theres alot of movement now and re-consideration by top performance builders in 3 valve twin spark heads at the moment they have more potential than 4 valve heads in low end and mid range and only lose about 5 per cent on top end performance to 4v heads. Overall they when considering the whole operating range they come out on top of conventional 2 and 4 valve heads.

Having said this the ka24e head is a 3 valver and by replacing one of the inlet valves with a 1mm larger valve and some careful port shaping they have enormous potential as they are a swirl design combined with tumble. The best of both worlds.

LZ heads we dont need them cheap 50 dollars ka24e heads are there for L series now.

But the L series block unless lightened as discussed earlier is too heavy to classify in this thread.

Or better than the AY head is if someones did a run of LZ style heads, the'd sell quicker than warmed cakes!! and if they keep doing them it wouldn't have to cost anywhere near the 13,000 dollars I've heard about for one of the OS ginken heads

The qr20de with different flywheel, headers, balance shaft removal kit, your ignition kit edis-4 and some quad mikunis or LPG/propane if laws allow it should be a thrill.

Ive been looking for a while but never will on doing a full skirt removal of an L18 (like a stock A series) and running a dry sump unit. The skirt alone would weigh 15-18kg. Also using 89mm bores by the use of darton style sleeves with machined wet sleeve open deck and knife edge crank. Choice of either Ka24e head or z18 top end.
118kg l18 with following
-15-18kg (skirt)
-8-10kg (knife edge)
-6-8kg (alloy flywheel)
left over with a 1941cc 90-95kg L series depending on head and induction setup.

Better still would be to make a 2 piece billet alloy L series (lower and upper crankcase) block instead of that AY head.

Thanks. I'm thinking factory-stock engine, but removing balance shaft and swapping flywheels is trivial. It would work for me.

The 2ZR-FE is 97kg but its 88mm stroke and the 3rzfe with 97mm stroke would need balance shafts and heavier counterweight crank at least 8kg heavier if not more.

Also from this link
http://datsun1200.com/modules/nsections/index.php?op=viewarticle&artid=26
these are the weights

A12____ - 87 kg _192 lbs
A14____ - 93 kg _205 lbs
L18____ - 118 kg 260 lbs
CA18ET_ - 118 kg 260 lbs
QR25DE_ - 121 kg 267 lbs (not 129kg)
CA18DET - 128 kg 282 lbs
SR20DE -- 139 kg 306 lbs

therefore its obvious the qr20 has a 8-10kg lighter crankshaft from what I read on fresh alloy and sentra forums also removing the balancer shaft mechanism (i think it was 18lbs or 12lbs cant remember)
and jwt lighter clutch kit (12 lbs lighter) brings the engine weight down to around 100kg on the conservative side.
http://forums.nicoclub.com/zerothread?id=385705
https://www.raceeng.com/c-364-qr25.aspx

Also there is supposedly a later and lighter inlet manifold made from composite plastic or could go custom manifold and the jwt headers without cat converter saving another 10-15lbs. To go further knife edging the crank 6-8kg and re-balancing the whole assembly is possible thanks to its incredible rod stroke ratio. You are looking at a sub 90kg engine.

If then the thing is too heavy for starter then the next choice is the mr20de the real competitor to Toyotas in this range of engines and still beats the Toyota version you mention with 84mm bores and shorter stroke at 2ltr.

Otherwise if straying away from nissan engines, a turbo suzuki g13bb or nissan cg13de with boost will still weight around 75-80kg complete and make 200hp solidly.

QR engine is much heavier: 129 kg instead of 97 kg. I thought the topic here was "lightweight" motors?

The new AR will be a better motor as its more square and higher performing.
The 3rz has a 80.5

Hi D, what do you think about the new Toyota 3ZR engine? Light as an A14 with 155 hp (116 kW).

1000AUD for billet cams is no big deal I would never suggest the jwt cams they are for owners with emissions to worry about.

Either way would be nice to see a Micra k11 with either of the mentioned setups.

I know the qr20 has way more potential for rev's, but its harder to find parts, If you spent the money it would certainly perform well, the jwt cams for the qr are pretty damn mild though so would take a bit of investment to get some decent cams made.
The sr20ve is 187hp stock, it is basically a sr20de with a better flowing head and vtec (VVL) It has alot more choice for cams with two NZ companies doing multiple profiles for them,
I know it has a pretty poor rod stroke ratio but the US boys are still getting close to 210-220 hp at the wheels!
I would love to see a proper built qr20 anyday though, its lighter and the sound it would make as it wound out to 9500 rpm would be just beuatiful.