You are late for work, sitting at a traffic light. Out of the corner of your eye, you spy a red Honda Civic in the lane beside you creeping forward, trying to get a jump at the light. Hmmm, you think—“So, you want to play?” The light turns green and you are off!
1st gear, carefully watching your tachometer to shift at 6,500rpm, the sweet sounds of your SU-equipped L16 roaring! You slam into 2nd gear and look up-- to your horror, the Civic is pulling away!
You press the gas pedal down harder, but you already have it flat to the floor. You get a quick glance at the driver, an older lady sipping her morning latte, and you slam into third gear. To your dismay, the Civic silently slips away, and to add insult to injury she changes lanes in front of you, her “Hondamatic” badge getting smaller and smaller as it fades into the distance.
As you drive the rest of the way to work, head hung in shame, you decide that the 38-year-old L-series technology under the hood may finally need updating. You pump yourself up--there’s no replacement for displacement!
ENGINE SWAPS, LESSONS LEARNED
Engine swaps into 510s are nothing new. Many different engines have been swapped into 510s over the years, from the once-exotic L18SSS to the once-exotic SR20DET, and everything in between. This article is meant to give the reader a survey of common 510 engine swaps, the pros and cons of each swap, weight and horsepower information, as well as a list of source vehicles for each engine. We have also included first-hand accounts of swapping in, and living with, some of the more modern Nissan engines to give you a bigger picture.
As you progress from the L16/L18, each swap will have a weight penalty. 5-speed transmissions, displacement, even modern alternators all weigh more than the L16 counterparts. The quoted weight/power figures are calculated using a base 510 of 2100 pounds and adding any additional weight gained during the swap. This additional weight only covers the weight added during the engine/transmission installation, this does not include weight you add for bigger brakes, radiators, high-pressure fuel pumps, etc. Engine weights listed for each swap are approximate – DQ did not hang each swap from a scale. That being said, the listed weights are edumacated guesses and should be considered reasonably accurate.
This article has been assembled to educate the reader about the choices for common engine swaps. This article will not cover every possible engine swap, for obvious reasons, and it will not be a step-by-step guide for all the fabrication necessary for each engine detailed. Each swap is unique in some way, even those that are based on the same swap kit; one 510-owner’s choices may not fit another 510-owner’s style.
Keep in mind that swapping an engine into a 510 is an involved process, even if the replacement for that tired L16 is an L20B. You will need tools, time, money, and experience. While that last bit can be found on the Bluebirds Maillist, the more complicated the swap, the longer it will take – so plan ahead. Also keep in mind that the more power you add to your 510, the more modifications you will need to make to the chassis, suspension, braking system, cooling system, etc., to keep everything balanced.
Sebastian Hill wrote in Volume 6, Issue 2, “While I’m on the subject of engine swaps, I’d like to take the time to warn folks who are wanting to go down this path. It’s not a simple task for the beginner/intermediate home mechanic. I would have never been able to complete my swap without the endless help from fellow 510 enthusiasts. I see way too many “project” cars pop up on the classifieds or Ebay from folks who started down this path and either: 1-Didn’t realize the costs involved, 2-Lack the technical expertise or friends with that knowledge, or 3-Just lost interest. It is a lot of time, work, investigation, frustration, etc., but it’s well worth the effort when properly done.”
UNITED STATES DOMESTIC MARKET (USDM) ENGINES
Engines such as the L-series (and descendents like the Z-series and KA-series) and VG-series can be sourced from vehicles sold here in the U.S. Choosing a USDM engine has many benefits, including wide availability of complete cars and donor engines, parts availability from local parts stores and the local dealership, as well as the ease with which you can obtain English factory service manuals (FSMs) for the exact engine you choose. Granted, the Internet and the rise of Japanese Domestic Market (JDM) engines have alleviated these concerns somewhat. However, think about the long drive to Shasta; should you suffer a mechanical breakdown passing through Redding, the local Napa will not have your JDM distributor cap, even if it’s just a click away online.
GENTLEMEN -- TO THE ENGINES!
L18/L20B
- L18 1972-73 610
- L18 1973-74 710
- L18 1973-74 620
- L20B 1973-76 610
- L20B 1974-77 710
- L20B 1978-79 HL510
- L20B 1976-79 200SX
- L20B 1974-79 620
- L20B 1979-80 720
The L18/L20B engines are direct descendents of the L16. These later, larger L-series engines are considered mild upgrades from the L16, with each iteration offering some more drivability and some less revability. The L18 block is essentially the same as the L16 block and all parts interchange. The L20B block is 3/4" taller and features the infamous double-top-bolt timing cover; some L20B parts will not interchange with the L16/L18. The cylinder head is a SOHC non-crossflow design, using (in later examples) an electronic ignition system. The modification potential of the L-series engines is very high – many Nissan-bodied race cars can still be found with L-series power (including a 240sx).
ADVANTAGES:
The L18/L20B engines, as they are L-series engines, bolt in to the 510 chassis with no chassis modifications when combined with the stock PL510 engine mounts and L16 oil pan and pickup tube. The L20B can present some hood-clearance issues if you are using a downdraft carburetor and the factory air cleaner assembly. Aftermarket/racing support for these engines is still tremendous and parts are readily available. As a mild upgrade in power and a nod towards authenticity, the L18/L20B are easy candidates to upgrade an L16 510.
DISADVANTAGES:
The L18 and L20B are old architectures. While there is a large support base for parts and knowledge, you can only do so much with old iron. EFI and turbos are adaptable to the L-series engines, however you will be piecing together these systems as neither came on a USDM L-series engine. Maximum power is not a realistic goal of a street-driven L-series.
WEIGHT:
The L18, for all intents and purposes, weighs near enough to an L16 to call it a draw. The L20B adds ~25 pounds.
A dog-leg 5-speed adds 10 pounds compared to the a stock 4-speed, a ZX 5-speed adds 20 pounds.
DQ Bonus Actual Weight: Complete L18SSS w/SUs, SSS exhaust manifold, SSS dist., 10lb HKS flywheel, roadster clutch, gear reduction starter, 65 amp alternator, servo-synchro ZX 5sp, stock pan and ALL mounts weighs 390 pounds.
HORSEPOWER:
A stock L18 with SU carburetors has been dynoed at 79hp at 5300rpm and 83 ft/lb at 4100RPM. A stock L20B has been dynoed at 85hp at 4800rpm and 101 ft/lb at 3200RPM. This gives approximately a 26.6 lb/hp (L18) or 25.1 lb/hp (L20B) weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
There is no other “bolt-in” alternative like the venerable L18 or L20B. While many will argue that the L-series engines still realize their cost-effective role of an economical engine to operate and repair, technology has simply passed them by.
The corollary to “there’s no replacement for displacement” is “the replacement for displacement is technology.” With that in mind, we now venture into more modern engine swaps.
Z-20/Z-22
- Z20E 1980-81 200SX
- Z20S 1980-81 HL510
- Z22S 1981-82 720 Pickup
- Z22E 1982-1983 200SX
The NAPS-Z (NAPS = Nissan Anti Pollution System) series engines are a development of the venerable inline four-cylinder L-series engine. The block is similar to the L20B block, to the point that crankshafts and all other engine block internal parts are interchangable. The cylinder head is a SOHC crossflow design, using (in most examples) an 8-plug ignition system. The modification potential of the Z-series engines is poor to fair. However, as a pure engine swap, the Z-series does present some advantages.
ADVANTAGES:
The Z20/Z22 engines, as they are based on the L-series block, bolt in to the 510 chassis with no chassis modifications when combined with the stock PL510 engine mounts and L-16 oil pan and pick-up tube. The other major advantage to the Z-series engines is that the Z-series engines offer electronic fuel injection (EFI). This is a recommended swap for people wanting something newer than an L-series engine, while gaining EFI in the bargain. Turbo exhaust manifolds are easier to obtain, as the Z18ET (non-US markets) were equipped with turbochargers, and those manifolds bolt to the US Z-series cylinder heads.
DISADVANTAGES:
The stock Z-series engine leaves little room for modification. The head design and casting do not allow for porting or fitting of high-lift cam shafts. The engine tilt is not the same as the L-series tilt, so if you use a NAPS-Z transmission it is necessary to fit Z-series engine mounts to maintain the proper transmission shift lever tilt. The EFI harness and ECU will have to be wired into the 510 electrical system.
WEIGHT:
The EFI and additional displacement of the Z-series adds 40 pounds.
A dog-leg 5-speed adds 10 pounds compared to the a stock 4-speed, a ZX 5-speed adds 20 pounds. A NAPS-Z 5-speed adds 20 pounds.
HORSEPOWER:
A stock Z22E has been dynoed at 93hp at 5300 rpm and 104 ft/lb. @ 2600 rpm to the rear wheels. This gives approximately a 23.0 lb/hp weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
CA18ET
- CA18ET 1984-86 200SX
Although the name sounds familiar, the CA18ET is a remarkably different engine from the CA18DET. The CA18ET is the SOHC turbo engine found in the '84-'86 200sx. The stock CA18ET is only rated at 120hp and is notorious for cracking the exhaust manifold. You could easily build a streetable naturally-aspirated L20B with as much HP. Since the CA-series engines are completely different from the L-series blocks, you will have to engineer engine mounts, an oil pan, and a transmission crossmember to get it to fit into a 510. By the time you replace the cracked manifold, upgrade the turbo, upgrade the fuel injection so it can run more boost - you have probably spent enough money to buy/build a decent turbo setup for a L-series or be well on your way to a turbo NAPS-Z. Why bother?
KA24E/DE
- KA24E 1988-1990 240SX
- KA24E 1989-1997 D21 Pickup
- KA24DE 1990-1998 240SX
The KA-series engine is really a further, modern development of the inline four-cylinder L-series engine. The cylinder head is a crossflow design, available either in SOHC (with 12 valves) or DOHC (with 16 valves). The /DE cylinder blocks feature oil squirters for the pistons. The modification potential of the KA-series engines is good and increasing.
ADVANTAGES:
Major advantages of the KA-series engine include a large increase in power, over even hipo L20B-equipped 510s, and the addition of modern EFI and EI to the mix. The power output of a KA24DE can top that of the larger VG30 engine, though admittedly the larger torque curve will favor the VG30 in a street car. EFI and EI make for trouble-free running over time, as well as contributing to a fair increase in gas mileage and a reduction of exhaust pollution. Parts availability is probably greater than the L-series these days. The modification potential of the KA-series is just starting to mature, with an increasing interest in turbocharging.
Another significant advantage of the KA-series engines is their availability. The 240SX is very popular with the import scene, with the SR-series engines being very popular swaps. This has resulted in a glut of unwanted KAs in good condition and complete KA drivetrains tend to be available for less than $600.
DISADVANTAGES:
The major disadvantage of the KA-series engine as an engine swap involves the complexities of fitting the engine to the 510 chassis. For the best positioning of the heavier engine, custom engine mounts, oil pan, and transmission crossmember will be required. While swaps have been performed by various other methods (including reversing the 510 front crossmember 180°), all methods to completing the swap involve some fabrication. The EFI harness and ECU will have to be wired into the 510 electrical system.
INSTALLATION TIPS:
The only other clearance issue when installing a KA is that the oxygen sensor coming out of the stock exhaust manifold hits the 510 steering box. The oxygen sensor needs to be remounted to clear the steering box and the original hole in the exhaust manifold needs to be filled (O2 block off bolts are available).
For many, modifying the stock 510 crossmember is the most logical option to get around the oil pan issue. By cutting the center section of the stock cross member and flipping it around so the forward swept section now faces the rear, the KA’s stock oil pan will easily clear the cross member. However, when doing this modification, you will need a different front swaybar, as 510-style bars (stock or aftermarket) will now hit the KA’s oil pan.
WEIGHT:
The KA24E’s additional displacement, larger accessories, and EFI components adds 70 pounds.
The KA24DE’s additional displacement, larger accessories, DOHC head, and EFI components adds 85 pounds.
A KA transmission adds 40 pounds.
HORSEPOWER:
A stock KA24DE (with modifications to the exhaust necessary to fit the engine into the 510’s chassis) has been dynoed at 145hp at 5600rpm and 140 ft/lb. at 4400rpm at the rear wheels. This gives approximately 15.3 lb/hp weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
VG30
- 1983-1989 300ZX
- 1986-1988 200SX
- 1984-1994 Maxima
- 1986-1995 Pathfinder
- 1989-1995 D21 Pickup
The VG30 engine is a SOHC V-6. This engine has been universally praised by car magazines for its power and smoothness. The modification potential of the VG-series engine is good. Different years and different donor cars change the configuration of various intake/exhaust pieces of the VG-series, affecting power curves.
ADVANTAGES:
The major advantages of the VG-series engine are power and torque, period. Nissan fitted this engine to cars and trucks weighing over 1000 pounds more than the 510. Once fitted to a 510, the factory-stock torque curve will be enough to shame much of the machinery on the road today.
DISADVANTAGES:
The VG-series engine presents many disadvantages compared to a stock L-series swap. Foremost among them is the actual fitment of the engine and transmission to the PL510 chassis. Custom engine mounts, oil pan, transmission mount will be necessary. In most cases, custom exhaust manifolds/headers may also be necessary. The EFI harness and ECU will have to be wired into the 510 electrical system. Suspension, cooling, and brake system upgrades will be necessary; structural chassis upgrades are recommended.
INSTALLATION NOTES:
The 300ZX version of the VG30E has a unique intake plenum. While this intake plenum claims to make more power from its design, it does create a few problems when installing it into a 510 chassis. The section just aft of the throttle body sweeps in a wide curve, which hangs off the rear as it makes its turn to the center of the engine. This bulge hangs a couple of inches off of the rear of the engine which hits the 510 firewall when the engine is mounted properly into the engine compartment.
Those who have installed 300ZX versions of the VG30E have either placed the intake plenum as close to the firewall as possible, or have notched the firewall to clear the plenum. The common work-around for this is to use the VG30E plenum from the 200SX.
The second issue concerning use of the ZX version of the VG30E is the exhaust manifolds. The ZX version uses a crossover pipe that hangs just below the intake plenum. Since the intake plenum is already encroaching into the firewall, this exhaust routing creates more issues. Again, use of the 200SX VG30E exhaust manifolds eliminates this problem.
WEIGHT:
The VG30 adds 125 pounds.
The 5-speed VG transmission adds 40 pounds.
DQ Bonus Actual Weight: Complete VG30E w/Nikki 4bbl, modified TBI intake, weird Euro cast iron exhaust manifolds, Euro dist., 16lb. Euro flywheel, 300ZXT clutch, gear reduction starter, 65 amp alternater, '87 300ZX 5sp., 6 quart comp. pan, and ALL mounts weighs 497 pounds
HORSEPOWER:
A stock VG30, fitted with headers into a 510, was dynoed at 136hp at 5200rpm, 159 ft/lb at 4000rpm at the wheels. This gives approximately 16.6 lb/hp weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
VG30DE
The VG30DE was introduced in 1990 with Nissan's redesigned flagship 300ZX. In non-turbo form, this engine makes more power than the VG30ET. This engine also featured distributorless ignition (Nissan Direct Ignition System—NDIS), variable intake timing (Nissan Valve Control System—NVCS), and other numerous enhancements over the VG30E.
ADVANTAGES:
The VG30DE engine is a very reliable engine offering a huge increase in power, nearly 300% more than the stock L16! The engine features trick parts like a forged crankshaft, distributorless ignition, and variable valve timing. You also get to shift at 7000rpm as often as you want, with no worries about breaking anything. You can buy a complete 222HP VG30DE for under $1000. Drivability is so superior it's on another planet.
Typical mileage is about 19-20 in city driving and a very repeatable 26MPG on all-highway, with 29-30MPG possible depending on axle ratio and speed.
DISADVANTAGES:
There aren't many, but they are substantial. The major disadvantage of the VG30DE engine swap involves the complexities of fitting the engine and transmission into the 510 chassis and getting the big VG and transmission to clear all the steering components. Out of 3 VG30DE swaps we know of, only 1 did not convert to rack & pinion.
The swap adds about 250lbs overall and dictates that other changes be made in spring rates and brakes, adding to overall swap cost. The extra weight also removes the light overall feel of the car. This alone may dissuade many people from contemplating the swap.
INSTALLATION NOTES:
Some of the same issues apply to the DOHC VG30DE as the SOHC VG30E swaps, with the exception of the VG30DE having a completely different intake system than the VG30E. The VG30DE uses two separate intake runner systems; Nissan essentially split the intake, treating the V-6 as two inline-3s. It has only one MAF, but two separate throttle butterflies. This means there are no engine bay modifications necessary to fit the intake plenum, but a custom assembly must be fabricated to get the MAF mounted to the intake plenum.
WEIGHT:
The VG30DE adds 180 pounds.
The VG30DE transmission weighs 60 pounds.
HORSEPOWER:
A stock VG30DE in a 510 was dynoed at 179hp at 6400rpm, 165 ft/lb at 4800rpm at the wheels. This gives approximately 13.0 lb/hp weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
VQ35DE
We know that it is just a matter of time before one of these impressive engines finds its way into a 510 engine compartment. As this is as-yet uncharted territory, the major advantages and disadvantages of this swap are not known.
However, with its all-aluminum construction and 250-300hp on tap at the flywheel, the VQ35DE is a potent package that would surely motivate a 510 to new heights. Critics have raved about the VQ-series engine’s smooth power curves and the VQ-series has been listed on Wards Automotive top-ten engine list for at least six years (replacing the frequent appearance of the VG-series).
INSTALLATION NOTES:
The following are observations made by looking at a 2001 Pathfinder on a dealer’s lot:
Starting from the top of the engine, one of the first things that one notices is the gloss black, plastic intake plenum. In a weight savings move, the intake plenum is now made of plastic (which could complicate modifications). The intake plenum is nice and short, and it appears that it will fit under a 510 hood with ease. The engine does not appear to have any overhanging items such as solenoids, or crossover pipes that would complicate installation into a 510 engine compartment. A massive intake throttle body resides at the end of the plenum, appropriately sized for the huge amount of air that this engine must ingest.
The exhaust manifolds both have pre-cats built into them so they would need to be scrapped and new exhaust manifolds built. The VQ uses dual oxygen sensors, so careful placement of the O2 sensor on fabricated headers will be critical for the engine to run properly.
Unlike the FWD (and Japanese RWD) versions of the VQ series engines, the VQ35DE has a narrow, skinny, and VERY deep rear oil sump. Other versions of the VQ series have a front sump design that looks very similar to the SR20DE. The VQ35DE's oil sump has a few peculiar humps in it to clear steering and suspension crossmembers, but it is a RWD setup, and may be easier to modify than the front sump setup found on earlier versions. The oil sump is made entirely from aluminum, with a small stamped steel plate located at the bottom of the sump (ala SR20DE).
The bolt pattern of the VQ transmission IS different than the VG series, and the available 6-speed in the G35 and 350Z eliminate the hassle of finding a RWD manual transmission (as all VQ Pathfinders were equipped with automatics). However, the 6-speed is significantly larger than an L-series transmission – major transmission-tunnel surgery will be necessary.
HORSEPOWER:
A stock VQ35DE in a 350Z was dynoed at 225hp at 6250rpm, 219 ft/lb at 4750rpm at the wheels. This gives approximately 10.2 lb/hp weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
NON-NISSAN ENGINES
12A/13B
12A 1978-85 RX-7
13B 1985-92 RX-7
13BT 1987-91
13BTT 1993-96
The Wankel Rotary engine is a marvel of packaging. Producing, in the case of a stock 13B, 146hp from an engine smaller than a beer keg is quite an achievement. The design of the Wankel also has very few moving parts, increasing reliability of the rotating assembly. The modification potential of a Wankel Rotary engine is high.
ADVANTAGES:
The Wankel is a compact engine, so fitment of the engine into a 510 chassis is not a huge hassle. This compact size allows the engine to be placed lower in the chassis, lowering the center of gravity of the 510. The engine is also lighter than any Nissan engine. Parts and knowledge are widely available.
DISADVANTAGES:
The Wankel has a number of disadvantages and are not commonly swapped into 510s. There are no swap kits available for the Wankel/510 combination and the engine needs a mount on the front of the engine as well. They lack torque in the bottom-end and tuning for more power only makes this worse. They also produce a lot of heat via the cooling and exhaust systems, both of which need significant uprating to deal with the stresses. Lastly, the Wankels are thirsty engines. Again, tuning for more power only makes this worse.
INSTALLATION TIPS: (FROM CHUCK ROTHFUSS)
"Sure, it looks easy, but here are a few problem areas.
The exhaust is on the wrong side, and extremely hot. (up to 1800 degrees) This makes moving all brake and fuel lines necessary.
The engine is front mounted. Blow off the original 510 mounts (they'll interfere with the exhaust) and weld in a new, dropped cross member in front of the original.
Something has to give, either the firewall or the shifter location. Much easier to move the shifter forward. (I now have 50/50 weight distribution. Dumb luck!)
Besides a radiator with the hoses both on the same side, you have to add an oil cooler, which really won't fit well anywhere.
Bryan Feldman (http://www.bryanf.com) has written extensively about his many rotary swaps, but mine is quite simple compared to the major surgery he does to mount the engine to the original cross member. Shifter location was the major factor in where my engine would sit, and I have an installation that looks nearly factory. Bryan's goal was to get maximum engine set-back. So much so that most of the engine is actually behind the original firewall location. Takes a talented welder to pull that off and make it all work again."
WEIGHT:
A Wankel weighs approximately the same as an L16.
A Wankel transmission adds approximately 30 pounds.
HORSEPOWER:
A stock 13B produces 146hp at 6500rpm and 138 ft/lb. at 3500 rpm at the crankshaft. Assuming 17% drivetrain loss (121 HP), this gives approximately 17.6 lb/hp weight-to-power ratio.
A 2001 Integra GS-R (170HP at the flywheel, 2550 pounds) is approximately 144 hp at the wheels, which equates to 17.7 lb/hp weight-to-power ratio.
CONCLUSIONS
But wait, what about all the engines Nissan saves for Japan? Don’t worry, we have all the information on JDM Nissan engines coming in the next DQ!
DQ
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