What the heck is a Torana? It doesn't quite look like a Vega in the US but it doesn't look like a Monza either~

The impact of a turbo on fuel economy is that while it is true that on the boost the turbo uses more fuel than off boost the turbo engined car is able to use a smaller engine. This allows the car to get better fuel economy during steady-state operation and still have enough power for climbing hills and passing. The increased cylinder pressure affords a great deal of extra torque at a given engine size. The reason in my opinion that these engines have not become more popular in the US is that you have to drive the car like you are mad at it a bit. The big lumpy V-8 just gets along the turbo requires a bit of RPM and spooling up.

I am sure that with the Hemi crossflow head a lot of stuff is possible. I think that the real question revolved around a more mere-mortal type of build. I know that the guys running this type of engine in SCCA racing here in the states could easily make 200 reliable, flywheel horsepower. That was using a compression ratio that required 112 octane gas. I would bet that if you reduced the compression a bit to run on the best street unleaded that you could find you would still be in the 175 range. GX head, ported as much as it can stand,(by the right guy) option 2 Datsun motorsports cam, (don't recall the specs but I'll try to find them) biggest ferrea valves that you can fit in the bore size you end up with, (unless you are going to go crazy and relocate valves the in and ex touching in the middle usually defines this in an A-series build with the A15 plus a little bit bore) really good extractor, side draft 48's, as much compression as you think it can take and run at 32* ignition timing should get you pretty close to that figure.

One advantage that you have that they didn't is you can bore the block as much as it will take. The SCCA guys were limited to stock +.047" (1.2mm)

How much you want to spend on parts will determine if it does this for three days or three years. You know what is often said; inexpensive, fast, reliable, pick two.

So you are refering to something different than the Datsun 1200 Competition Manual that is in the Top Downloads section?

I don't know about wheels. I recently checked into sending an intake manifold and the shipping was going to be more than the part is worth.

"lightweight motor... toyota 1uz 4L V8... all alloy lol.

havent read the thread, just posting that.."

You may think so but without any accessories they are about 350#...er, sorry, 159 kg

sikyne - I don't think that you would need to do the offset thing on the gsxr engine install. They do on the Legend because the car is only 4 feet wide. I bet that you could package the engine in the engine bay and maybe just have to run the driveshaft on a bit of an angle but probably install the engine pretty close to the center.

I used twin 40DHLA DelLorettos on my race car (pictured in the avvy) on a stock 1200 bottom end. Had a mild cam and had cut the head to about 10:1 C:R. It ran pretty well although didn't idle too well. Idled at about 1500 and pulled well to 8800. Dyno'd once and it seems to me it had about 90HP at the wheels.

If you are sporting the 15 it should be a bit better. I would recommend, as other have, a bit of a cam and cut the head to bring the C:R up.

Congratulations on the acquisition of that car. The first time I saw that car I was racing against it at Pueblo in about 1984. It was driven by a fellow named Dave Miller from Colorado Springs.

The rear is probably out of a 510 wagon, as those had the same center as a 240 I believe.

The last time I ran against it a fellow named Darryl ran it. He worked at a garage in Lakewood, that was about 1994 at Second Creek Raceway.

If you need info or help finding stuff PM and I'll hook you up with guys that can help.

You mean dual 40mm side draft like a weber? I have a manifold that would fit an A12 that I would sell but I'm not sure what it would take to ship it from here to there.