![[Datsun 1200 encyclopedia]](/wiki/upload/wiki.png)
<-- back to L-series Engine Components
Since our beloved Datsun B110 has an optional L-series engine, what are the best cylinder heads for it? Is the stock head good, or is it worthwhile to upgrade to a big port head? Short answer: The twin-carb PB110 comes with the same head used in the 610 L16, which is a potent unit for a 1.4 liter street car.
Contents |
Overview
L-series engines, from a performance standpoint, are based on the engine size (doh!) but also the cylinder head type.
Contrary to many engine types, the highest performing L-series heads can actually lower performance when swapped onto different engines. This is because of the piston dish controlling compression ratios, and the best heads have large combustion chambers. Often times the good heads need flat-top pistons to create the right compression ratio.
So choose wisely.
Heads are commonly discussed by the casting marks, such as "A87" or "W58". However, there can be big variations of each raw casting. The raw casting is machined in different ways, so, for example, the A87 casting might be machined into an A87 Part Number or a U20 Part Number. The common advice usually is local advice, which parts are common in the local area, and import engines sometimes throw a wrench into this advice.
Small valve heads * 38mm IN 33 EX from engines L13,L14,L16,L20,L24 * 220 head casting common on Datsun 510 L16 engine
Large valve heads * 42/33 L16E,L18,L20B,L26 * 42/35 L18,L24E,L20B,L26 * 44/35 L28,L28E,L28ET six-cylinders
Fuel Injection heads * L16E * L18E
- "Letter" heads are those with the cast ID starting with a number, such as A87, U67, etc.
- "Number" heads are those with the cast ID consisting only of numbers, such as 210 or 219 (these are the older heads)
The ID marks are based on the Applied Model Code, and designate which Datsun model the part was originally designed for. For example, type "210" is the Applied Model Code for 510 Standard (1967).
219 designed for P510 [510 with 1600 engine] A87 designed for H510TK [510 with 1800 twin-carb engine] U67 designed for 610 1976
Valve sizes intake/exhaust (mm) 38/33 L13,L14,L16,L20,L24 42/33 L16E,L18,L20B,L26 42/35 L18,L24E,L20B,L26 44/35 L28,L28E,L28ET
L16 best heads * Economy: 210 head * Power under 5,000 RPM: 210 head * Power over 5,000 RPM: shaved U67 head
L20B best power/torque * U67 head * W58 head round exhaust port
- 210 head small ports and valves for best fuel economy
- 9.2 compression ratio when used on L20B
- 219 head with matching twin-carb manifold for L16
- U67 head on L20B for most power/torque
- low 7.86 compression ratio when used on L16 (8.4 with head milled 0.80mm)
- A87 head (closed chamber) is good on either an L16 or an L20B, but has smaller ports/valve than U67
- 8.39 compression ratio when used on L16
- 10.68 compression ratio when used on L20B
- A87 head (open chamber)
- low 7.86 compression ratio when used on L16 (8.4 with head milled 0.80mm)
- 8.4 compression ratio when used on L20B (8.9 with flattop pistons)
Features
Open Chamber vs. Closed Chamber
What is a closed chamber head? One where the combustion chambers are small, for the quench effect in conjunction with flat-top pistons.
A closed chamber (kidney-shaped or peanut-shaped)
B closed chamber (heart-shaped)
C Open chamber
D closed chamber (deep sunken)
The classic closed chamber is less likely to ping with low-octane fuel ("regular" pump gas).
Datsun used open chambers and closed chambers sometimes in the same year in the USA.
Best power: closed chamber Best torque: closed chamber Best economy: closed chamber
So why use open chambers? Because closed chambers spike the NOx emissions. Open chambers reduce it. So while Datsun, for the USA market, generally moved to open chambers starting in 1971, they occasionally used closed chamber heads along with more EGR to reduce NOx. The 1970s were a time of trying all methods to reduce emissions yet keep power high.
So, are open chambers junk? No. They can make good power too. Generally, the best L20B head is the large-valve, large-port open chamber U67 head.
Compression Ratio
Datsun used the combination of the head's combustion chamber size (CCs) and the piston dish to set the compression ratio, and the best heads have large combustion chambers.
So when swapping heads, to get the most performance often times the good heads need flat-top pistons to create the right compression ratio. Or you could compromise and use whatever ratio it ends up being. Low compression ratios (below 9:1) will run good. 9 to 10 will make more power. And 11:1 requires "Premium" pump gas but make the most power.
8.25:1 good for "Regular" fuel 87 octane R+M/2 10:1 demands "Midgrade" fuel 89 octane 11:1 requires "Premium" fuel 91 octane pump gas 12:1 to 14:1 generally requires racing gas 100 plus * Octane numbers vary by region
These figures are for aluminum heads as used by Datsun. Big 'ole american iron with cast iron heads cannot do as well on pump gas. And some of the new 2024 cars have 14:1 compression, yet run happily on pump gas. But for old school carbureted, aluminum-headed engines, these figures are a good starting point.
Going from 9:1 to 11:1 increases power about 4%, so 4hp on an L20B engine. But unlike most engine mods, the extra power from more compression applies to all RPMs and all throttle conditions. It truly is a great way to increase both power and econoomy.
Head Cast Numbers
Early heads the casting # is on the front, under and to the side of the inspection cover. And usually covered in grime. Later heads have the ID on the right side along the bottom edge between #1 and #2 spark plug holes.
NOTE: some heads have two cast marks, e.g. "A87" on the side and "219" at the front of the head, below the timing chain inspection plate.
Cylinder head castings with the identifying cast mark (e.g. "A87" or "210") were machined into two or more very different heads at the factory. This partly explains the endless confusion over L-series head types.
datsunaholic☁: In looking at the different W58, U67, A87, etc heads it's become my obervation that they were ALL cast as "closed" heads, and the open part was simply machined out when they did the final prep before assembly. So the basic casting was no different except where noted- different intake port size, for instance. The rough valve seat bores were cast differently, but even then A87 heads had different sizes on occasion as did 219 heads.
Sometimes the actual part number is stamped on the valve cover gasket surface.f
Intake Ports
All L-series heads have round intake ports
small round 1.125" (1-1/8 inch ~29mm) L16/L14/L13 medium round 1.250" (1-1/4 inch ~32mm) L16 SSS/L18 large round 1.375" (1-3/8 inch ~35mm) L20B competition 1.500" (1-1/2 inch ~38mm) #V219/#Nismo
1.5 vs 1.25 ports
Wet versus Dry Manifold
All L-series heads except the #U67 use coolant flow through the intake to heat the plenum. This is critical for performance on a carbureted engine because after the fuel goes through the carburetor venturi, it can be close to freezing temperature. When it passes by the manifold hot spotᴳ, good atomization is guaranteed.
The U67 head does not have the manifold water holes because it uses heat from attached exhaust manifold. This is called a Heat Riser system. All the other setups use a divorced exhaust manifold that does not bolt to the intake manifold, and thus need the water connections.
- U67: Heat riser manifold
- All others: water-cooled manifold
Wet systems have another performance benefit: They cool the intake manifold . The exhaust manifold is 500F and more, just 1/2" away from intake runners. The coolant circulating from the head through the manifold keeps it from getting too hot, while ensuromg it is hot enough for good performance.
Stoffregen Motorsports☁: I used to hate that coolant going through the manifold, but then we tested it and found that it actually cooled the intake and helped with horsepower.
Sources
Australia
V91 head is from a Series 2 Bluebird 42mm inlet valves 35 exhaust valves open chamber 45cc chambers
Japan
510
Datsun 510 Bluebird
C-091 1967-1970 HEAD ASS'Y-cylinder 11041-21000 L13 11041-22100 L16
C-201 1967-1970 HEAD ASS'Y-cylinder 11041-21000 L14 11041-22100 L16, NP [L14.TAXI.3-speed] 11041-N0400 SSS [L16T, L18T]
C-223 1970-1971 HEAD ASS'Y-cylinder revision 1974.3 11041-21000 L14S, L16S 11041-22100 L14S, L16S, LPG < 11041-21000 11041-N2100 L14S, L16S < 11041-22100 11041-N2102 L14S, L16S (from '72-12) < 11041-N2100 11041-N2103 L14S, L16S < 11041-N2102 11041-21900 L16T 11041-21901 L16T < 11041-21900 11041-A8712 L16 (from '72) 11041-A8714 L16 < 11041-A8712 11041-N0400 L18T
610
Datsun 610 Bluebird U
C-265 HEAD ASS'Y-cylinder 11041-A8714 L16 11041-A8716 L16 (from '75-5) <> 11041-A8714 11041-A8717 L16 (from '76-3) <> 11041-A8716 11041-U0602 L18 11041-U0604 L18 (from '75-4) <> 11041-U0602 11041-U0605 L18 (from '75-10) > 11041-U0604 11041-U0606 L18 (from '76-3) <> 11041-U0605 11041-N1403 L16E, L18E 11041-N1407 L16E, L18E (from '75-4) <> 11041-N1403 11041-N1408 L16E, L18E (from '75-10) > 11041-N1407
710
Violet
C-426 11041-H7602 L16S 11041-H7700/11041-H7701/11041-H7702 L16E 11041-N2103/11041-N2015 L14S.V 11041-N680E L18P 11041-N7100/11041-N7101 L14.S,K 11041-W0380 L18P
720
Datsun Truck
L18 11041-U8880 11041-V9182 <> 11041-U8880
910
Bluebird
L16S 11041-U8680 11041-V9181 <> 11041-U8680
A10
JDM A10 Violet/Auster/Stanza
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
B210
* 1973-1975 L14-powered PB210 * 1976-1977 L16-powered GB211
PB210 Single Carburetor 11041-H2510 L14S 11041-H2510 L14S (from '73-4) 11041-N2103 L14S (from '74-11) 11041-N7100 L14S (from '75-10) CAMSHAFT 13001-21010 L14S 13001-21000 L14S > 13001-21010 VALVES 13201-A3500 INTAKE L14S 13202-21002 EXHAUST L14S 13202-23001 EXHAUST L14S (from '73-4) 13202-21002 EXHAUST L14S (from '74-11)
PB210 Twin Carburetor 11041-A8713 L14T <> 11041-A8714 11041-A8714 L14T (from '73-4) CAMSHAFT 13001-H2710 L14T VALVES 13201-A1100 INTAKE L14T 13202-23001 EXHAUST L14T
USA
510
ASSY-HEAD,CYLINDER 11041-23000 -1971.05 11041-N2200 1971.06-1972.06 <> 11041-N2201 <> 11041-N2202 11041-N2800 197207- <> 11041-N2801
38mm INTAKE VALVE 13201-21000 VALVE-INTAKE CRANK & L13 <> 13201-A3500 38mm 13201-23002 VALVE-INTAKE EXHAUST & EVAPO <> 13201-A3000 38mm
33mm EXHAUST VALVE 13202-21002 VALVE-EXHAUST EXHAUST CRANK & L13 33mm 13202-23001 VALVE-EXHAUST EXHAUST & EVAPO 33mm
#14035-21000 MANIFOLD GASKET <> 14035-K0700 <> 14035-U0101 #11044-N2216 HEAD GASKET
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
Datsun 620 came with L16 (1973), L18 (1974) and L20B (1975-1979)
11041-N2202 L16 -1972.08 11041-N2801 L16 < 11041-N2802 11041-U2003 L18 11041-U6700 L20B -1977.06 < 11041-U6701 < 11041-U6702 11041-W5880 L20B 1977.08-
L18 11041-U2003 HEAD reportedly with cast mark "A87" #11044-U0802 GASKET-CYLINDER HEAD 14035-U0105 GASKET-MANIFOLD * Valves large 42mm/35mm IN 13201-A1100, EX 13202-N0400 * Intake ports ? * ?Open combustion chamber ?cc * Wet manifold (coolant holes in the head's manifold face)
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
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]
Nissan Competition
- 11041-V9182 "High compression cylinder head, 41cc combustion chamber and 1.25" intake ports, valve size is 42mm/1.65" intake and 35mm/1.38 exhaust"
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
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
OS Giken
16-valve head
Heads by Type
210
The original L-series 4-cylinder head was the "210" casting.
210 designed for Datsun 510 standard
Cast ID Marks Early heads had no cast mark "210" cast on the front of the head "210" cast on the right side bottom edge
It was also used on the base 510 (L13) and N510 (L14)
Type 210 * Valves small 38mm IN, 33mm EX * Intake ports small round 1.125" * open chamber 38.5cc OR closed chamber 37cc (1968 USA)
Parts using this casting include:
11041-21000/11041-22100 HEAD ASS'Y-cylinder L14S,L16S 510
219
Type 219 11041-21900/11041-21901 HEAD ASS'Y-cylinder L16T 510 * L16T twin-carb head used by the 510 SSS * Intake ports small round 1.25" * Valves large 42mm IN, 35mm EX * Quench combustion chamber (peanut-shape) 40cc
A87
Type A87
A87 designed for H510TK [510 with 1800 twin-carb engine]
(closed chamber) JDM engines 11041-A8712/11041-A8713/11041-A8714 HEAD ASS'Y-cylinder L16 510 (JDM 1972) 11041-A8714 HEAD ASS'Y-cylinder L14T B110 (JDM) 11041-A8714 HEAD ASS'Y-cylinder L14T B110 (JDM) 11041-A8713/11041-A8714 HEAD ASS'Y-cylinder L14T B210 (JDM) * closed chamber "peanut" combustion chamber * Valves medium 42mm IN, 33mm EX * Intake ports small round 1.25" (notched intake ports) JDM EFI engines * Valves large 42mm IN, 38mm EX (open chamber) USA engines
N04
Type N04 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
N21
Type N21 11041-N2100/11041-N2102/11041-N2103 HEAD ASS'Y-cylinder L14S,L16S 510 * Valves small 38mm IN, 33mm EX * Intake ports small round
N56
Type N56/N58 * Similar to #W58
N58
Type N58 * Similar to #W58 open chamber
U60
Type U60 USA 610 L20B service head * Identical to #U67
U67
Type U67 11041-U6700/11041-U6701/11041-U6702 USA 620 L20B * Valves large 42mm IN, 35mm EX * Intake ports large round 1.375" * Open combustion chamber 45.2cc * Dry manifold (no coolant holes in the head's manifold face)
V91
V91 head is from a Series 2 Bluebird 910 * Valves Medium-Large 42mm IN, 35mm EX open chamber 45cc chambers
V219
Type V219 is the later version of the competition SSS head Nissan Competition #11041-U0600A SSS CYLINDER HEAD * Intake ports large round 1.50" version of #219
W53
Type W53 JDM L16, L18, L18E 11041-W5380 L16S 7708- JDM A10 * Quench combustion chamber (peanut-shape) 41cc * Intake ports small round 1.25" * Similar to #A87 (closed chamber)
W58
Type W58 L20B * Quench combustion chamber (peanut-shape) or open combustion chamber (1979 USA 200SX) * Round exhaust ports * Exhaust port liners
Valves
VALVE SIZES * Small 38mm IN, 33mm EX * Medium 42mm IN, 33mm EX * Med-Lg 42mm IN, 33mm EX #V91, #219, #U20 * Large 42mm IN, 38mm EX
INTAKE 13201-A3000 38mm < 13201-A3500 13201-A1100 42mm stock L16T/L18 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
Head Gasket
GASKET-CYLINDER HEAD * small bore * big bore
GASKET-CYLINDER HEAD * small bore: N22 * big bore: U08
COMPETITION HEAD GASKET * 11044-U0820 87mm bore, 1.5mm thick, 9cc * 11044-A7650 88.5 mm, 1.5mm
11044-U0800
11044-U0804ᴳ GASKET-CYLINDER HEAD
Replaces: 11044-U0800/11044-U0802/11044-U0803
* L18
* L20B
11044-N2216
Type N22/210/A86
* L16/L14/L13
11044-N2216ᴳ GASKET-CYLINDER HEAD
Replaces 11044-A8600
11044-21007/11044-21005/11044-21004(REINZ)/11044-21003/11044-21002(REINZ)/11044-21001(ISHINO)
11044-N2215(REINZ)/11044-N2214/11044-N2212/11044-N2210
11044-N2203(ISHINO)/11044-N2202/11044-N2200
Aftermarket Head Gasket
Aftermarket head gaskets are often one-size-fits-all: they fit big bore (L20B & L18) and small bore (L16, L14 & L13) engines.
FEL-PRO 21178PT * 86.1mm bore diameter * 1.07mm thickness * interchange 11044-21001 11044-A8702 #11044-N2215 #11044-U0800/11044-U0802/11044-U0803/11044-U0811