sorry about the wait guys, the process of calculating the prices is a little involved and took a while to perform. The prices are as follows

flares (set of 4) $275
rear bobtail $145
front spoiler as on Steve's car would work out at a little over $200
the front spoiler on my car would probably work out at about $145 as well, but at this stage this is not designed to integrate with the front flares

prices do not include freight

Anyone interested can email Steve on sdraheim@ozemail.com.au He is having a bit of trouble with his internet connection at the moment, so you can email or PM me as well if you like and I'll give you his mobile number. I'll check back on here in a couple of days, so you might have to be a little patient with me. Ta

Harry

the 'proper' way of seamwelding, as andos said, is the weld about an inch then leave at least an inch and a half gap.

seam welding is commonplace for all rally cars and circuit race cars. It is done to increase the rigidity of the body to provide a stronger, more stable platform for the suspension in circuit cars, and to withstand the buffetting dished out by rallying. Cornering forces on the track (and jumps and bumps in rallies) will deliver higher torsional forces through the body than any motor you can squish into your Datto.

My coupe (not seam welded or caged) for instance has stress marks around the strut towers, A pillars and C pillars. Floorpan also separated from the chassis on the drivers side. This is defeinitelty due to cornering forces rather than engine torque!

that's the way to go for the 120Y - it all bolts in. But the 180B x-member will not fit in the 1200 without modifications to both the x-member and the 1200 chassis (except for the late model utes which use the same x-member as the 120Y). The x-member to chassis mounts will have to be cut off and new ones fabricated. And the x-member will also need to be mounted further forward then the original 1200 one due to the different designs and locating points for the lower control arms, so you will need to modify the chassis rails to accomodate this. You will probably also need to modify the sump to clear the drag link. To cut a long story short, you will only be making extra work for yourself.

I'm not even sure that the 180B x-member will fit in between the chassis rails - the engine mounts will be too wide in my opinion. They only just fit in the 120Y engine bay which is significantly wider than the 1200's.

Quote:
hey shoom, that's not the way I remember it!

Bathurst 73 - Moffat(a Canadian I think)/Geoghegan XA hartop won.
Bathurst 74 - Goss/Bartlett won in another XA hardtop.
Then there was the famous Ford Dealer Team(headed by Moffat) 1-2 formation finish with the XB hardtops , but I can't remember what year that was.

Sorry, I've got a soft spot for hardtops. Saw the first GroupC race in QLD in 20 years a month or so ago. Guess what won?

toyota, mitsubishi, some honda (there are 2 pcd's 4/114.3 and 4/100). always have to be careful of offset

The Skyline diff is ok, but does commonly experience problems in the Skyline which is not an overly powerful car - 117kW. I'm not sure of their torque output which would be more relevant. Just a word of caution if you are doing the conversion to cope with a powerful turbo motor. The diff rebuild to fix the probelm will cost around $900-$1000 (not including the conversion work of shortening housing, axles, and modified mounts)

arrrgghhh! Someone saw me in the zed! small world huh! I would have denied ever being in that car but one of my 'mates' got video of it! Embarassing 1st corner spin and all... that thing was having severe handling problems - as you might have noticed... turned out to be the rear tyres, which had completely gone off. You should have seen me drive it that night when we put my 1200's tyres on the back of it well that's my story and I'm stickin' to it!

see you there!

Harry

finn, you may not have to import them. go to a parts shop and have a look through a piston catalog for similar spec pistons. The easiest ones to fit will be ones with the same gudgeon pin diameter, then check compression height (height from gudgeon pin to top of piston), and check the diameter of the piston. Last thing to check is the design of the piston crown - eg dome, flat top, dished...

I have used Mitsubishi 4G32 pistons in an A14 before with .020 or .030" (.5-.75mm) milled off the crown. I think standard size 4G32 piston is +.040" (1mm) for the A14. but these may not be available in Finland??

yeah, I was there with a mate with a white 240Z, but there were a few other 1200 coupes there as well. That was a round of the QLD Super Sprint Series didn't have a great weekend - a mate convinced me to try his old L20 instead of my L18, but it was alot slower. I now have the L18 back in the car and a few suspension tweaks that have improved the handling out of sight

My next event is a sprint out at Morgan Park on Saturday Oct 5. Starts at about midday and runs through until about 8pm We will be using the new full curcuit (daytime) and I can't wait. John Spencer will be there as well in his 1600. You might have heard of him - he won Classic Adelaide in that car a couple of years ago. Plus quite a few other fast cars from various clubs, but he will be the standout performer...

Harry