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The Nissan L-series engine (as in the 1600/510) is a good swap. Inexpensive, readily available both in USA and Australia, and these are a larger engine family than the Nissan A Engine. From L13 to L18, they are nearly identical on the outside. The L20B 2-liter engine is a tall-block variation but it still will fit under the hood and without cutting the sheetmetal. The Z-series Engine is closely related but has a crossflow cylinder head.

Discussions

And for L Engine questions unrelated to Datsun 1200s specifically:

Ozdat Forums

Engines

From L13 to L20B, you have many choices. The larger engines make more power. An L20B makes more power than an L18, similarly outfitted (stock vs stock, or modded vs modded). Rod/stroke ratio don't matter except in theory, because 200 more CCs trumps it. But there seems to be no reason to use an L13 or L14, as the A15 makes about the same power and is lighter and fits easier. So choose an L18 or L20B, depending on availability. Use an L16 if it is handy or free.

L-series engine has a 12-degree slant to the right.

DISPLACEMENTS
L13 1296cc
L14 1428cc
L16 1595cc
L18 1770cc
L20 (1965) 1998cc
L23 (1968) 2262cc
L20B (1973) 1952cc 
LD20 1952cc
L24 2393cc
L26 2565cc
L28 2753cc
LD28 2792cc

L13: early Datsun 510 Standard models came with L13. Don't bother to swap this, an A14 is better.

L14: Nissan put the L14 in the Japan-only PB110.

However, why bother these days? Nissan didn't have an A14 in 1970, but we do now, and it is much less work to fit, and weighs a lot less.

L16: A bit more power than an A15, the L16 is good choice if you obtain one inexpensively.

L18 is a big power boost over an A15:

L20B fitted:

LZ Engine: A super-rare racing engine was the LZ20 twin-cam, fitted to 1200 racing cars.

See main article: [LZ engine]]

LZ20 DOHC engine

Block deck height (crank centerline to top of block face)
207.85 mm: L13, L14, L16, L18, L24, L28 
227.45 mm: L20B, Z20, Z22, L28D

L20

There are three 2-liter L-series engines, all very different from each other:

L20 - Straight six 1966 Cedric engine, 1st L-series engine
L20A - Straight six based on the L16 (2nd gen design)
L20B - Inline four cylinder

See http://zhome.com/History/LSeries/LSeriesR1.htm

L20B Sources

USA L20B engines came in these models:

Datsun 620: 1975-1979 model year
Datsun 720: 1980 only
Datsun 510: 1978-1979
Datsun 610: 1974-1976
Datsun 710: 1975-1977
Datsun 200SX: 1977-1979 (1977 U67 square port ex. head, 1978-1979 W58 round port ex. head)

Manifolds

Nissan Violet

Datsun Bluebird

Single Carb

14002-A8901 MANIFOLD ASS'Y-intake L14S.V 710 [1980.05 catalog]
14002-A8903 MANIFOLD ASS'Y-intake L14S.V F/COLD 710 [1980.05 catalog]
- 14035-U0101 GASKET-manifold L14S.V 710
14002-A8925 MANIFOLD ASS'Y-intake L14,L16S 710 [1974.2 catalog]
14002-A3419 MANIFOLD ASS'Y-intake LPG 710 [1974.2 catalog]
- 14035-U0101 GASKET-manifold L14, L16S 710
14004-A3500 MANIFOLD-exhaust L14, L16S 710 [dual outlet]
- 20711-A0800 GASKET-exhaust tube 710

14004-U9500 MANIFOLD-exhaust L14S.V 710

Twin Carb

Datsun Bluebird 510: 
Datsun Bluebird 610: 
Nissan 710: 1973-1975 only (L16T SSS)

510 SSS, CSS

14002-22026 MANIFOLD ASS'Y-intake L16T, L18T 510
- 14035-U2800 GASKET-manifold L16T, L18T
  - replaced 14035-23000 GASKET-manifold L16T, L18T
14004-A3500 MANIFOLD-exhaust L16T, L18T
- 20711-A0800 GASKET-exhaust tube 510 ALL

610 SSS

14002-22026 MANIFOLD ASS'Y-intake L16T, L18T 610
14002-K1425 MANIFOLD ASS'Y-intake (from '73-4) L16T, L18T 610
- 14035-U2800 GASKET-manifold L16T, L18T (from '72-11)
  - replaced 14035-23000 GASKET-manifold L16T, L18T
14004-A3500 MANIFOLD-exhaust L16T, L18T 610 [dual outlet]
14004-U9500 MANIFOLD-exhaust L16T, L18T (from '75-7) 610 [dual outlet]
- 20711-A0800 GASKET-exhaust tube 610 ALL

710 SSS

14002-K1425 MANIFOLD ASS'Y-intake L16T 710 [1974.2 catalog]
- 14035-U2800 GASKET-manifold L16T
14004-A3500 MANIFOLD-exhaust L16T 710 [dual outlet]
- 20711-A0800 GASKET-exhaust tube 710

EGI

14002-N6950 MANIFOLD ASS'Y-intake L16E 710 EGI -7601 [1980.05 catalog]
14002-U7652 MANIFOLD ASS'Y-intake L16E 710 EGI 7601- [1980.05 catalog]
- 14035-N6900 GASKET-manifold L16E 710 [1980.05 catalog]

14002-N1400 MANIFOLD ASS'Y-intake L16E P710FE, P710WFE (SSS) EGI [1974.2 catalog]
14002-N1400 MANIFOLD ASS'Y-intake KP610TE (SSS) EGI [1974.2 catalog]
14002-N1400 MANIFOLD ASS'Y-intake L16E, L18E 610 EGI [1975 catalog]
- 14035-N1401 GASKET-manifold L16E 710 [1974.2 catalog]

14004-N6901 MANIFOLD-exhaust L16E 710 -7601 [dual outlet] [1980.05 catalog]
14004-U7600 MANIFOLD-exhaust L16E 710 7602- [dual outlet] [1980.05 catalog]
14004-N5800 MANIFOLD-exhaust L18P 710 7602- [dual outlet] [1980.05 catalog]
14004-N7000 MANIFOLD-exhaust L18P 710 -7512 [dual outlet] [1980.05 catalog]
14004-N7001 MANIFOLD-exhaust L18P 710 7601-7703 [dual outlet] [1980.05 catalog]
20711-A0800 GASKET-exhaust tube 710

Exhaust Manifold

1978-1980 exhaust ports are round
All other years are square
A square manifold will work on a round port head (barely) better than the other way around.

L20B manifolde are 4 into 1 with a single large round connection to the down pipe
Others are 4 into 2, with two outlets into a twin-pipe down pipe

All 1975-1977 L20B exhaust manifolds are also bolted together with the intake manifold (heat riser type)

Camshafts

Japan Market

13001-21000 CAMSHAFT L13, L16 510 1967-1970, L14 510 1971, L14 710
13001-21000 CAMSHAFT L16 510 1969, L14S B110
13001-21010 CAMSHAFT L14S B210 [early], L16S 710
13001-H2700 CAMSHAFT L16S 510 1972, L14T B110, L16S B210, L16S 710 1976-, L16S 610, L18S 610, L16S 810.V.MT 7808-, L18S 810 -7807, L16S 810 -7807, L16 A10
13001-H2710 CAMSHAFT L14T B210, L18S 610
13001-N7200 CAMSHAFT L14S 710 1976-
13001-23000 CAMSHAFT L16 510 1971, L16(LPG) 1972, L16(LPG) 710, L18P 710, L18P 810
13001-22000 CAMSHAFT SSS, CSS [L16T] 510 1969-, L16T 710, L16E 710, L16T 610, L18T 610, L16E 610 [late], L18E 610 [late], L18E 810
13001-U4210 CAMSHAFT L16E 610 [early], L18E 610 [early]
13001-E3001 CAMSHAFT L20AS 810 -7702
13001-E3082 CAMSHAFT L20AS 810 7703-
13001-P3000 L20AE 810 -7702
13001-P3081 L20AE 810 7703-
13001-U8680 L16S.V.AT 810 7710-

North America Catalog

13001-21000 CAMSHAFT L13 510
13001-23000 CAMSHAFT -0571 521, 620 -0872, L16 510
13001-H2700 CAMSHAFT 521 [late], L16 510
supercedes 13001-H2710 CAMSHAFT 0671- 521, L16 510
13001-U2010 CAMSHAFT L16 620 0972-, L18 710, L18 610
13001-U2000 CAMSHAFT L16 620 0972-, L18 710, L18 610
13001-22000 CAMSHAFT L18 620, L20B 620, L20B A10, L20B 710, L20B 610, L20B S10, L20B 720

NISSAN COMPETITION (from 1984 catalog)

13001-22000 SSS CAMSHAFT (.413/248°)
99996-D1023 RALLY CAMSHAFT (.475/270°) 109° lobe centers, requires .160" lash pads
99996-D1022 SLALOM CAMSHAFT (.490/290°) 109° lobe centers, requires .160" lash pads, competition springs
99996-D1025 #196 RACE CAMSHAFT (.530/306°) 102° lobe centers, requires alternate las pads, competition springs, spray bar
99996-D1024 #273 RACE CAMSHAFT (.630/306°) high-lift version of 99996-D1025
99996-D1029 CAMSHAFT BILLET/UNDRILLED

Heads

Valve sizes intake/exhaust (mm)
38/33 L13,L14,L16,L20,L24
42/33 L16,L18,L20B,L26
42/35 L18,L24E,L20B,L26
44/35 L28,L28E,L28ET

11041-21000/11041-22100 HEAD ASS'Y-cylinder L14S,L16S 510
11041-N2100/11041-N2102/11041-N2103 HEAD ASS'Y-cylinder L14S,L16S 510
11041-A8712/11041-A8713/11041-A8714 HEAD ASS'Y-cylinder L16 510 (from '72)
- closed chamber "peanut" combustion chamber
11041-21900/11041-21901 HEAD ASS'Y-cylinder L16T 510

L16T twin-carb head used by the 510 SSS.

11041-N0400 HEAD ASS'Y-cylinder L18T 510

L18T twin-carb head used by the 510 SSS.

U60/U67 dry manifold
W58/N58 round port exhaust, wet manifold

Nissan Competition

11041-U8880 HIGH-COMPRESSION CYLINDER HEAD
used with any high performance Datsun engine utilizing a stock intake manifold. It has a 41cc combustion chamber and 1.25" diameter intake ports. Valve size is 42mm/1.65" (intake) and 35mm/1.38" (exhaust).
11041-U0600A SSS CYLINDER HEAD

Used with any high performance Datsun engine utilizing an SSS/SU or Mikuni/Solex intake manifold. Specifications are the same as 11041-U8880 except that intake port diameter is 1.5".
99996-D1162 COMPETITION CYLINDER HEAD
Recommended for racing purposes only. Completely ported, polished and fitted with 44mm/1.73" intake valve seats and 35mm/1.38" exhaust valve seats.
99996-D1161 COMPETITION CYLINDER HEAD (W/VALVES)

Recommended for racing purposes only. Specifications are the same as 11041-D1162 except that competition valves are fitted.
F.I.A. CYLINDER HEAD ASSY (LATE STYLE)
This later style F.I.A. cylinder head incorporates several improvemnts over the earlier style head (11041-22010). Among them are an improved port design for better flow and the ability to utilize many stock L-series cylinder head component pieces. The 50mm Mikuni/Solex induction system listed is designed to be sued only with the 11041-N7120 cylinder head assembly. Definitely not recommended for street-driven vehicles.
11041-N7120 CYLINDER HEAD ASSY
13201-A7660 44MM/1.73" INTAKE VALVE (4)
- Hollow stemmed and tuftrided.
13202-A7660 36MM/1.42" EXHAUST VALVE (4)
- Hollow stemmed and tuftrided.
13205-N3120 VALVE SPRING SEAT/OUTER T=0.8mm (8)
13206-N3120 VALVE SPRING SEAT/INNER T=2.0mm (8)
13207-A7660 SPECIAL VALVE SEAL (8)
13210-N7120 COLLET (16)

Early FIA head

slightly oblong exhaust ports
Cast iron cam towers with bushing inserts
larger exhaust ports than Late Style
Larger Intake and smaller exhaust than late style
2cc smaller chambers than late style

Japan

A10

JDM A10

L16 used until 7803, then replaced by Z-series
11041-H7602 L16S -7707
11041-W5380 L16S 7708-
11041-H7702 L16E -7707
11041-H5580 L16E 7708-

CAMSHAFT 
13001-H2700 L16

VALVES
13201-A1100 VALVE-INTAKE L16
13202-N6800 VALVE-EXHAUST L16E
13202-21002 VALVE-EXHAUST L16S

GASKET-MANIFOLD TO CYLINDER HEAD 
14035-N6900 L16E
14035-U6700 L16S -7709
14035-W5300 L16S 7710-

B110

1971-1973 L14-powered Sunny Excellent

L14S (single carburetor)

11041-H2512 L14S (from '73-7)
* superseded 11041-H2511 (from '73-4)
** superseded 11041-H2510

CAMSHAFT
13001-21000 L14S

VALVES
13201-A3500 INTAKE L14S
13202-21002 EXHAUST L14S

L14T (twin carburetor) w/dual valve springs

11041-A8714 L14T (from '73-7)
* superseded 11041-A8713 (from '73-5)
** superseded 11041-A8712 (from E/#L14-098246)
*** replaced 11041-21901

CAMSHAFT
13001-H2700 L14T

VALVES
13201-A1100 INTAKE L14T
13202-23001 EXHAUST L14T

Nissan Competition

13001-22000-SV SSS CAMSHAFT (.413"/248°)

11041-U8880 HIGH-COMPRESSION CYLINDER HEAD
* 41cc/12.5" intake ports
* Valves: 42mm intake, 35mm exhaust
11041-D1161 COMPETITION CYLINDER HEAD
* Ported & Polished

11044-U0820 COMPETITION HEAD GASKET 87mm bore, 1.5mm thick, 9cc
11044-A7650 COMPETITION HEAD GASKET 88.5 mm, 1.5mm

13201-A1100 INTAKE VALVE 42mm (Stock L16SSS/L18SSS)
13201-E4620 INTAKE VALVE 42mm factory modified for improved flow
99996-M1030 42mm polished & tuliped
13201-N4200 44mm stock L28 valve
99996-N1100 COMPETITION 44mm polished & tuliped

13202-23001 EXHAUST VALVE 33mm stock L16
99996-M1040 COMPETITION 33mm polished & tuliped
13202-N0401 35mm Stock L16SSS/L18SSS
99996-D1034 COMPETITION 35mm polished & tuliped

USA

510

ASSY-HEAD,CYLINDER
11041-23000 -0571
11041-N2200 0671-0672 <> 11041-N2201 <> 11041-N2202
11041-N2800 0772- <> 11041-N2801

13201-21000 VALVE-INTAKE CRANK & L13 <> 13201-A3500 38mm
13201-23002 VALVE-INTAKE EXHAUST & EVAPO <> 13201-A3000 38mm

13202-21002 VALVE-EXHAUST EXHAUST CRANK & L13 33mm
13202-23001 VALVE-EXHAUST EXHAUST & EVAPO 33mm

14035-21000 MANIFOLD GASKET <> 14035-K0700 <> 14035-U0101

CAMSHAFT
13001-21000    L13 -0371
13001-23000    L16 -0771
13001-23000-SV L16 0871-
13001-H2700    L16 0871- <> 13001-H2710 <> 13001-H2700-SV

610

Datsun 610 came with L18 for 1973 model year and L20B from 1974.

CYLINDER HEAD
L18  11041-U2001,11041-U2002,11041-U2003
L20B 11041-H6002

For service (replacement), these heads are authorized: 
L18 : 11041-U2004
L20B: 11041-U6001,11041-U6700,11041-U6701,11041-U6702.

620

11041-U6700 -0876 also 11041-U6701,11041-U6702
11041-W5880 0877-

710

Datsun 710 came with L18 for 1973-194 model years and L20B from 1975.

CYLINDER HEAD
L18  11041-U2003

L20B 0974-1076 11041-U6700, 11041-U6701,11041-U6702
     USA 1176- 11041-W5880 <> 11041-N5800
     CAN 1176- 11041-U6702

S10

A10

USA A10 (1978-1981 Datsun 510)

CYLINDER HEAD
11041-W5880 L20B

CAMSHAFT
13001-22000-SV

VALVES
13201-N7000 VALVE-INTAKE
* superseded 13201-A1100 
13202-N0401 VALVE-EXHAUST
* superseded 13202-N0400

S10

S10 North America (1977-1979 Datsun 200SX)

L20B

CYLINDER HEAD
11041-W5880 USA,CAN 0877-
* superseded 11041-N5800 USA -0777
11041-U6702 CAN -0777

CAMSHAFT
13001-22000 [L20B/SSS]

VALVES
13201-A1100 VALVE-INTAKE [42mm]
13202-N0400 VALVE-EXHAUST [35mm]

Valves

INTAKE
13201-A3500
13201-A1100 42mm stock L16/L18 SSS valve
13201-E4620 42mm factory modified for improved flow
99996-M1030 42mm competition polished and tuliped
13201-N4200 44mm stock L28 valve
99996-N1100 44mm competition polished and tuliped
* 99996-N1120 44mm steel seat, required for 4-cylinder head

EXHAUST
13202-21002 
13202-23001 33mm stock L16 valve
13202-M1040 33mm competition polished & tuliped
13202-N0401 35mm stock L16T/L18T/L20B valve
99996-D1034 35mm competition polished & tuliped

Thermostat Housing

L20B thermostat housing changed three times due to incorrect readings on the temperature gauge.

The improved version is a 3-bolt outlet & gasket, from May 1978.

USA 720	L20B	
11061-Y7000 HOUSING-THERMOSTAT
11062-Y7000 GASKET-WATER OUTLET
11060-Y7010 OUTLET-WATER

The 3-bolt housing is the best one. The dealers used to put it on L20Bs that were marginally overheating and it fixed the problem. Of course you have to change both the housing and the outlet both.

The last time Nissan revised the L20B thermostat housing they increased the outlet to a larger diameter, and used larger hoses. This was to (yet again) prevent overheating issues. It seems to have worked.

USA

11062-Y7000 GASKET-WATER OUTLET <> 11062-D4200
WASHER-JOINT,OUTLET
720	L20B
910	L24E/LD2
B11	CD17
S12	CA18DET
S130	L28E
T11	CA20S
S10	L20B 0578-
620	L20B 0578-

11062-D4200 GASKET-WATER OUTLET
910	L24E
B11	CD17
KN13	CA16DE/CA18DE
511	CA20S

11060-Y7010 OUTLET-WATER
720	L20B
910	LD28
S10	L20B 0578-
620	L20B 0578-

11061-Y7000 HOUSING-THERMOSTAT
720	L20B
S10	L20B 0578-
620	L20B 0578-

Crossmember

L-series engine can use the stock B110 L-series crossmember or a A-series crossmember modified.

Or, use the unmodified A-series crossmember with custom engine-side brackets.

See main article: L/Z/KA/SR Crossmember

Engine Sump

L-series and Z-series share the oil pan design:

11121-A3500 GASKET-OIL PAN L-series, Z-series

Factory PB110 L-series engine sump is a mid-sump design:

11110-H2500 PAN ASS'Y-oil (4 liter)

PL620 L16 sump has slightly larger mid-sump than L521. Sump is farther forward, perhaps 1".

L20B-powered 910 Bluebird sump and oil pick up to allow motor to sit as low as possible.

Stanza (A10) and 200B sumps are also front sumps but are slightly larger than the bluebird ones so the engine cant be sat as low

Datsun 1600 and Datsun 180B (610) sump is slightly more rearward Sumps and pickups can be interchanged, but the blocks may need to be drilled for the dipstick.

Vanette winged sump fits unmodified 1200 crossmember.

Rear Crossmember

Rear crossmember (Transmission Mount)

Transmission

63-series transmissiosn for L Engine fit quite snuggly in the standard Datsun 1200 manual tunnel. Transmissions for Z engine and L engine bolt to either engine but the L engine is slanted by about 10 degrees, so it affects the angle the shifter comes out.

engine tilt
Note the CA Engines have a different bell pattern so their gearboxes do not fit the L Engine.

Using a stubby transmission will line up with the 1200 shifter hole. It is about 5 or 6 inches shorter than the more common L-engine transmissions. These are also called shorty, stumpy, or short-tailed.

Stubby is ~26.3 inches -- same length as Datsun 510 automatic transmission

4-speed stubby gearboxes are common:

1968-1973 Datsun 510 ("1600") F4W63

5-speed stubby gearboxes comes from:

1981-1985 R30 Skyline with L24 six-cylinder engine
1977-1979 200SX USA S10 (L-series engine, FS5W63 "smoothcase" dogleg)
1968-1973 PL510 (L-series engine, F4W63 "bottom pan")
720 FS5W71B "ribbed case" used on certain 720 4X4s (long wheelbase?)
- Z-engined series
- may have had an L series in 1980 only

Comparo

Regular
- ~31.5 inches overall transmission length
- transmission extension housing about same length as (front) transmission case
- From the bottom front of the bell housing to the cross member bolts is ~21-1/2"

Stubby
- ~26.3 inches overall transmission length
- transmission extension housing about 5" shorter than transmission case

Or use a standard L-engine transmission. The only bit of cutting wil be 1/2 of the gearstick hole but that can be welded that back in the other side to make the factory rubber shifter gasket fit back in. You can see it here:

Comparo: Stubby vs Regular transmission
Notice the shifter location (top part of picture)

Photo Gallery: L Engine transmission comparison photos at Ratsun.net

Clutch

L Engine transmissions use a hydraulic clutch. For LHD 1200s, just connect the existing hose to the new transmission.

Changing the clutch over to hydraulic from the Datsun 1200 cable system. You can use a Clutch Master Cylinder from Stanza A10. Put a hole through the firewall with a hole saw and bolt it up. Its very close to the brake master cylinder. Straighten the clutch pedal at the top so that it pivots correctly.

Also see for more ideas: Hydraulic Clutch

180mm: L14
200mm: L16/L18/L20B cars
225mm: L18/L20B trucks
240mm: L24/L26/L28

5-bolt: L13/L14/L16/L18
6-bolt: L20B/L24/L26/L28

1974 620 with L18: 5 bolt crank and 225mm

Flywheels

When purchasing the engine, get the matching flywheel with it. Some L-series engines use a crank with five bolts for the flywheel, but most have six bolts.

Best to get the matching clutch assy and be sure to get tne matching release bearing sleeve.

L14
5-bolt flywheel with 180 mm clutch surface

L16, L18 cars
5-bolt flywheel with 200mm clutch surface

L18 - 1974 Datsun 620 Pickup
5-bolt flywheel with 225mm clutch surface

L20B
6-bolt flywheel with 225mm clutch surface (trucks)
6-bolt flywheel with 200mm clutch surface (S10)

Distributors

Points, Hitachi remote EI from 1976-1978, and Matchbox from 1979-up. Z-series and L-series distributors interchange but only the 4-plug type should be used.

Advance Curves

1974 620 with L18
initial timing 12°@800rpm (12@650 in "D")
D4A2-01 550rpm/0° to 2150rpm/10°, 5.91inHg/0° to 0.94inHg/3.5°
Total advance: 10° initial + 2x12° centrifugal = 34°

1976 S30 with L28E
plug gap .8mm (0.031 in.)
FED D6F4-01 7° @ 800rpm HOT, 13° COLD
FED D6F4-02 7° @ 700rpm HOT, 15° COLD with AUTOMATIC
CAL D6F4-03 10° @ 800rpm
CAL D6F4-03 10° @ 700rpm with AUTOMATIC
CAL 2+2 D6F4-02 10° @ 700rpm
2+2 D6F4-01 7° @ 700rpm HOT, 13° @ 800rpm COLD
2+2 D6F4-02 7° @ 700rpm HOT, 13° COLD with AUTOMATIC

1977 S10 with L20B
all the same Centrifugal curve except CAN AT
all Vacuum curves vary
Full advance: ° initial + ° centrifugal = °

Hitachi Remote EI, high-energy 
plug gap 1.1mm (0.043 in.)
CAL MT D4F5-06 600rpm/0° to 1950rpm/11°, 2.76inHg/0° to 7.68inHg/10°
CAL AT D4F5-07 600rpm/0° to 1950rpm/11°, 3.54inHg/0° to 5.51inHg/13°

Hitachi points 
plug gap 0.9mm (0.035 in.) 
FED MT D4A5-14 600rpm/0° to 1950rpm/11°, 2.76inHg/0° to 7.68inHg/10°
FED AT D4A6-03 600rpm/0° to 1950rpm/11°, 3.54inHg/0° to 6.30inHg/4°
CAN MT D4A6-06 600rpm/0° to 1950rpm/11°, 5.91inHg/0° to 9.84inHg/5°
CAN AT D4A6-07 550rpm/0° to 2300rpm/11°, 5.91inHg/0° to 9.84inHg/3°

L20B Swap

The L20B is a 2-liter four cylinder engine. Not to be confused with the 2-liter six cylinder L20. The L20B is about 19mm taller than other L-series fours.

no holes cut
just panel beat the lower corners of the front of the tunnel with a hammer, as the L series is wider
modify the engine mounts and make a crossmember
- 1200 crossmember had the mounts trimmed to an angle simular to that of an 810, then cut the 810 mounts in 1/2 to finish the job and locate the motor lower and improve the mounting angles.
810 oil sump is a near-perfect fit in the 1200, reshape it a little just so it will clear the crossmember, maybe 1/2cm with a hammer

fitting the radiator in isn't a problem. you'll need a thermostat-controlled fan in front of the radiator (i.e. on the grill side)

L20B Sources

Australia 
* Datsun 810 (200B)
* Datsun/Nissan 910 Bluebird

USA
* 1975-1979 Datsun 620 pickup  
* 1977-1979 Datsun 200SX (S10)
* 1980 Datsun 720 pickup 
* 1975-1976 Datsun 610 
* 1975-1977 Datsun 710
* 1978-1979 Datsun 510 (A10)

Swap Notes

Engine fitment: It is a tight fit

Remove front and rear crossmembers
Lift car over engine and gearbox
Replace crossmembers

Clearance the 1200 manual tunnel:

Datsun 510 (1600) headers reportedly fit well in a 1200.

When using a 63-series 5-speed, you can use Datsun 1200 Automatic tailshaft.

Use an electric fan, as there usually is not enough room for standard engine-driven fan.

New struts are not required. The L Engine is not that much heavier than a 1200, so you can modify slightly heavier springs to fit the Datsun 1200 struts. Or just let the extra weight lower your 1200 a bit.

If you plan to drive faster, and so want to fit bigger brakes, see Brake Upgrades.