someone is trying to do the 16v ka24de head as we speak. Apparantely the 12v with mods has better mid range and in the gt3 class in the states make 300hp with bags of torque. The inlet valves can be 2 x 36mm!!!

Pick a tart used to have all you can carry days once a year in the past but after safety concerns havent been back since.
Watch out for bellybutton hernias they really feel like an alien popping through your guts.
Well mine did.
One macho man carried a holden six with 3 speed auto for 10 metres, but Im sure would have suffered some kind of permanent injury or is already pushing daisies.

Thanx Errol I was thinking of trying to match the bore of the ka24e for the 12 valve conversion but I guess I better stick to 87.5 and mill the head as in the next webpage...
http://home.att.net/~MabuhayCarlos/Headwork.html
Though it might not help.
Does 88mm need sonic testing?

Which is the L18W? is it a pollution type block or pre pollution? I`ve had enough of the EPA in the past and will need to be careful.

Also I know it might sound absurd but how much could I deck the block disregarding the chain tension? Im interested in using a 73.7mm stroke L16 crank and 130mm l18 rods or 128mm rods. Im trying to fit the L series in a 1000 and would like to make it less tall and yes I know its better to have longer rods for performance. The a14,a15 blocks are almost 6cm shorter than the L18 and the a12 around 7.5cm shorter. Is taking that much out of an L impossible even if I could get a the right rods, pistons and chain setup? This is just a theorotical question(s) as I know very little of the L.

Can anyone tell me the max bore size for an L18?
Can it be more than 88mm say 89mm or is 88 the max size?

Well Harry I think there are many easier options but "without pollution gear" whats available in 1800-2000cc multivalve??? nothing except LZ heads and that isnt an option anyway.

As for 82mm stroke what crank and wouldnt you need the taller block for this as the rods are getting a bit short for the l18 block very interesting!!?

an the L18 with 88mm bores and Ka24e head should be the best option no?

Chris you might know but I found some taiwanese head gasket websites that specify the a13 in two forms. 76mm bore x 76mm stroke and 73mm bore with 77mm stroke in another
.
http://www.taihonet.co.jp/e/ebc/nissan.pdf

http://www.tonghong.com/cht/product.php?mode=show&cid=260&pid=429

Ok Ive looked at the article on the l20b with the ka24e head.

I would like to know if its possible to do the same to the l18 block and using custom pistons to take the bore to 88mm for the use of the ka24e head?

I really like the though of a 1900cc L18 bottom end with the better crossflow 12 valve head capable of flowing much more than any L series head. Harry has convinced me from the start of my days here that the L18 is a great engine and even more capable than an l20b when it comes to its lighter weight, lower deck height and revvy 78mm stroke.

Of course if this is possible then I will scrap the rotary idea instantly as I would love to keep it all nissan.

a legendary z18t with complete running gear....for 600 bucks what a bargain darn wish I never bought my rotor setup!!!!

Bump

Digging up this thread again....
anyone know whether the a-series Jatco bellhousing fits the r31 4 speed?
Are r31 4 speeds electronic for the overdrive unit? I had a carbed liteace with a 4 speed overdrive box and it felt like it had infinite ratios....I could go as fast in reverse as forward which was scary fun.

Its interesting to see another 6 cylinder sedan almost win an 84hour le mans race much like the early prince skyline gtr almost did for Japan and the point is these cars look so similar!!!
http://www.ramblerrogue.com/torino2.htm

The esslinger engine is a specialty sandcast block that is not production or pinto at all.
So if thats allowed in your class then a ka24e headed L series shouldnt be a problem.
The Esslinger is perhaps only claimed at producing those numbers (dyno sheets are where?) and with that compression what fuel is it using and whos dyno did it get those numbers? an "esslinger" sponsored one?.
Funny how companies quote certain numbers (eg certain rotary workshops) and other private poor racers with far from superior driving and underpowered overweight machinery embarrassed their big hp engined lightweight racecars. However they did great business and customers adorned their stickers on their machines and they where no faster just poorer but happy they could adorn the prestigious stickers.
In the uk in the NA 2 liter class, 300hp from sr20 engines is common and they started as nissan factory items you could buy still today from your wrecker.
If you cant use ka24 head on a big bore smaller stroke L series engine to get a stonking 2ltr then whats been mentioned should be a good start.

Quote: