Mates, there has not been too much advances on the car the last weeks. I just wanted to show you the Panasonic Cockpit that it was installed on the car when I purchased it, right now is in working order... but I really dón't know if I'm gonna use it on the car.

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1980 Datsun 280ZX 2+2
1982 Megasquirted Datsun Bluebird 1.8SSS
1973 Datsun 260C, Hardtop.

That thing is so funny. You need to use it on something!

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1973 H230 Wagon, 'ILL-260'
1975 911S Targa
1978 Torana Hatch
1999 GXE10

It would look awesome in my r31....

...or the space shuttle

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

'Nissantiques - Join the Club'

My bedroom's roof? hehehe I should first ask my wife.

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1980 Datsun 280ZX 2+2
1982 Megasquirted Datsun Bluebird 1.8SSS
1973 Datsun 260C, Hardtop.

Nice work.

Guys, I'm recurring now to your knowledge about Lseries engines. It turns out I found a complete and just rebuilt L28E engine but the problem is, due to non sense laws here, one can not use an engine that was previously installed on a car. So i can´t use the block but the rest could go on my L26, including the N42 head. I have tried a lot of combinations on diferent engine design utilities and the question is, can I use 86mm flat pistons on the L26 block without risking the block?, and is it necesary to notch the block if I want to use the N42 head even if I use L28 pistons? I read in Honsowetz book that it is not recomendable overbore the block more than 2 mm, but I want to know if some one has done it.

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1980 Datsun 280ZX 2+2
1982 Megasquirted Datsun Bluebird 1.8SSS
1973 Datsun 260C, Hardtop.

Hi Camilo,

The easiest fix woud be to grind off the numbers on the L28 and stamp your numbers onto it. I'm sure this is illegal but I'm also sure this has been done before. What a stupid rule!!

I have a 2.5 mm overbored L26 in my 330. Its almost L28 in capacity. You couldn't tell the difference in performance compared to a real L28.

It would be a shame to pull apart a good fresh engine for its parts. The N42 head isn't anything special unless you spend a lot of money modifying it for better performance.

Overall, unless you can use it as a whole, I wouldn't bother with it. Save your money to fresh up or rebuild the original L26 engine.

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

'Nissantiques - Join the Club'

HI Mark,

My first idea was to grind off the numbers, but, until now, no one wants to do it because is illegal.

The difference in the HP between the L26 (KP230) and L28E (N42 block and head), 135 and 170 respectively, is what made me think of doing the swap, but the necessity of using the L26 block is what 'd force me to overbore the block to 86... or at least to 85.5mm. Also, with the N42 head I could swap at anytime the whole EFI.

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1980 Datsun 280ZX 2+2
1982 Megasquirted Datsun Bluebird 1.8SSS
1973 Datsun 260C, Hardtop.

Nice find.

Ah, EFI. That would be good. You are familiar with this...megasquirt is a good setup.

To put the N42 head onto your L26 without overboring will produce a low compression engine, lower than stock. Even if you do overbore the L26, with the N42 head you'll still have a stock compression engine. You could use flat top pistons but they are not easy to find in this size off the shelf. This will raise compression but the N42 doesn't like high comprssion without work to the chambers. More and more cost for little gain. Keep your E88 and modify it to accept an efi manifold and injector notches. With an 2.5 mm overbore, you'll get nearly 2.8 capacity AND a higher compression! This engine, by your design, will make at least 170 and probably more if managed by megasquirt.

That L28 is better left complete and doesn't warrant pulling apart for part swapping. No advantage in my view. Work and develop your own engine and head.

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

'Nissantiques - Join the Club'

Thanks Mark!, that is the kind of knowledge I was looking for, but there's too little information about a L26 + N42 combination in the ClassicZcars and HybridZ forums. Knowing this i'll keep the L26 and develop it.

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1980 Datsun 280ZX 2+2
1982 Megasquirted Datsun Bluebird 1.8SSS
1973 Datsun 260C, Hardtop.

I´m still researching about L series engines and combinations.

Guys, again I need your knowledge. Where does the difference lies between 260 Z L26 engine (160 HP) and 260C L26 (135HP)? 25 HP can be a lot difference to me due to Bogotá lies 2600 meters over the sea level and the loss of power is really noticeable.
Mark, I read a thread you started in the ClassicZcars Forum about the differences between L28 engines from Cedrics and Zs, and one of the conclusions was that the small exhaust and the carburettor restrict the engine, but that much?

Last question, the L26 has flat pistons? I found it does here on this website http://www.datsunzgarage.com/engine/ I need to be sure...

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1980 Datsun 280ZX 2+2
1982 Megasquirted Datsun Bluebird 1.8SSS
1973 Datsun 260C, Hardtop.

Pump that compression up Camilo!

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1973 H230 Wagon, 'ILL-260'
1975 911S Targa
1978 Torana Hatch
1999 GXE10

Yep, 25 horses is due to cam profile (Z is bigger) twin carbs and ignition timing. The exhaust pipe is smaller on the Cedrics which restricts power too.

I checked the service manual and the compression ratio for the single and twin carb engines is the same. Is it a flat top piston? It could be and you could check by taking out a sparkplug and using a pen light inspection light to peek inside.

The pistons in my L26 bottom end have dished pistons. Those pistons are not stock, so it's not a proper representation.

Can anyone confirm flat tops in their L26?

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

'Nissantiques - Join the Club'