I'll grab the carb. For me the rest is less useful (I have a 210 drivetrain in an old british sportscar) but if they're easy I'll grab 'em to keep them out of the crusher.
Thanks for the suggestions.

Local junkyard just got a 210 with rear-end damage. I'm going to pull the 5sp trans and maybe the head. Anything else that is hard enough to acquire that it'd be worth removing?

Oh man I should totally have read the japan tour page before I went. Thanks!

So here I am in Tokyo. I came here for sightseeing, but was hoping maybe when I fired up the Japanese version of Ebay it would be a cornucopia of unobtanium -- there would be multiple people selling the fuel injection intake manifold, for instance.
Nothing. There's less than there is in the States.
Phoo.
I went to an old car show the other day. It was a mass of Skylines and Z-cars, one 510, not a single 1200 in sight.

I've never seen a Datsun EFI manifold, alas. Otherwise I'd be all over this.

I've thought about quad throttle bodies from motorcycles. They're, by all accounts, a bear to synchronize even when it's just getting the butterflies aligned with each other.
That's one reason the single point injection seems attractive: less stuff to go wrong.

That pulsar throttle body looks fantastic. I'll see if there are any in the local wrecker's.
So is there any reason a single-point-injected throttle body would have to be downdraft? Since it's a pressure system I could mount it sideways. (I am extremely low on head room: there's like 3mm between the hood and the oil filler on the front of the valve cover.)

Huh, maybe I should look at the SU's more if they do okay. I have a matched pair from a 1500cc MG. But in a lot of ways fuel injection sounds easier. (I'm more a software person than a hardware person, in a lot of ways.)
I'll reread through the turbo 1200 thread. There is SO MUCH MATERIAL in there I end up distracted by other neat subprojects.

Maybe I should go ahead and use the DIY A14-to-SU adapters, bolted onto the side of a plenum, with the injectors on the opposite side pointing down the mouths of the adapters, rather than try to figure out how to put them as close as possible to the valves. It's for a street car, anyway.

I bet this has been answered, but I haven't found it yet. I was working on making an intake manifold to stick some sidedraft SU's on the car rather than the single downdraft but the more I read, the more it appeared that the later Datsun downdraft really is terrific for everything but performance: it starts well, idles well, accelerates well, has good economy. SU's appear to breathe better, but are a lot of work on all other points. Now I'm back to thinking about fuel injection, and making the SU intake adapters was kind of a pain even without FI bungs welded on. I was reading the page about fuel injection and saw the pic of the throttle body FI unit using the stock intake manifold, and hey wow that looks easy in comparison.
So if I were to go find a throttle body from some other car and machine an adapter plate, what size would it be? Roughly the same cross-sectional area as the combined area of both bores in the original Datsun carb?
Anyone else done this?
Still very much in the planning stage, but it'd be a neat addition, and sure make later boosting easier.

They certainly work, but they a: are less efficient than either rootes or particularly twin-screw lysholm superchargers, and b: make less boost throughout their range until fairly high rpm because they're not positive displacement. If you want your power over 4000 rpm, an axial or centrifugal compressor works well (but if so, why not use a turbocharger?) If you want it off the line, you probably will be more satisfied with an Eaton supercharger off a Mini or something.