Sorry not 1k are not GOd-like they are the man himslef!!!! But the thing is mines a sexy bitch! therefore GODDESS!!!

Shaaite my wife coming gotta go!!!

Jamie
Sorry about the tardy reply, but i have been working in another city [Wollongong] & i am home for one day only, then i will be away for another week.

The manifold was cut down from one that came on a dirt track car that the boss had bought. It is custom fabricated from plate steel & some suitable sized tubing. It originally curved up & over the top of the engine with the carbs above the spark plugs. As for the carb mounts, i will need to have another look.

Evilism
The vacuum access in your manifold is realy for things like brake boosters, vacuum guages, &/or smog related stuff, but NOT for the distributor.
If your Webber came from a production car that used a distributor, then surely it has a ported vacuum fitting somewhere. This fitting supplies NO vacuum with the throttle at idle. The vacuum cuts in when the throttle is opened a little. THATS the one for distributors

The Haynes weber book says you are best off not connecting the dizzy vaccum at all (unless the car originally had it connected to the manifold vacuum, i.e. some old cars were).

Other folks say you can connect it to manifold vacuum, but it changes the timing at idle (advances it) so you might have to change the initial timing and modify mechanical advance.

Hy Dodge. I was interested in the manifolds (intake) for each of the motorcycle carbies, that is the main idea, I think, there are plenty of motorcycle carburetors, but, how to hook them to the motor? That car must be fast, nice to drive around.
Late___________________________

Jamie
I think that the ends of the inlet tubes are just plain, but of the right diameter, & the motorcycle parts are used from there. You would need to see the donor motorcycle manifold to know for sure how it all works, but i think it's pretty straightfoward.
You can see the support strut at the front of the engine. This prevents the carbs from shaking on the rubber connections, so that they do not become damaged.

It does drive quite nicely as the carbs were designed for single cylinder, pulse flow operation & are well sized for this engine. As i have writen, the engine is bigger than the donor cycle's 1200cc, but it does not rev as hard. It is probably quite fast, but the owner is still 17 & is speed restricted to 90kph [about 56mph]. He has been picked up once by the cops & he lost his licence for three months. They all kinow the car now & he does not want to be riding his bike to work again, so he behaves himself as best he can, .... for now

Dizzy at the front (under cylinder #1) is a pre-1974 engine. 1974 and newer engines have the distributor under #3.

The hose on the dizzy doesn't need a screw or anything, you can pull the hose off even. Although it should be connected to the carb vacuum-advance port ... unless you carb doesn't have one.

Looks sweet. I took one of the advance springs out of the distributor giving it a quicker curve and it seems to be the go. It's what Matsuoka suggested and so far it's great.

The standard 1200GX distributor uses only one spring in the distributor, instead of the two in the regular 1200 distributor.

The part number for this single spring just happens to be the same as the number for the single spring in the stock A10 distributor from a Datsun 1000.

I keep telling everyone that the 1000 was the better car & that all the good stuff is derived from the 1000. Thjis is just another example.

yes the 1000 is the big brother of the 1200. but not better the 1200 had lots of gear that wasnt derived from the 1000, and was a much better looking series (in my opinion)

look how long the production of 1200s lasted, and still lasting, a sure thing.

i love the 1000 still, just the 1200 rules supreme

Supreme? SUPREME!!
Come come now my boy, surely you jest.

We all know that the later cars adopted the pogo stick front end for cheapness, overlooking the fact that it takes up half of the engine bay. The 1200's styling is a logical progression from it's senior sibling & all it's mechanicals are likewise simply a progressive development.

Bow your head in shame for thinking impure thoughts about the 1000's god like status.

The 1200 ute was retained in production ONLY because they couldn't get to some of the original body dies in the back of the storage warehouse so as to re-introduce the beloved B20 at the end of B120 production, so they figured, what the heck, they will buy 'em anyway & kept the 1200 going.

The comments above are of course unbiased & universally regarded as being divinely correct, & are therefore unarguable.

If you believe that, you'l believe anything

Tell him he's dreaming

i wouldnt have any problem owning both models, would love a 2dr 1000 wagon

1200 DOMANATION

This is great bitsy engine enginuity, resourceful and yet lighter carbs than webers and better value. However how where they tuned? I used a motorcycle mechanic to do mine but his gone to greener pastures and no one wants to touch them in a car (except dyno tuners who say they can do anything or a willing to try anything at $$$ per hour)
What jet sizes and emulsion tubes were used?? of is it all stock cause 1200fj needs plenty of fuel and therefore a 1400 datto engine can be compatible in fuel needs?
As for 1k and 1.2k its like comparing apples to oranges or macs to pcs. Obviously the 1k never had halve the effort put into it for sports aftermarket accessories yet they are simple and more retro than the 1.2k.
Many 1k never suffer the rust the later dattos have. Were built using better quality metal as used in commerial truck bodies (as it was nissans first b series venture and needed to have them made under contract by the Zama truck company) and many 1ks had a gualvanised type finish for european markets. My sedan was missing all the lower paint for 25 years and never rusted in mud and dirt roads in a moisty mountain location. Found out from the owner it could be one of the original belgium dattos that made their way to oz cause they didnt sell well in Europe due to no heater, radio and other things like passenger sun visor! Ozzies werent as wealthy as Euros of the time and therefore also why the largest number of dattos are still available in S.A. owned by origina owners who need nothing else to get to A to B.

Dodgey I even saw what appeared to be a pink 2 door 1k driven by a jurasik grandmother which must have been red in the past but she never waxed it since new.
When she pulled in at Bi-lo I checked it out and it had no rust at all and its puts around in the suburb of Chelsea a beach or sea side suburb where everything even 4 years old rusts.

D
The carbs are basicly stock & this car was tuned on the Boss' dyno. Yes, i live in a small community, but this service station is really more of an engineering facility that sell fuel. The jets were richened up by the simple expediency of drilling them out with a hand held "number" drill, one tiny increment at a time untill the home built gas analyser said "right"

This "A12" [yeah, right] does not rev anywhere near as high as the FJ1200 did, so airflow needs are within the carbs ability to feed it, no problemo.

The Datsun 1000 was the springboard from which all the subsequent models "sprang" Every successfull design starts somewhere, & the "B" series of cars started with a winner right off.

Red was an original colour, & yes,... the worst colour for fading if left neglected,.... is red.

Seeee, blokes, even D reckons that Datsun 1000's are god-like [in an automotive sense] A pox upon the unbelieeevers.