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83-523: The 280ZX was a complete redesign, retaining only the L28 inline-six engine and other driveline components from the 280Z . Both two-seat and four-seat (2+2) designs were offered. Compared to the more overtly sporting earlier models, the 280ZX was a much softer, heavier car, with less focus on driving and more on driver comfort and refinement. Softer suspension, better sound insulation, more comfortable seats, and ample equipment including high-end audio systems defined

166-459: A Datsun 810 -derived recirculating-ball with power assistance. Neither came in for much appreciation in period road tests. A new power-assisted rack-and-pinion steering replaced the recirculating-ball steering system for the 1981 turbo, becoming available on the naturally aspirated models the following year. It is a common misconception that the 280ZX's L28 engine is less powerful than the L24 engine of

249-678: A 0-60 mph time of 7.4 seconds while the automatic managed to turn out 7.1 seconds. That compares to the Aston Martin Volante, which had a 0-60 mph time of 8.9 seconds at almost seven times the cost and the Ferrari 308GTSi which had a 0-60 mph time of 7.9 seconds. The only US-market car in 1982 to beat the Turbo ZX' acceleration figures was the Porsche 911SC, which was considered by most to be an exotic car. This information can be referenced in

332-603: A LD20 because it fits on the original gearbox and engine mounts.) The N/A version produced 65 PS (48 kW) at 4600 rpm and 12.5 kg⋅m (123 N⋅m; 90 lb⋅ft) of torque at 2400 rpm, later 67 PS (49 kW) and 13 kg⋅m (127 N⋅m; 94 lb⋅ft) of torque. The turbo version has 79 PS (58 kW) at 4400 rpm and 17 kg⋅m (167 N⋅m; 123 lb⋅ft) of torque at 2400 rpm. 65 PS (48 kW; 64 hp) at 4600 rpm and 12.5 kg⋅m (123 N⋅m; 90 lb⋅ft) of torque at 2400 rpm Models: Introduced in 1986,

415-603: A LD20 because it fits on the original gearbox and engine mounts.) The N/A version produced 65 PS (48 kW) at 4600 rpm and 12.5 kg⋅m (123 N⋅m; 90 lb⋅ft) of torque at 2400 rpm, later 67 PS (49 kW) and 13 kg⋅m (127 N⋅m; 94 lb⋅ft) of torque. The turbo version has 79 PS (58 kW) at 4400 rpm and 17 kg⋅m (167 N⋅m; 123 lb⋅ft) of torque at 2400 rpm. 65 PS (48 kW; 64 hp) at 4600 rpm and 12.5 kg⋅m (123 N⋅m; 90 lb⋅ft) of torque at 2400 rpm Models: Introduced in 1986,

498-474: A bore and stroke of 87.8 mm × 66 mm (3.46 in × 2.60 in) 1,598 cc (1.6 L; 97.5 cu in). The LZ engine uses a standard L series engine block to mount the DOHC cylinder head. 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 various length, Cosworth style, to suit

581-428: A bore and stroke of 87.8 mm × 66 mm (3.46 in × 2.60 in) 1,598 cc (1.6 L; 97.5 cu in). The LZ engine uses a standard L series engine block to mount the DOHC cylinder head. 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 various length, Cosworth style, to suit

664-579: 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 (same as ones used in 240Z) and

747-438: 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 (same as ones used in 240Z) and

830-417: A lower center-of-gravity and nearly 50/50 weight distribution in both the two-seater and 2+2 designs. The rear of the car was stretched to accommodate a larger 80 L (21.133 US liquid gallons) fuel tank. Overall, the new body design gave better fuel economy and high-speed stability (one of the known issues from the first generation Z-car). The 280ZX initially offered either unassisted rack-and-pinion steering or

913-503: A popular choice among tuners for turbocharging. The engine used a carburetor but switched to fuel injection (and round instead of square exhaust ports) 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

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996-411: A popular choice among tuners for turbocharging. The engine used a carburetor but switched to fuel injection (and round instead of square exhaust ports) 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

1079-487: A short-stroke L16. Applications: The 1,428 cc (1.4 L; 87.1 cu in) L14 was destined for most of the world, but was never offered in the US. Specifications Bore x stroke (83 mm × 66 mm (3.27 in × 2.60 in). 85 PS JIS (63 kW) at 6,000rpm, 116 N⋅m (85 lb⋅ft) at 3,600rpm (single carburetor) 95 PS JIS (70 kW) at 6,400rpm, 122 N⋅m (90 lb⋅ft) at 4,000rpm (twin SU carburetors) The L16

1162-487: A short-stroke L16. Applications: The 1,428 cc (1.4 L; 87.1 cu in) L14 was destined for most of the world, but was never offered in the US. Specifications Bore x stroke (83 mm × 66 mm (3.27 in × 2.60 in). 85 PS JIS (63 kW) at 6,000rpm, 116 N⋅m (85 lb⋅ft) at 3,600rpm (single carburetor) 95 PS JIS (70 kW) at 6,400rpm, 122 N⋅m (90 lb⋅ft) at 4,000rpm (twin SU carburetors) The L16

1245-593: A slightly different head. It produces 109 PS (80 kW; 108 hp). Applications: Note the L in PL was for left hand drive models. 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

1328-408: A slightly different head. It produces 109 PS (80 kW; 108 hp). Applications: Note the L in PL was for left hand drive models. 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

1411-622: Is a 1,595 cc (1.6 L; 97.3 cu in) 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 83 mm × 73.7 mm (3.27 in × 2.90 in). Learning lessons from the original L20,

1494-407: Is a 1,595 cc (1.6 L; 97.3 cu in) 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 83 mm × 73.7 mm (3.27 in × 2.90 in). Learning lessons from the original L20,

1577-405: The Datsun 610 and 97 hp (72 kW) in 1977-78 form with 102 lb⋅ft (138 N⋅m) of torque as installed in the 200SX . The L20B engine introduced larger-diameter 60 mm (2.4 in) 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

1660-405: The Datsun 610 and 97 hp (72 kW) in 1977-78 form with 102 lb⋅ft (138 N⋅m) of torque as installed in the 200SX . The L20B engine introduced larger-diameter 60 mm (2.4 in) 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

1743-418: The Datsun 810 luxury sedan. Most of the design effort went into the entirely different and much more modern interior. The car became a grand tourer rather than a sports car, particularly in the plush Grand Luxury versions. The 280ZX adopted a suspension similar to that of the concurrent Bluebird 910 , with MacPherson struts in front and semi-trailing arm independent suspension in the rear. The wheelbase

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1826-600: The R&;T Guide to Sports & GT Cars (1982). The (US market only) 280ZX Turbo was offered with a Borg-Warner T-5 5-speed manual transmission . This was one of the first Nissan and Japanese car in general which used a non-Japanese transmission; the T-5 was also used in the GM F-bodies and Ford Mustang in addition to numerous other American domestic vehicles. The T-5 was only available in 1982 and 1983 after which Nissan USA phased in

1909-604: The Z series and later the CA series , while the six-cylinder L series engines were replaced with the VG series and RB series . 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. and was discontinued two years later. Learning lessons from

1992-416: The Z series and later the CA series , while the six-cylinder L series engines were replaced with the VG series and RB series . 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. and was discontinued two years later. Learning lessons from

2075-539: The "Series II" 280ZX. Power steering became standard equipment with a new rack-and-pinion system, rather than recirculating ball. Changes were made to the rear suspension layout, which also meant the exhaust pipe now exited from the left, rather than right-hand side. The rear brake calipers and rotors were also changed and the drive shafts (half shafts) were upgraded from universal joints to constant velocity joints on certain models. As in 1981 both turbo and naturally aspirated engines were offered, but non-turbo cars now used

2158-525: The 1970 240Z or the L26 engine of the 260Z ; the difference is due to Nissan adopting the SAE net standard of power measurement, which resulted in lower power ratings than the earlier gross figures and added emissions. However, Nissan designers deliberately sacrificed raw acceleration for improved fuel economy in the 280ZX, so the early 1979 models rated at 135 hp (101 kW) actually had slower acceleration than

2241-422: The 1980s. In US trim, it produces 96 hp (72 kW; 97 PS) at 6,000 rpm and maximum torque of 135 N⋅m (100 lb⋅ft) 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

2324-422: The 1980s. In US trim, it produces 96 hp (72 kW; 97 PS) at 6,000 rpm and maximum torque of 135 N⋅m (100 lb⋅ft) 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

2407-532: The 1983 Nissan Silvia (S12) "White Lightning" Group 5 race car, produced 500 PS (368 kW; 493 hp) at 8,000 rpm. The LZ14 engine for the Formula Pacific race cars produces 205 PS (151 kW; 202 hp) at 10,200 rpm. For qualifying and non endurance events the LZ14 can be tweaked to produce 240 PS (177 kW; 237 hp) at 11,000 rpm. The LZ14 is naturally aspirated and has

2490-427: The 1983 Nissan Silvia (S12) "White Lightning" Group 5 race car, produced 500 PS (368 kW; 493 hp) at 8,000 rpm. The LZ14 engine for the Formula Pacific race cars produces 205 PS (151 kW; 202 hp) at 10,200 rpm. For qualifying and non endurance events the LZ14 can be tweaked to produce 240 PS (177 kW; 237 hp) at 11,000 rpm. The LZ14 is naturally aspirated and has

2573-516: The 240Z, largely due to increases in weight and taller gearing, as well as power losses to emissions controls. This overall performance deficit was not addressed until the release of the 280ZX Turbo in 1981. The 280ZX was branded in the North American and Australian markets as the " Datsun 280ZX"; and in the local Japanese market as the "Fairlady Z". For the 1979 model year, in the American market, it

Nissan Fairlady Z (S130) - Misplaced Pages Continue

2656-623: The Bluebird SSS Hardtop Coupé (910) for General LHD markets. 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 1,952 cc (2.0 L; 119.1 cu in) with a bore and stroke of 85 mm × 86 mm (3.35 in × 3.39 in) engine produced from 1974 through 1985. In US spec, it produces 110 hp (82 kW) in 1974-75 form with 112 lb⋅ft (152 N⋅m) of torque as installed in

2739-509: The Bluebird SSS Hardtop Coupé (910) for General LHD markets. 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 1,952 cc (2.0 L; 119.1 cu in) with a bore and stroke of 85 mm × 86 mm (3.35 in × 3.39 in) engine produced from 1974 through 1985. In US spec, it produces 110 hp (82 kW) in 1974-75 form with 112 lb⋅ft (152 N⋅m) of torque as installed in

2822-606: 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

2905-449: 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

2988-472: 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. The L13 was a 1,296 cc (1.3 L; 79.1 cu in) engine with a bore and stroke of 83 mm × 59.9 mm (3.27 in × 2.36 in) that appeared in 1967. It

3071-415: 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. The L13 was a 1,296 cc (1.3 L; 79.1 cu in) engine with a bore and stroke of 83 mm × 59.9 mm (3.27 in × 2.36 in) that appeared in 1967. It

3154-588: The LD20 ;II has a differently shaped combustion chamber. Camshaft is driven by timing belt instead of chain drive as in LD20. 67 PS (49 kW; 66 hp) at 4600 rpm and 13 kg⋅m (127 N⋅m; 94 lb⋅ft) of torque at 2400 rpm Models: 79 PS (58 kW; 78 hp) at 4400 rpm and 17 kg⋅m (167 N⋅m; 123 lb⋅ft) of torque at 2400 rpm (LD20T II) Nissan l engine The Nissan L series of automobile engines

3237-609: The LZ engine is fitted with low compression pistons and a "T05B" turbocharger. These engines are electronically fuel injected. 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 LZ turbo engine was tuned to produce 570 PS (419 kW; 562 hp) at 7,600 rpm and 539 N⋅m (398 lbf⋅ft) at 6,400 rpm. The original LZ20B turbo engine used in

3320-564: The LZ engine is fitted with low compression pistons and a "T05B" turbocharger. These engines are electronically fuel injected. 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 LZ turbo engine was tuned to produce 570 PS (419 kW; 562 hp) at 7,600 rpm and 539 N⋅m (398 lbf⋅ft) at 6,400 rpm. The original LZ20B turbo engine used in

3403-595: 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 44 or 50 mm (1.73 or 1.97 in) Solex carburettors depending on capacity. The LZ engine found its way into many categories, from "Datsun Works" rally cars, Formula Pacific, Group 4 (racing), Group 5 (racing) and Group C. In some Japanese racing classes

Nissan Fairlady Z (S130) - Misplaced Pages Continue

3486-445: 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 44 or 50 mm (1.73 or 1.97 in) Solex carburettors depending on capacity. The LZ engine found its way into many categories, from "Datsun Works" rally cars, Formula Pacific, Group 4 (racing), Group 5 (racing) and Group C. In some Japanese racing classes

3569-510: The company's US history. To avoid confusion with the six-cylinder L20, Nissan designated this engine the L20B. The "LZ" twin cam head was designed to give a power boost to the Datsun L series engine for competition purposes. 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 referred to as the L14 twin cam. There

3652-415: The company's US history. To avoid confusion with the six-cylinder L20, Nissan designated this engine the L20B. The "LZ" twin cam head was designed to give a power boost to the Datsun L series engine for competition purposes. 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 referred to as the L14 twin cam. There

3735-474: The earlier model's chrome and rubber items. The bumpers were now also body coloured and wrapped around further. Interior changes were minor but included new seat trim styling. The 1982 model also was the first to offer the popular voice warning system, which warned the driver when the headlights were left on after the vehicle was turned off, if the parking brake was on while the vehicle was in motion, and many others. This facelifted model has since come to be called

3818-475: The engine stroke. The rod caps have aircraft grade rod bolts and are dowelled. Pistons are thin ring forged units. The head was available for purchase from Nissan (Nismo) and was sanctioned by the FIA. The LZ14 1,598 cc (1.6 L; 97.5 cu in) 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

3901-429: The engine stroke. The rod caps have aircraft grade rod bolts and are dowelled. Pistons are thin ring forged units. The head was available for purchase from Nissan (Nismo) and was sanctioned by the FIA. The LZ14 1,598 cc (1.6 L; 97.5 cu in) 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

3984-508: 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,

4067-446: 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,

4150-414: The handling nervousness of the early 280ZX Turbo, and reviews confirmed that the 1982 280ZX Turbo was the most sporting Z-car since the original 240Z of 1970. The 280ZX proved successful in various classes of racing, particularly in the US. Significant results include: The 1983 Electramotive 280ZX Turbo produced over 700 hp (522 kW), and reached a terminal speed of 140 mph (230 km/h) in

4233-544: The larger engine were regarded as the top-level luxury model in Japan. Export markets all got the L28 -powered version. In Japan the Fairlady was joined by a Nissan Skyline -derived sedan and coupé, called the Nissan Leopard TR-X, available at Nissan Japanese dealerships called " Nissan Bluebird Stores ". Two trim levels were offered in North America, with a no-frills two-seater and a fully equipped 2+2 GL. The GL package

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4316-494: 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 -50 mm (2.0 in) 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

4399-448: 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 -50 mm (2.0 in) 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

4482-400: The new ZX. In the spirit of the times, emissions controls and aerodynamics were markedly improved over the first generation Z-cars , while weight was down somewhat as long as the buyer did not pick much from the very long options list. The exterior design was evolutionary, less rounded and with better integrated safety bumpers. Many parts, including the rear-axle and the power steering came from

4565-480: The normally aspirated 2.8 L engine with manual or automatic transmission. This engine was considered too powerful to receive type approval by Japan's Ministry of Transportation, who would only allow turbochargers to be installed in sub 2 litre-engined cars, and it was therefore never sold in its homeland. The turbocharged 280ZX used a single Garrett AiResearch TB03 turbocharger with an internal wastegate, and no intercooler . Nissan's design philosophy at

4648-407: The other cars of this year with the exception of the spoiler and decal package. Successful IMSA racer Don Devendorf was involved in the development of the spoiler. From 1980 onwards, the 280ZX was available with a T-bar roof (on both the two-seater and 2+2 body styles). The T-bar roof panels could be removed and stored in bags in the rear of the car. In 1980, a limited edition "10th anniversary" car

4731-458: The standing quarter mile. The most notable driver to be associated with the car was actor Paul Newman , who raced with the Bob Sharp Racing team. He also helped to promote the car and starred in a series of commercials. Datsun 280ZX . Nissan Motor Company, 1978. Datsun 280Z & ZX . Brooklands Road Text Books. Nissan L engine#L28 The Nissan L series of automobile engines

4814-404: The time led to boost being limited to 6.8 psi (0.47 bar), despite the lowered compression of the turbo engine (7.4:1 with dished, cast aluminum pistons). Additional changes over the naturally aspirated engine included a higher volume oil pump, an oil cooler on automatic models, and Nissan's Electronic Concentrated Control System (ECCS). At the time of its release into the US market, the 280ZX turbo

4897-681: The transformation the Z-car had made to a grand tourer, while others appreciated the improvements in refinement, comfort, and overall market appeal. The sales figures soon proved the Nissan designers right, with the 280ZX becoming a sales success. In 1979 Datsun homologated a high-downforce "whale-tail" type spoiler for the Datsun 280ZX by producing 1,001 280ZX-R cars; this allowed for use of this aerodynamic aid in IMSA and SCCA racing. These cars also had distinctive body decals and ZX-R logos. These cars were identical to

4980-559: The uprated L20E for the Japanese market or the L28E for the export market, which on the 2.8 L version, due to increased compression, were rated at 145 hp (108 kW) rather than the earlier engine's 135 hp (101 kW). The naturally aspirated 1982 Datsun 280ZX boasted a 0-60 mph time of 9.1 seconds, 1.2 seconds slower than the Corvette of the same year. The 280ZX Turbo manual had

5063-460: The use of local automotive components - the 1981 Turbo had only been available with an automatic. Hitherto mainly sold in the US, in the second half of 1983 the 280ZXT Turbo also became available in Germany. It was the fastest, most expensive, and most powerful (with 200 PS or 147 kW) Japanese car offered to that point in Germany. Spring rates and sway bars were revised, which largely addressed

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5146-595: Was a 1,770 cc (1.8 L; 108.0 cu in) with a bore and stroke of 85 mm × 78 mm (3.35 in × 3.07 in) engine produced from 1972 through 1976. It produces 105 PS (77 kW; 104 hp) 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

5229-542: Was a 1,770 cc (1.8 L; 108.0 cu in) with a bore and stroke of 85 mm × 78 mm (3.35 in × 3.07 in) engine produced from 1972 through 1976. It produces 105 PS (77 kW; 104 hp) 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

5312-402: Was a feature of trailing-arm rear suspensions. The release of the turbocharged model in 1981 saw the introduction of a revised rear suspension, which Nissan continued to use in the 1982 and 1983 turbos, as well as the non-turbo from mid-1982 onward. Car and Driver had another complaint of the 280ZX turbo: in a 1981 comparison of several performance cars, they decided that while the acceleration

5395-567: 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, 2 mm (0.079 in) bigger inlet valves and 1 mm (0.039 in) 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 110 PS (81 kW). Also used in

5478-514: 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, 2 mm (0.079 in) bigger inlet valves and 1 mm (0.039 in) 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 110 PS (81 kW). Also used in

5561-466: Was also available for the two-seater, carrying the full equipment list. Leather seats were optional, and an optional digital instrument cluster was introduced in 1982. The T-bar roof was available on both bodystyles, but only in combination with the GL package. A "Blackout" package, without most of the chrome brightwork, was available for the standard two-seater. Early reviews of the 280ZX were mixed. Some lamented

5644-474: Was an 1,800 cc (1.8 L; 109.8 cu in) engine that was used in the 910 bluebird Sedan and S10 Silvia. Applications: The L18E was an 1,800 cc (1.8 L; 109.8 cu in) 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, that produces 115 PS (85 kW; 113 hp) at 6,200 rpm. The L18E

5727-427: Was an 1,800 cc (1.8 L; 109.8 cu in) engine that was used in the 910 bluebird Sedan and S10 Silvia. Applications: The L18E was an 1,800 cc (1.8 L; 109.8 cu in) 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, that produces 115 PS (85 kW; 113 hp) at 6,200 rpm. The L18E

5810-515: Was co-branded " Datsun by Nissan " through the 1983 model year. These were considered transitional years, as Nissan began to phase in their new global brand under the Nissan name. The Japanese market got both 2.0 L and 2.8 L engines. The 2.0 L-engined Fairlady 200Z used the L20 engine common in Nissan family cars of the same era. The smaller engine was offered so that it would comply with Japanese government dimension regulations , while models with

5893-642: Was entered in. It received multiple top rankings in some events. There was also a diesel version of the four-cylinder L-series, used in amongst others the Bluebird 910 and the Vanette. Strangely, it was not installed in the 720 pickup (which has the SD22/25 when diesel powered) although the gas versions most often has the L-series engine. However, in case of a conversion of a gas powered 720 to diesel, it will be much easier to use

5976-440: Was entered in. It received multiple top rankings in some events. There was also a diesel version of the four-cylinder L-series, used in amongst others the Bluebird 910 and the Vanette. Strangely, it was not installed in the 720 pickup (which has the SD22/25 when diesel powered) although the gas versions most often has the L-series engine. However, in case of a conversion of a gas powered 720 to diesel, it will be much easier to use

6059-532: Was introduced to the US export market in 1981. At the same time the Japanese domestic market received L20ET (2 L turbo) in both manual and automatic transmissions. Nissan's concerns about the reliability of their own five-speed transmission when combined with the additional torque of the 2.8 L turbo engine, meant that no manual transmission was offered with the L28ET engine for the 1981 model year. Other export markets (Europe and Australia) continued to receive only

6142-493: Was no mention of Z in the title. 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 (6 for the cover and 8 for the bolt-in plug holders). Later engines use the full flat cover with six bolts to secure it. The LZ engine was built purely for Datsun/Nissan competition use. Engine size can vary between 1400 cc (LZ14) in

6225-493: Was no mention of Z in the title. 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 (6 for the cover and 8 for the bolt-in plug holders). Later engines use the full flat cover with six bolts to secure it. The LZ engine was built purely for Datsun/Nissan competition use. Engine size can vary between 1400 cc (LZ14) in

6308-468: Was not available in the United States, but Canada received it in 1968 only. It produces 77 hp (57 kW; 78 PS) SAE at 6,000 rpm (export models). In the Japanese market, the gross JIS rating was used and the figure is 72 PS (53 kW) JIS at the same engine speed. Torque is 109 N⋅m (80 lb⋅ft) SAE or 103 N⋅m (76 lb⋅ft) JIS at 3,600 rpm. The L13 was essentially

6391-412: Was not available in the United States, but Canada received it in 1968 only. It produces 77 hp (57 kW; 78 PS) SAE at 6,000 rpm (export models). In the Japanese market, the gross JIS rating was used and the figure is 72 PS (53 kW) JIS at the same engine speed. Torque is 109 N⋅m (80 lb⋅ft) SAE or 103 N⋅m (76 lb⋅ft) JIS at 3,600 rpm. The L13 was essentially

6474-455: Was on par with other sports cars of the era, the braking system was prone to fading away completely before a lap could be completed on their test track. Nissan gave the 280ZX a facelift in 1982, with revised NACA ducting in the hood, new alloy wheels (14-inch six-spoke alloys for non-turbo models, and 15-inch four-spoke alloys for turbo models), a revised B-pillar garnish, new pin-stripe style tail-lights, and rubber bumper over-riders replaced

6557-530: 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

6640-475: 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

6723-472: Was released. Available in either black and gold or black and red two-tone paint, these cars came with leather seating, and other special trim features. A total of 3,000 of these cars were built - - 2,500 in black and gold, and 500 in red and black. A turbocharged model, using the L28ET engine rated at 180 bhp (134 kW; 182 PS) at 5,600 rpm and 203 ft•lbs (275n•m) of torque at 2,800 rpm,

6806-465: Was the fastest Japanese import on the American market. The turbocharged 280ZX with a three-speed automatic delivered 0–60 mph (0–97 km/h) times of 7.4 seconds and a very respectable quarter mile time of 16.6 seconds, at a top speed of 130 mph (210 km/h). One criticism of the early 280ZX was a reduction in spring rates, giving a softer ride and making the car rather difficult to drive hard through corners without transient oversteer, which

6889-418: Was up from its predecessor (90.7 in or 2,304 mm) to 91.3 in (2,319 mm) for the two-seater. The 280ZX's body was redesigned with aerodynamics in mind. By closing in the open grille of the first generation Z-car and through other improvements taken from wind-tunnel testing, the drag coefficient was reduced from 0.467 to 0.385, and the lift coefficient from 0.41 to 0.14. The new design had

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