Nissan L28ET Specifications
| Engine Model: Nissan L28ET |
| Engine Type: 4-cycle 6-cylinder SOHC 12-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 168 cu.in (2.75 L) |
| Rated Engine Power: 180-205 Hp (134-153 kW) at 5200 rpm |
| Fuel System Type: Multi-point electronic fuel injection (EFI) |
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The Nissan L28ET is a 2.8-liter inline-six,
turbocharged gasoline engine belonging to the legendary L-series family,
which includes the L24, L26, L28, and the fuel-injected L28E. Introduced
in the early 1980s, the L28ET was Nissan’s first mass-produced
turbocharged gasoline engine and served as the powerplant for the
1981-1983 Datsun/Nissan 280ZX Turbo. The L28ET represented a major
technological step for Nissan, combining the proven durability of the
L-series architecture with modern turbocharging, electronic fuel
injection, and advanced ignition control.
The engine was designed to provide smooth six-cylinder performance with
significantly increased torque and power compared with the naturally
aspirated L28E. It retained the cast-iron block and aluminum OHC head of
previous models but added a Garrett AiResearch T3 turbocharger,
low-compression pistons, upgraded fuel delivery, and specialized
Electronic Concentrated Control System (ECCS) engine management. The
L28ET delivered excellent performance for its era, offering strong
mid-range torque, smooth power delivery, and outstanding reliability.
Today the L28ET is highly respected among classic Nissan builders due to
its strength, tuning potential, and long service life. The robust
L-series bottom end supports moderate to high Hp levels with proper
modifications, making the L28ET a popular platform for vintage
performance builds and Z-car restorations. The Nissan L28ET is a
water-cooled, inline-six, gasoline engine with a displacement of 2753
cc, or approximately 168 cubic inches. The engine shares its basic
architecture with the naturally aspirated L28E but incorporates
turbocharging and engine-management modifications.
Bore and stroke are:
- Bore: 86.0 mm (3.39 in)
- Stroke: 79.0 mm (3.11 in)
This slightly oversquare configuration promotes efficient combustion,
strong torque output, and smooth high-rpm operation characteristic of
inline-six engines. Compression ratio depends on market and model year
but is 7.4:1 to 7.8:1. The reduced compression ratio allows safe
turbocharging on regular gasoline and reduces detonation risk.
Power output varies slightly across model
years:
- 180-205 Hp (134-153 kW) at 5200 rpm
- 203 to 220 lb-ft (275-298 Nm) of torque at 2800-3200 rpm
Idle speed is specified at approximately 750 rpm. The firing order is
1-5-3-6-2-4.
The L28ET uses a cast-iron block known for strength and durability.
Cylinder walls are exceptionally thick, enabling multiple overboring
cycles during rebuilds. The block height is 207 mm, the same as the
naturally aspirated L28.
The crankshaft is a forged steel six-throw design supported by seven
main bearings. This configuration provides outstanding smoothness,
stability, and long life, even under the increased loads of
turbocharging.
Connecting rods are forged steel units capable of handling significant
power increases with proper tuning. Pistons are dished aluminum designs
to reduce static compression ratio and improve combustion under boost.
Each piston uses a conventional three-ring configuration: two
compression rings and one oil-control ring.
The L28ET uses the Nissan N42 or P90 aluminum cylinder head depending on
model year. Both heads use a single overhead camshaft (SOHC) with two
valves per cylinder, totaling twelve valves.
The P90 head, used on most L28ET engines, is considered the most
desirable performance head of the L-series six-cylinder family due to
improved combustion chamber design and enhanced cooling characteristics.
Valve sizes are:
- Intake: approx. 44 mm (1.73 in)
- Exhaust: approx. 35 mm (1.38 in)
Valve lash adjustment is mechanical, using rocker arms with lash pads.
Cold valve clearances:
- Intake: 0.25 mm (0.010 in)
- Exhaust: 0.30 mm (0.012 in)
The camshaft is driven by a double-row steel timing chain with a
hydraulic tensioner. Timing chains on L-series engines are known for
exceptional longevity.
The L28ET uses multi-point electronic fuel injection (EFI) controlled by
Nissan’s ECCS, an early but highly robust electronic engine management
system.
Fuel-system components include:
- Electric in-tank fuel pump
- Frame-mounted high-pressure fuel pump (in some models)
- Fuel pressure regulator (approx. 36 psi base pressure)
- Six solenoid-type injectors
- Air Flow Meter (AFM) for load measurement
- Throttle body with throttle-position switch (TPS)
Fuel injectors supply fuel sequentially under ECU control. Closed-loop
operation uses feedback from an O2 sensor depending on market.
The L28ET uses a full-pressure, wet-sump lubrication system. A gear-type
oil pump delivers oil to the crankshaft bearings, connecting rod
bearings, camshaft journals, and turbocharger bearings.
Oil capacity: 4.5 to 5.0 liters (4.8-5.3 qt) including filter
Recommended viscosity (classic engines): 10W-30, 10W-40, or 20W-50
depending on climate
Oil pressure:
- 3000 rpm: 350-450 kPa (50-65 psi)
- Idle: >70 kPa (>10 psi)
Cooling is handled by a belt-driven centrifugal water pump. Turbocharged
engines produce significantly more heat, so the L28ET includes enhanced
cooling strategies.
Cooling-system features:
- High-flow water pump
- Copper/brass or aluminum radiator
- Thermostat opening at 82°C (180°F)
- Fan clutch or electric fan (depending on market)
- Coolant capacity approx. 8.0-9.0 liters (8.5-9.5 qt)
| Intake and Exhaust Systems |
Induction includes:
- Turbocharger compressor inlet duct
- Air cleaner assembly
- Draw-through AFM
- Cast-aluminum intake manifold
- Auxiliary air regulator (for cold idle)
- Factory non-intercooled configuration
The lack of a factory intercooler is a commonly addressed limitation in
performance builds.
The exhaust system includes:
- Cast-iron turbo manifold
- Turbo turbine housing
- Downpipe integrated with wastegate outlet
- Catalytic converter (U.S. models)
- High-flow dual or single exhaust system depending on year
Exhaust backpressure heavily influences turbo spool characteristics.
| Ignition and Engine Control System |
Ignition timing is controlled by the ECCS
system, using:
- Crank-angle sensor mounted in the distributor
- Knock sensor (in later versions)
- Ignition module and coil
Base ignition timing is commonly set around 20° BTDC at idle with vacuum
disconnected, but varies by ECU calibration.
ECCS inputs include:
- Air flow meter
- Coolant temperature sensor
- Intake air temperature sensor
- Throttle-position switch
- Oxygen sensor (some markets)
- Turbocharger boost reference
The system adjusts ignition and fuel delivery for boost, temperature,
and load.
A Garrett AiResearch T3 turbocharger is used on the L28ET. Boost
pressure is factory-set between 6.8 and 7.4 psi (0.47-0.51 bar). The
turbocharger is oil-lubricated and water-cooled in later variants.
Key turbocharger features include:
- Internal wastegate controlled by a pressure actuator
- Cast-iron exhaust manifold with high-temperature resistance
- No intercooler on factory U.S. models
- Boost enrichment controlled via ECCS fuel mapping
Although the factory boost level is modest, the L28ET bottom end can
safely support higher boost with proper fuel and ignition control.
- Length: 720-760 mm (28.3-29.9 in)
- Width: 520-540 mm (20.5-21.3 in)
- Height: 650-720 mm (25.6-28.3 in)
Dry weight: 205-230 kg (452-507 lb), depending on turbo and accessories
Factory maintenance guidelines:
- Oil and filter: every 3000-5000 miles (5000-8000 km)
- Spark plugs: every 15,000-20,000 km
- Air filter: every 20,000 km
- Fuel filter: every 20,000-30,000 km
- Valve lash adjustment: every 20,000-30,000 km
- Coolant: every 40,000 km or 2 years
- Timing chain: inspect at high mileage
- Compression: 150-175 psi (1034-1206 kPa), <10% variance
- Cylinder head bolts: 100 Nm (74 lb-ft)
- Main bearing caps: 85 Nm (63 lb-ft)
- Connecting rod bolts: 54 Nm (40 lb-ft)
- Flywheel bolts: 110 Nm (81 lb-ft)
- Crank pulley bolt: 155 Nm (114 lb-ft)
- Intake manifold bolts: 22 Nm (16 lb-ft)
- Exhaust manifold bolts: 28 Nm (21 lb-ft)
- Spark plugs: 18 Nm (13 lb-ft)
- Oil drain plug: 34 Nm (25 lb-ft)
The L28ET engine was used primarily in:
- 1981-1983 Datsun/Nissan 280ZX Turbo (S130)
- Nissan Fairlady Z Turbo (Japanese market)
- Limited regional Nissan models with turbocharged L-series options
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