Baz any other pics of the engine eg manifold or valve sizes that went with those 40mm inlet ports?

One can only wonder what the same setup would produce with a later more efficient twin screw charger!

Manifold design was archaic. Much better design on the manifolds we made in the last years of the 20th century.
The centre feed is much better. Valve size was 44mm.
Getting the .625" lift camshaft made would be the problem these days.

Sorry no pics but ports are not the hard to do , just time consuming.

Yes, a late opcon or whipple is the way to go these days.

I remember seeing an opcon on a 3 cyl 1400cc bike motor.

Magic figures 1400cc, 14000 rpm, 1400HP. drag bike built in WA. on 50lbs boost.

_________________
A little knowledge is a dangerous thing.
www.datsport.com

"R.I.P. Baz. 29 April 2022. Thank you for all your contributions to the Datsun community over the years. You will be missed." - OZDAT

We all know you have nothing to prove but what do you reckon that setup with
a better manifold, opcon, that cam and todays fueling could put out?

what was the chamber shape like? TK on performance forums has managed
close to 240hp using chevy styled chambers which Ive never seen on an
L series head publicly on any forum but open chamber is better for boost?

Todays fuel is just the same if you are using methanol.
On pump fuel, well I would only be guessing.
That speedway engine was closed chamber. I would still use a closed chamber head.
Combustion chamber was like a vizard cooper S. I started porting on those little buggers before I got into Datsuns.
I know TK does good work.
Do not forget that back in the 70s L18s with RB cams were making around 235hp.
Speaking to one of the old school racers from the states recently.
I asked how much they were getting these days. He said still stuck on 235hp.
No one around can do the cams for them.

_________________
A little knowledge is a dangerous thing.
www.datsport.com

"R.I.P. Baz. 29 April 2022. Thank you for all your contributions to the Datsun community over the years. You will be missed." - OZDAT

Why can't anyone make the cams? I guess anyone (well not anyone) could make the right profile with the right machine and a big bit of round but the devil is in the heat treatment or somthing like that?

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These are supposedly good for 130hp per litre on the Windsors and done by CHI in Melbourne
close to Vizards shape and TKs effort on that 2.4 liter that is supposedly making 237hp.
If used on a well setup engine could a 2000cc L18 with 90mm bores make 260hp?
Baz you know of anyone using 90+mm full sleeved grouted L18 block or could higher
revs and big bores get that magic figure windsors are getting?

eg.
L18 block
90.25 mm pistons
L14 rods
13:1 comp
re-worked early FIA head to shape above and matching ports
37cc reworked to 33 or 34cc
1.751 rod stroke ratio
1996cc

That engine in tk's thread was a 2l wasn't it, it was only on 86.5mm bores, making it more impressive as smaller bores are a flow restriction on an l-series aswell as the other obvious advantages of a bigger bore. And the 237hp was where they stopped because of valve float.

Also on the sleeves, I'd like to hear how baz has done the sleeved L blocks because I have read from another L guru that sleeves are a big no-no on a L series

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When the sign says "don't feed the bears", man you better not feed the bears.

Or doesn't mark banyard get the most out of the L series with his welded chambered and raised exhaust port heads.

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When the sign says "don't feed the bears", man you better not feed the bears.

The TK L series was a 2L, was in a Under 2L Sports Sedan.

Pretty sure it was just a freshened up bottom end with the new TK head on it, not a complete engine build

I wonder where the FIA heads fit in all this as their ports, valves and chambers must have been reworked to make 220-230hp peak that the safari winners supposedly achieved? or did they only peak at 180-190hp for endurance duty?

Its a shame to have most of the L series info be a real wish wash compared to say the inferior all cast iron Ford escort Pinto motors. There is plenty of info showing how to achieve 200hp ate for the Pinto but not the L series.

TKs effort is clearly documented and claims much help from many L gurus inc Baz but not sure on capacity or bore / stroke
but he built most of that motor got some excellent numbers. He is aiming for 250hp using more capacity z22 crank and 89mm bores. Either way 237hp is brilliant for a wet sump, dizzie and proven V8 style chamber yet the L series seems to shine in lower rpm torque setups than high rpm hp peak. There was another build with roller rockers that made 215hp but tuned fat power curve than peaky wet sump, dizzie etc.
http://www.bmsc.com.au/forums/rallying- ... build.html