken off an engine when new and had been on the shelf ever since. The head was clearly brand new and not refurbished, so I had no reason to doubt his story.

[240260280z]

My Q1 1977 has an oil bar in the N-47 head.

[bartsscooterservice]

Except that it completely ignores the Japanese market L20A and L20AE-engined models.

Speechless.....

Good point there... the Japanese indeed had 2 litre versions from the L series. And then there is the 432 engine aswell...

[EuroDat]

My Q1 1977 has an oil bar in the N-47 head.

Hi Blue, Thanks for the input.

I found that mistake a while ago, but still having trouble trying to determine the start of the N47.

I've seen March 77 through to August 77. My engine has the N47 and it from 05/77. I am pretty sure its original because I had a factory recall sticker in 1979 with the engine serial number written on it.

Chas

L-Engine Timeline Rev4.pdf

[240260280z]

Mine is a feb 77 so march seems reasonable