How much horse do you think my engine makes?

[kujocku]

 Hi Everyone, In a previous post I described what I had done to my motor. Its a L20b rebuilt properly by a experienced machinist. It was also balanced, ported, plus a Delta 264 cam (RV). I already had a 3236 weber and an upgraded muffler. It has a stock ignition.  How much horse do you think it makes?  If I added a pair of SU carberators how much power would that add?  Then if I added a Pertronix pick up, MSD unit and Blaster coil how much more could I expect? the MSD and coil I already have in another vehicle Can I go with the stock cap and wires? Which plugs? A lot of questions I know, Thanks everyone Neil                        P.S I thought of 40mm Mikunis but they dont have a choke and I live where it gets really cold.

[72240z]

two horses and a mule, you gain one more mule with the su's and a horse with the dcoe's 

[Stupid_fast]

Probably 100-110 to the crank.

 

Weber claim you can't get much more than 120 from a 2 liter 4 cylinder with a 32/36. 

[Silky_Johnson]

Mikunis have a starter circuit for cold starting - works in place of a choke.  I start mine on the first turn of the key without touching the gas in 20 degree weather.

 

Has this guy posted any pictures yet?

[racerx]

probably 100, need to put it in a dyno to make sure.  Need to do a lot to get 150 hp..this is why lots of people with KA or Sr motor swap.

[datsunaholic]

You need to dyno it.  You have somewhat contrary parts:

 

RV cams are generally good for low-end, lower RPM torque.  This is usually at the EXPENSE of higher-end HP.  It may make more torque, but almost always at a LOWER RPM, which results in lower peak HP.  What it DOES do is make more torque sooner.

 

Porting is good for high-end horsepower (though generally only help when combined with larger valves and bigger carbs).

 

Balancing helps overall, but being L20Bs are generally well-balanced to begin with it's not much more than blueprinting and getting a small amount of harmonic loss out, maybe a couple HP but not much more.  What it DOES do is help the engine live longer.

 

The 32/36 carb is really basically a stock replacement... a lateral move, no more or less. 

[h190]

X2 on that mikuni starters.  better than a choke and I havent ever used mine, in fact I never even hooked up a cable to them.  

[datzenmike]

It has a stock ignition. If I added a pair of SU carberators how much power would that add?  Then if I added a Pertronix pick up, MSD unit and Blaster coil how much more could I expect? the MSD and coil I already have in another vehicle Can I go with the stock cap and wires? Which plugs? A lot of questions I know, Thanks everyone Neil                        P.S I thought of 40mm Mikunis but they dont have a choke and I live where it gets really cold.

 

SUs.... 5-8 hp maybe.

Pertronix...... no gain but better starting and less maintenance.

LSD and coil... no gain, waste of money compared to the Nissan EI set up. As you already have them then they are free but don't expect much.

Stock cap and wires are the best.

NGK plugs. BP6ES... BPR6ES if you have a radio.

[hang_510]

two horses and a mule, you gain one more mule with the su's and a horse with the dcoe's 

 

 

LSD and coil.

^^^thats got to be worth another horse and a half

[banzai510(hainz)]

Im thinking just drive it the way it is before you fucki it up mismatching parts and maybe unknown parts.

 

You not going to get much more.

add the Pertronix with the stock coil and ballast youll be fine.

 

you might be lucky if you have 90hp to the wheels with the SU set up. TRUST ME

DYNO it! otherwise we are just guess based on previos owners true responses.

[racerx]

here are some numbers...

 

Datsun/Nissan Dyno Readings :
HOME

NOTE: All numbers are at the wheels. To get an
estimate of crank  HP numbers add 25%.

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Comparisons

- - - - - - 4 cylinder non-turbo - - - - - -

Comparison chart of L-series power

L16 (1971 510 - 4-speed)(RWD)(Stock)
60.7HP@4900rpm
76.3 ft-lbs@3100RPM
(actual sheet)

L16SSS (1971 510 - 4-speed) (RWD) 
74HP@????rpm
(Details to follow soon)

L18 (1971 510 5-speed)(RWD)
66HP@4500rpm
85 ft-lbs@3500RPM
Very tired stock L18
(actual sheet)

L18 (1970 510 - 5-speed)(RWD)
75.9HP@5900rpm
87.5 ft-lbs@2700RPM
Headwork by Broos. Stock hardware. Japanese-market EFI conversion
(actual sheet)

L18 (1971 510 wagon- 5-speed)(RWD)
79.1HP@5300rpm
83.5 ft-lbs@4100RPM
SU's
(actual sheet)

L20B (1971 510 - 5-speed)(RWD)
93.8HP@4800rpm
119.5 ft-lbs@3200RPM
stock bore, rebuilt 10,000 miles ago. 9.8:1 compression ratio, measured 210PSI cylinder pressure on compression gauge. Mildly pocket ported "210" casting head, 42mm intake/35mm exhaust valves, stock "U20" camshaft, L18 pistons, dual weber DCOE carbs with 30mm chokes. Electronic Ignition Nissan factory distributer recurved for 18 deg initial advance, 35 deg total advance. Factory SSS L16 exhaust manifold w/ custom lengthened 2-into-1 Y pipe to 2" exaust/turbo muffler
(actual sheet) < - more detail n this page as well

Long rod L20B (RWD) (Danny http://fiveoneoh.com)
125hp @ 6500rpm
119ft-lbs
The car has a L20B bottom end with 6 inch rods built by Troy Ermish.
U67 Cylinder head prepped and ported by Rebello, valve job since redone by a local machine shop, large valves. The cam is unknown. It's some sort of cal cams camshaft that has a lot of overlap, I believe the lift to be under a half inch with a duration under 300. I do not know. It is running 44mm mikunis with the short intake manifold, and a comp header with 2 inch exhaust. The distributor is a Nissan black box unit which was just installed. At 5 degrees initial and about 27 degrees total we got 125 horse at 6500rpm and 119 of torque. These are all at the wheel numbers which are corrected for altitude and temperature.
The car has a L20B bottom end with 6 inch rods built by Troy Ermish.
U67 Cylinder head prepped and ported by Rebello, valve job since redone by a local machine shop, large valves. The cam is unknown. It's some sort of cal cams camshaft that has a lot of overlap, I believe the lift to be under a half inch with a duration under 300. I do not know. It is running 44mm mikunis with the short intake manifold, and a comp header with 2 inch exhaust. The distributor is a Nissan black box unit which was just installed. At 5 degrees initial and about 27 degrees total we got 125 horse at 6500rpm and 119 of torque. These are all at the wheel numbers which are corrected for altitude and temperature.

L21 (big bore L20B) (1971 510 - 5-speed)(RWD)
Stock stroke L20B. Z20 siamesed cylinder block w/L20B crank, VG pistons and Z20 6" rods. Pistons are full floating, non-bushed factory Z31 pistons - flattop w/~1cc dish created by the two cast valve relief's. Head is an unported W53 closed chamber, unshrouded polished stainless Z car valves (44/35). DAMB Cam w/Norris springs and mod'd keepers. Mod'd Z car spray bar, cheap-o header, Cannon "S" intake w/ 40 DCOE's, very worn black box dizzy.
106.8HP@5600rpm
115.9 @4500rpm
(actual sheet)

Z22E (1971 510 - 5-speed)(RWD)(Stock)
92.8HP@5300rpm
104 ft-lbs@2600RPM
(actual sheet)

L22 "hybrid" (1973 510 - 5-speed)(RWD)
114.5HP@5700rpm
114.1ft-lbs@4600RPM
LZ22 block, reworked & ported L-series head, DAMB cam, 240Z (44mm) SU carburetors.
(actual sheet)

L22 "hybrid" #2 (1970 510 - 5-speed)(RWD)
126.2HP@6100rpm
123ft-lbs@3500RPM
LZ22 block, reworked & ported L-series head, DAMB cam, Electramotive/TWM induction
(actual sheet)

L22 "hybrid"  #3 (1971 510 wagon 5-speed)(RWD) [Webmaster's wagon]
94.1HP@4750rpm
129.1ft-lbs@3000RPM
LZ22 block, reworked & ported L-series head, DAMB cam, 240Z (44mm) SU carburetors, closed chamber head. Running very rich suspect fouled plugs although engine seemed to run fine.
(actual sheet)
L22 "hybrid"  #3 dyno series 2 [Webmaster's wagon 4 days later]
Same engine as above, new spark plugs and new runs on Dynojet instead of Mustang dyno. No other changes.
108.7HP@5300rpm
120.61ft-lbs@2900RPM
(actual sheet) *NOTE TORQUE SCALE IS OFFSET FROM HP SCALE

KA24E (1971 510 5-speed) (RWD)
KA24E (12valve) : 127 rear wheel HP
stock 1990 240 SX 12valve 2400, with 2"exhaust, Sebring muffler, and K & N cone air filter (on a custom air intake/air flow meter mount.computer tweaked by Wolf Racing (randyyork@loop.com)

KA24DE (1998 240SX SE 5-speed)(RWD)(Stock)
KA24DE (DOHC)
135.6hp @ 5300rpm
150.6ft/lbs @ 4100rpm
(actual sheet)

KA24DE (1992 240SX SE 5-speed)(RWD)
KA24DE (DOHC)
Jim Wolf Technology ECU, S & S Headers, Greddy Cat Back Exhaust, Ram Air Intake, Unorthodox Racing Pulley, 104 octane.
169hp @ 5600rpm
170ft/lbs @ 4400rpm
(actual sheet)

SR20DE (1972 510)
everything is stock except for the following:-
air filter.
somewhat less restrictive exhaust. splitfire direct ignition system.  370cc sr20det injectors (flowed 400cc/min according to rc engineering) programmable engine control unit for s14 silvia k's with sr20det (turbo variant).  the ecu program was left at default program from the manufacturer, meaning timing and air fuel ratio are better suiting engines with boost.
138hp @ 6800rpm
133ft/lbs @ 4800rpm
(sheet)

SR20DE (Datsun Roadster 5-speed)
Stock except for necessary changes to make fit into Datsun Roadster
130.8hp @ 6500rpm
117.5ft/lbs @ 4800rpm
(actual sheet)

KA24DE (Datsun 510 5-speed) [New 5/23/2004]
Stock except for necessary changes to make fit into Datsun 510
145hp @ 5700rpm
140ft/lbs @ 4200rpm
(actual sheet)

- - - - - - 4 cylinder turbo - - - - - -

SR20DET (NX2000)

- - - - - - 6 cylinder non-turbo - - - - - -

L24 (240Z 4-speed)(RWD)
Stock
107.9hp @ 5300rpm
115.9ft/lbs @ 4000rpm
(Actual sheet)

L24 (1970 240Z 5-speed)(RWD)
Triple Weber carbs - not full runs
118hp @ 5100 rpm
120.7 ft-lbs @ 4600 rpm
(actual sheet)

L28 (280Z 5-speed)(RWD)
Stock
120.9hp @ 5200rpm
135.7ft/lbs @ 4100rpm
(actual sheet)(modified from this page)

VG30E (1971 510 5-speed)(RWD)
Stock except headers
135.7hp @ 5200rpm
158.7ft/lbs @ 4000rpm
(actual sheet)

VG30E (1971 510 5-speed)(RWD)
Stock 210,000mi
137.0hp @ 5200rpm
152.8ft/lbs @ 3600rpm
(actual sheet)
VG30E above with header comparo (1971 510 5-speed)(RWD) 
151.6hp @ 5600rpm
166.8ft-lbs @ 3500rpm
(actual sheet)

VG30DE (1993 300ZX NA 5-speed)(RWD)(Stock)
178.9hp @ 6400rpm
165.4ft/lbs @ 4800rpm
(actual sheet)

VG30DE (1971 510 5-speed) (RWD)(From Infiniti J30)(Average of two runs)
Jim Wolf Technology ECU, custom intake, EGR removed, J30 exhaust manifolds, 2.5" exhaust
187.7hp @ 6400rpm
171.5 ft-lbs @ 4500rpm
(actual sheet)

VQ30DE (2000 Maxima SE 5-speed)(FWD)(Stock)
190hp @ 6400rpm
187 ft-lbs @ 3700rpm
(actual sheet)

- - - - - - 6 cylinder turbo - - - - - -

VG30ET (1970 Datsun 510 5-speed)(RWD)
JWT ECU, euro cams, 3" exhaust
249.71hp @ 5250 rpm
295 ft-lbs @ 3100 rpm
(actual sheet)

VG30DETT (1971 Datsun 510 5-speed) (RWD)
VG30DETT . 15psi, pump gas (91 octane), JWT Twin POP ECU, 555cc injectors, Profec-B, no EGR, dual 2.5" into single 3.5", single 3.5" Magnaflow muffler. 
336hp @ 6400 rpm
314 lb/ft @ 3500 rpm
(actual sheet)

7MGTE (1972 Datsun 510 wagon 5-speed)(RWD)
Toyota Supra engine, 14PSI, water/air intercooler, etc
327.21hp @ 6600 rpm
315.3 ft-lbs @ 3700 rpm
(actual sheet)

- - - - - - V-8 - - - - -

350cid Chev V-8 (1971 240Z 4sp automatic 700R4)(RWD)
(4bbl, stock)
153.3hp @ 3800 rpm
248.2 ft-lbs @ 2400 rpm
(actual sheet)

- - - - - - Other websites - - - - - -

ZXTT comparisons
Website with 30+ dyno charts of various '90-later 300ZX engines and modifications
SE-R.net

[racerx]

^{Also I don't think adding pertronix will add HP.  It enhances the engine performance but will not add HP.  The good thing with this set-up is you don['t have to mess with points and you set it and forget it, unless something goes wrong with your distributor.}