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János Ódor emigrated to the United Kingdom after the Soviet invasion of Hungary in 1956. He founded Janspeed Engineering Ltd. in 1962. Come 1970 they established an exhaust system company, still in existence in Salisbury.
Contents |
Overview
POST Manifold with square ports
Janspeed full race head with D-shape inlet ports
Note 2nd head from the top
Racing 1200s
Janspeed cars featured Red, White & Blue Works colors
- Datsun 1200 B110
- Datsun 1200 1972 facelift
- Datsun Cherry KE10 coupe
- Datsun Cherry E10 100A 2-dr
- Datsun Cherry F10 FII
- Ralph Lockey Janspeed 1300cc Sunny rally car
- 1976 L24 1200 Martin Pearson special saloon racing
- 1978 Sunny B310 4-door
Janspeed's Racing Datsuns - 1972 Sunny Coupe and Cherry 100A Coupe
János Ódor and Eric Poole
Janspeed Datsun Sunny with Han Tian driving in Tarzan corner at Zanvort
Two Janspeed 1200s: Alec Pool, Dave Maraj, with Richard Longman Mini following
1974 specs Datsun 1200 coupé Janspeed Group 2 Size 1295 cc Power 148 HP/8500 Twin Solex carburettors Datsun 5-speed Weight 700 kg Tyres Dunlop
In the 1970s Eric Poole took two 1200s with him to Trinidad. Eric raced the carbureted one at Wallersfield where he rolled it. Maraj bought the injected one, in the 1980s it crashed and burned at the Wallersfield track. Most of the parts then went into his roadgoing Datsun B310 'PAJ3199'. It eventually was sold to Dexter Seecharran in great shape and years later used for pizza deivery.
- 1973 Britain Datsun works 1200 raced by Moto Kitano and Alec Poole
- 1975-1976 Netherlands
- 1976 Carribean
Works 1200
In 1973 Datsun brought two works 1200s over to England, raced by Moto Kitano and Alec Poole.
works 1200 @ Silverstone Circuitᵂ 14 July 1973
Alec Poole, Tom Walkinshaw Datsun Sunny GX sponsored by Janspeed 1973 Tourist Trophy race 23 September 1973 1973 Tourist Trophyᴳ
1200
Racing Saloon Car Festival at Brands Hatch 30 July 1978 - Rivet Supply Special Saloon Race
No. 35 Datsun Janspeed Coupe 1298cc, Martin Pearson
Donington 500 24 May 1981 Janspeed Engineering Ltd. Datsun B110 Sunny, Jon Mowatt, Martin Pearson
Parts
1981 Catalog
Exhaust Manifolds * Datsun 100A F11 EM-270 45.00 * Datsun 120A F11 EM-270a 45.00 * 120Y,1200 EM-271 54.00
1200/120Y Exhaust Manifold
Our competition manifolds are used by works competition departments throughout the world. Each one is individually hand built to obtain the maximum power from your engine. Particular attention is paid to obtaining full-bore bends and to any necessary pipe junctions. Our boast is simple -- they are the best you can buy -- anywhere.
Competition Exhaust Manifolds Datsun * 100A F11 L/B CEM-960 69.00 * 120A F11 L/B CEM-960a 69.00 * 120Y,1200 L/B CEM-961 69.00 * 100A, F11 4 into 1 CEM-962 78.00 * 120A, F11 4 into 1 CEM-962a 78.00 side system CEM-963 18.00 * 140,160,180 4 into 1 CEM-964 144.00 * 240Z CEM-965 192.00 * 260Z CEM-966 192.00
Cast Inlet Manifolds * Datsun 100A/120A/1200 Twin, S.U. 1-1/4 HS2 IMA-471 * Datsun 100A/120A/1200 Twin, S.U. 1-1/2 HS4 IMA-472 * Datsun 120Y LH drive only IMA-472A * Datsun 100A/120A/1200 Twin, Weber 40 DCOE IMA-473 GX Oval Port Comp Heads
CARS AND CAR CONVERSIONS
magazine article CARS AND CAR CONVERSIONS JULY 1974 2-pages
TWO PART HARMONY
Terry Grimwood samples two Janspeed Datsuns and talks to Jan Odor
page 56
1.The CarsIf you had wandered into the Southampton Road, Salisbury, premises of Janspeed about two years ago you would have been confronted by an array of Minis, Marinas and others of the BL ilk being prepared for street or competition.
Wander in there now and the type of car you will see is likely to have originated from slightly further afield than Cowley or Longbridge — Tokyo would be nearer the mark.
The last couple of years have seen a quiet infiltration of Japanese motor cars with the result that Datsun — and Toyota to a lesser extent — have gained a healthy slice of the import market.
Janspeed's boss Jan Odor is no slouch when it comes to spotting a trend, and he was one of the first to tear apart a few of the Oriental invaders to see what made them tick and to assess their tuning potential, A good number of customers now rely on Jan to tune their Japanese machinery, and as Jan is prone to testing his tuning theory to the ultimate it is no surprise to discover that a few exciting competition cars have been spawned in his workshop. In rallying there is the Datum 240Z of Richard Jackson, the 120A of Charles Jenkins and the Sunny of Geoff Glover, and on the tarmac scene there are two Gp 1 Cherries and the two cars featured here — Peter Houghton's sprint/hill-climb Cherry and the Nissan-Datsun owned Group 2 racing Sunny.
Road conversions form a good part of the business, perhaps the most interesting being the little Cherry which we tested two years ago and which has subsequently been treated to a Sunny engine giving a top speed of around 120mph.
It was in fact, that road test which Inspired Peter Houghton to try a Cherry in competition. Peter is 29 years old, and boss of the Altrincham Sports Company in Altrincham, Cheshire. He has been competing in sprints and hillclimbs for the past ten years. using a 1300GT Escort, an 850 Mini, a 998 Cooper and, prior to the Datsun. a 970S. Results throughout that time were very encouraging, with numerous wins and a big pile of silverware to grace the Houghton sideboard.
He started competing the Cherry last year, getting seven wins from twelve starts; this year, to date, only one event has been undertaken. Another win. Which bodes exceeding well for the rest of the season.
The Cherry is the standard 998cc, with 59mm stroke X 73mm bore. Due to the paucity of competition bits for this engine all the moving parts within the block are standard items. The block itself is virtually production specification, but has modified oil galleries and an uprated pump. This work was carried out to increase the capacity of the pumping system rather than the pressure, which is perfectly acceptable.
The crank though standard, has been heat treated, and the rods are Tuftrided. The Cherry pistons have been lightened, and the tops (and edges of the block) pocketed to clear the valves.
Now one big problem with using these standard bits is that the gudgeon pins are the press-fit type, and as such not suited to the high revs required of a competition engine. Unfortunately, special pistons are not available lo the 73mm size, so in order to keep the gudgeon pin in place a dural buffer is inserted into either end, pressing against the bone. Jen says that Teflon buffers are preferable, as is common in American drag-race engines, but has yet to find a source of supply in this country.
A Janspeed-made lightweight steel flywheel mates with a special clutch centre plate, spring diaphragm and bonded and riveted lining, and everything is dynamically balanced.
Two types of head are now available from Jan. Last year he fitted one with 38mm inlet valves and 29mm exhausts, but this year, in conjunction with more work on the ports the head uses 38mm inlet and 32mm exhausts The extra porting which included increasing the inlet port