The Nissan / Datsun L16T is a carbureted 1.6 liter (1,595 cc, 93.77 cu in) straight-4, four-stroke cycle gasoline engine from Nissan L-family. The L16T engine was basically the same as the L16 but had twin SU carburetor.
The Nissan-Datsun L16T engine feature OHC valves, wedge-shaped combustion chamber, aluminum cylinder head and fully balanced five-bearing crankshaft to turn out smooth, dependable power. The cylinder block is cast in a single unit, featuring deep skirting. To provide air-fuel mixing the L16T used SU type carburetor.
The L16T engine has an 83.0 mm (3.27 in) cylinder bore and 73.7 mm (2.90 in) piston stroke with a compression ratio of 9.5:1.
The Nissan L16T engine produced:
- Reguler gasoline specs: 100 PS (98 HP, 73 kW) at 6,400 rpm and 132 Nm (13.5 kg·m, 87.3 lb·ft) at 4,000 rpm
- High-octane gasoline specs: 105 PS (103 HP, 77 kW) at 6,400 rpm and 135 Nm (13.8 kg·m, 99.5 lb·ft) at 4,000 rpm
The breakdown of the engine code is as follows:
- L – Engine Family
- 16 – 1.6 Liter Displacement
- T – Twin carburetor
General information
| Engine Specifications | |
| Engine code | L16T |
| Layout | Four stroke, Inline-4 (Straight-4) |
| Fuel type | Gasoline |
| Production | – |
| Displacement | 1.6 L, 1,595 cm3 (93.77 cu in) |
| Fuel system | Twin SU carb |
| Power adder | None |
| Max. horsepower |
100 PS (98 HP, 73 kW) at 6,400 rpm 105 PS (103 HP, 77 kW) at 6,400 rpm |
| Max. torque |
132 Nm (13.5 kg·m, 87.3 lb·ft) at 4,000 rpm 135 Nm (13.8 kg·m, 99.5 lb·ft) at 4,000 rpm |
| Firing order | 1-3-4-2 |
| Dimensions (L x H x W): | – |
| Weight | – |
Cylinder block
The Nissan L16T motor has a cast-iron cylinder block. The cylinder block, which is of a monoblock special casting structure, adopts the five-bearing-support system. The cylinder bores are surrounded by cooling jackets and machined directly in the block. The oilways in the block are arranged so that the full-flow oil filter is directly attached to the right-hand side of the block. The L16T engine equipped with twin carburetors use the flat head pistons. The Nissan L16T engine cylinder bore is 83 mm (3.27 in) and the piston stroke is 73.7 mm (2.90 in), compression ratio rating is 9.5:1.
The crankshaft is a special steel forging. Fully balanced, it turns out smooth, dependable power at high speed. Main bearings gain lubrication from oil pumped through the main oil gallery and the oil holes which run in parallel with cylinder bores.
The pistons are special aluminum casting with struts to control thermal expansion and have two compression rings and one combined oil ring. The piston pin is a special hollow steel shaft. It is full-floating fit to the piston and press-fit to the connecting rods. The connecting rods are special forged steel.
| Cylinder block | ||
| Cylinder block alloy | Cast iron | |
| Compression ratio: | 9.5:1 | |
| Cylinder bore: | 83 mm (3.27 in) | |
| Piston stroke: | 73.7 mm (2.90 in) | |
| Number of piston rings (compression / oil): | 2 / 1 | |
| Number of main bearings: | 5 | |
| Cylinder inner diameter (standard): | 83.000 mm (3.2677 in) | |
| Piston skirt diameter (standard): | 82.985-83.035 mm (3.2671-3.2691 in) | |
| Piston pin outer diameter: | 20.995-21.000 mm (0.8266-0.8268 in) | |
| Piston ring side clearance: | Top | 0.040-0.080 mm (0.0016-0.0031 in) |
| Second | 0.030-0.070 mm (0.0012-0.0028 in) | |
| Piston ring end gap: | Top | 0.25-0.40 mm (0.0098-0.0157 in) |
| Second | 0.15-0.30 mm (0.0059-0.0118 in) | |
| Oil | 0.30-0.90 mm (0.012-0.035 in) | |
| Connecting rod center distance: | 133.0 mm (5.24 in) | |
| Crankshaft journal diameter: | 54.942-54.955 mm (2.1631-2.1336 in) | |
| Crankpin diameter: | 49.961-49.974 mm (1.9670-1.9675 in) | |
| Crankshaft center distance: | 36.850 mm (1.4507 in) | |
Cylinder head
The cylinder head is made of light and strong aluminum alloy with good cooling efficiency; it contains wedge-type combustion chambers. A special aluminum bronze valve seat is used on the intake valve, while a heat resistant steel valve seat is installed on the exhaust valve. These parts are all hot press-fitted.
The camshaft is made of special cast iron and located inside rocker cover. Four aluminum alloy brackets support camshaft. Camshaft bearings are lubricated from oil holes which lead to the main oil gallery of the cylinder head. The valve system has a pivot type rocker arm that is activated directly by the cam mechanism. The Nissan L16 motor use the dual-type valve springs.
The valves head diameter is the same as the L16 engine, but the duration and valve lift are different. The intake valves are 42.0 mm (1.65 in) in diameter and the exhaust valves are 33.0 mm (1.30 in). The intake valve duration is 248°, valve lift is 10.5 mm (0.41 in); the exhaust valve duration is 248°, valve lift is 10.5 mm (0.41 in).
The camshaft is driven by a double row roller chain driven by the crankshaft. The tension of the chain is controlled by a chain tensioner which is operated by spring and oil pressure.
The intake manifold is made of casted aluminum alloy. The twin-carburetor type L16 engines use the one with an independent design for each carburetor.
| Cylinder head | ||
| Valve Arrangement: | OHV, chain drive | |
| Valves: | 8 (2 valves per cylinder) | |
| Intake/Exhaust duration: | 248°/248° | |
| Valve head diameter: | INTAKE | 42.0 mm (1.6535 in) |
| EXHAUST | 33.0 mm (1.2992 in) | |
| Valve length: | INTAKE | 114.9-115.2 mm (4.524-4.535 in) |
| EXHAUST | 115.7-116.0 mm (4.555-4.567 in) | |
| Valve stem diameter: | INTAKE | 7.965-7.980 mm (0.3136-0.3142 in) |
| EXHAUST | 7.945-7.960 mm (0.3128-0.3134 in) | |
| Valve spring free length: | INTAKE |
Outer: 49.98 mm (1.968 in) Inner: 44.85 mm (1.766 in) |
| EXHAUST |
Outer: 49.98 mm (1.968 in) Inner: 44.85 mm (1.766 in) |
|
| Camshaft robe lift: | INTAKE | 7.00 mm (0.2753 in) |
| EXHAUST | 7.00 mm (0.2753 in) | |
| Rocker arm lever ratio: | 1.45 | |
| Outer camshaft journal diameter: | 47.949-47.962 mm (1.8878-1.8883 in) | |
Tightening torque specs
| Tightening torque specs | |
| Cylinder head bolt |
Step 1: 40 Nm; 4.0 kg·m; 28.9 ft·lb Step 2: 60 Nm; 6.0 kg·m; 43.4 ft·lb Step 3: 60-85 Nm; 6.5-8.5 kg·m; 47.0-61.5 ft·lb |
| Connecting rod big end nuts | 31-37 Nm; 3.2-3.8 kg·m; 23-27 ft·lb |
| Flywheel bolt | 137-157 Nm; 14.0-16.0 kg·m; 101-116 ft·lb |
| Main bearing cap bolt | 31-37 Nm; 3.2-3.8 kg·m; 23-27 ft·lb |
| Camshaft sprocket bolt | 118-157 Nm; 12.0-16.0 kg·m; 87-116 ft·lb |
| Oil pan bolts | 6-9 Nm; 0.6-0.0 kg·m; 4.3-6.5 ft·lb |
| Oil pump bolt | 11-15 Nm; 1.1-1.5 kg·m; 8-11 ft·lb |
| Oil pan drain plug | 20-30 Nm; 2.0-3.0 kg·m; 14-22 ft·lb |
| Pocker pivot lock nut | 49-59 Nm; 5.0-6.0 kg·m; 36-44 ft·lb |
| Camshaft locating plate bolts | 6-9 Nm; 0.6-0.0 kg·m; 4.3-6.5 ft·lb |
| Manifold nuts | 8-12 Nm; 0.8-1.2 kg·m; 5.8-8.7 ft·lb |
| Fuel pump nuts | 12-18 Nm; 1.2-1.8 kg·m; 8.7-13.0 ft·lb |
| Crank pulley nut | 118-157 Nm; 12.0-16.0 kg·m; 87-116 ft·lb |
Maintenance data
| Valve clearance (HOT) | |
| Intake valve | 0.25 mm (0.010 in) |
| Intake valve | 0.30 mm (0.012 in) |
| Valve clearance (COLD) | |
| Intake valve | 0.20 mm (0.008 in) |
| Exhaust valve | 0.25 mm (0.010 in) |
| Compression pressure | |
| Standard | 12.0 kg/cm2 (11.77 bar, 171 psi) / 350 rpm |
| Minimun | 9.0 kg/cm2 (8.83 bar, 128 psi) / 250 rpm |
| Oil system | |
| Oil consumption , L/1000 km (qt. per miles) | up to 0.5 (1 qt. per 1200 miles) |
| Recommended engine oil |
5W-30 5W-40 10W-30 10W-40 |
| Oil type API | SE |
| Engine oil capacity (Refill capacity) |
Hight level: 4.3 l Low level: 3.3 l |
| Oil change interval, km (miles) | 5,000-10,000 (3,000-6,000) |
| Oil pressure, kg/cm2 (psi) | 3.5-4.2 (49.8-56.9) at 2,000 rpm |
| Ignition system | |
| Spark plug | BP6ES (NGK) |
| Spark plug gap | 0.8-0.9 mm (0.03-0.035 in) |
| Spark plug tightening torque | 15-25 Nm; 1.5-2.5 kg·m; 11-15 ft·lb |
| Carburetor | |
| Carburetor model | HJL38W6 |
| Bore | 38 mm (1.4961 in) |
| Piston lift | 29 mm (1.1417 in) |
| Jet needle | M-76 |
| Nozzle jet diameter | 2.34 mm (0.0921) |
| Suction spring | #23 |
| Float level | 23 mm (0.9055 in) |
| Float venting | Inner vent type |
| Fuel pressure | 0.24 kg·cm3 (3.41 lb·sq in) |
| Throttle clearance at full throttle | 0.6 mm (0.0236 in) |
| Position at full throttle | 6.5° |
Vehicle applications
| Model | Years Produced |
| Nissan Bluebird (510) | 1968-1972 |
| Datsun 160Z (B210) | – |
Correct me if I’m wrong, but I thought the stock L16 had 40 mm intake and 33 mm exhaust valves. The SSS had 42 mm intake with 33 mm exhaust with a slightly longer intake duration cam. Many years ago I owned a 1972 Datsun 510 L16 modified with to an L16T with a ported SSS head, SSS cam, 38 mm twin carb intake and flat top Z-car pistons. The engine was already modified when I bought the car: the bottom end was bullet proof, but the head and intake needed work. The engine was over bored to 84 mm for a total of 1634 cc yes I remember trivia like that, at least that’s what my calipers measured, probably its upper limit. The original head was warped from a blown head gasket and I replaced it with a brand new L18 head from Action Datsun in Kissimmee FL. I don’t think the stock cooling system could handle the heat from the modified engine which is why the head gasket blew. I put in a three-core higher capacity radiator so engine cooling was no longer a problem. I thought the 35 mm exhaust would barely clear, but there were no problems. Also the L18 head had the square exhaust ports and the L20B had round ports so I could use the original exhaust manifold. That L18 head/L16SSS engine was a screamer; it had a deep exhaust burble, nothing like the fart can ricers of today.
It would rev to its 7000 rpm limit smoothly. It required 91 octane or higher as it pinged on regular. I kept the stock exhaust manifold as any after market headers killed low end torque with no noticeable gain in top end. With headers, the cam lope required a high idle (900 rpm) or the engine would quit. I miss that car. If I had the money back then, I would have put in an L20B with the Mikuni 50 mm carbs and an Isky 480 cam equivalent, with the longer duration; I’m not so sure the valves would clear the pistons with the Isky equivalent 0.49″ lift vs stock 0.39/0.41″.