hey, quit messing with your camber and caster. Take your car to a quality alignment shop and let them tweak your suspension back in place. All you can do is complicate your suspension. A
shop will get it right and it will stay right until you hit something again. It will be cheaper than sone kind of aftermarket add on that can come out of adjustment. My brither-in-law hit a
ditch on my right front and pushed the wheel back about an nch. I tried to do the add on adjustment thing but it was never right until I took it to a shop. They have the right equiptment and
knowledge to do the job right. It cost $65 American.

Upping the compression ratio does not squeeze more air into the cylinder, it just compresses more of what you have so you can use a different fuel with more power potential.
1171 cc's are 1171 cc's, no matter what the compression ratio is. A blower does squeeze more air in.

At 14.7 lbs of boost, you effectively double the size of the "air pump." With all of the controversity about which motor is the best for the 1200, all of them are fun and the reliability is
next to none. It is just plain hard to hurt one of the little monsters if you keep it full of oil and keep it cool.
In 1982, I met a guy that had a 1200 and it had one of the worst knocks that I have ever heard. I told him that I had a motor for it if he wanted to replace it. He said that he couldn't
afford to at the tiime. For over a year, he kept driving it. I saw him without the car one day and he said it finally quit on him. I towed it home and replaced the motor. Before I took the
old motor out, I tried the starter and it cranked and I could still hear the knock but it wouldn't start. I put some gasoline in it and it started right up and sounded as I had always heard
it. I replaced the motor and when I took the bad motor apart, it had worn the bearing totally out of #1 rod journal. The rod was slinging around the crank but the cylinder had still been
operating. I took the crank to the machine and a .030 grind cleaned it up. I rebuilt that motor and sold it later. That motor had been running for over two years knocking and without a
bearing i the journal and was still hanging in there when I replaced it. He hadn't blown it as he thought, he had ran it out of gas. That proved to me that they are bullet proof. What other
motor would hang that long with a bearing totally worn and gone and still keep on being driven? The A-series motors are made of excellent metals and are super engineered. All in this club
will agree to that. That's why we all have that 'insiders' grin. The old VW owners knew that they would have to keep on working on their motors just to drive them. Datsun motors outlasted
their bodies. People think that a Nissan is a Datsun. Nissans are OK but Datsuns were race engineered.
Mareo

The 1200 I have now came with an automatic. In my past 28 year involvment with 1200's I have found that automatics are a lot faster. When I was stock with 4-speed A12 in sedan, other stock
auto's sedans would kick its ass. the stock sedan auto would top out at 97 MPH and my 4-speed was 94. Stock auto coupe was 107 and 4-speed was 102. the A15 stock in my coupe with 5-speed
would only pull 109. A stick may pull a bit faster off the line but the auto would quickly pass it and get a better top speed also. I would rather have the 80HP A14 motor as it will rev
quicker and higher than either the A12 or the A15 in their stock form. the long stroke of the A15 has more torque but it is low in HP. no matter what anyone says, with a long stroke 305 chevy
motor, there aint no way it will get the HP that a 283 would get. Of all f the 4 inch bore chevy motors, the shortest stroked one (302) was by far the fastest and quickest. The only reason
Datsun made the A15 was to get more torque to help pull the extra weight of the much heavier 210 models with less HP. If you can get hold of the 80 HP A14 motor, you will get quicker through
the gears and better top speed than any of the other stock motors. The 80 HP motors came in 1976 to 1978 B210's. The 1979 to 1982 A14 was 65 HP. I am not sure of the Hp of the A15 but it isnt
made for HP and that is for sure. It was made for torque. Gas milage will be best also with the A14 motor as you dont have to keep it floorboarded to go up hills. I live in Tennessee, USA and
there a lot of hills and mountains. My A12 was working hard to go up hill but the stock A14 made it easier.

Hey rain master, you thanked us for the info and stated you corrected your smoking problem. You just didn't share with us what you did to correct the problem. Was it the
vacuum modulator on the auto tranny or a head gasket that needed retorquing or what?

That must have been a steep down hill. I could barely get 5,000 RPM's out of a stock A12 on the interstate in fourth gear,
94 MPH. 6,600?

For sure, the GX head will work on all A series engines. Personally, I have never seen power wondows on a 210. Check out a JC Whitney catalogug. They are full of accesssories for a
lot of cars and they do have aftermarket power window conversions. You can call them in Chicago for a catalog. They may be on line, I'm not sure.

With the A12 and A14 heads, you can mill off up to .250 inch safely but then you are in trouble with push rod lengths. Shorter push rods or spacers the same thickness of the mill off of the
head to put under the rocker towers are necessary. I have milled .250 inch off an A12 head and put it on an A14 motor. That came out to 215 # or 11.75:1 compression ratio. A high
compression motor makes for a lot of more cheap fun but you have to compensate with higher octane fuel. Water injection helps as does adding one pint of diesel to ten gallons of gasoline
helps. Read back into these messages and you will find a lot of information from a lot of other people that may help you. Hope this helps you and your mate with your experiments. Have a lot
of fun for me too.
Mareo

Use this guide to compute compression ratios with a compression guage.

8:1 = 140 # = 308 kg
9:1 = 160 # = 352 kg
10:1 = 180 # = 396 kg
11:1 = 200 # = 440 kg
12:1 = 220 # = 484 kg
13:1 = 240 # = 528 kg
14:1 = 260 # = 572 kg

Ben,
I am sort of used to the difference in slang from American English and other types of English but what is a 'dizzy'? I am not familiar with that word as an automobile part. It seems it has to
be something that spins around so I will assume it is a crankshaft, Correct?
Personally, I am partial to short stroke/big bore motors. I had a head from an early 1200 that had a very small combustion chamber. It came on a wrecked 1971 1200 and when I put it on my A12,
it had 260 pounds of compression. That relates to 14:1 compression ratio. I built an A14 engine with an A12 crankshaft in it. I had to shave .100 inch off the top deck of the block and still,
the piston didnot reach the top of the cylinder. I calculated that the .100 less cylinder wall height would have 8:1 compression with that head. It came out correct with 140 pounds (8:1)
compression. This engine had every racing part that I could come up with inside it but stock bearing and cylinder wall clearances. At first, I used a stock intake and Carb and a tuned exhaust
headerwith 3" pipes. When i first drove it, it was pretty mild but this was only to break in the motor at fairly slow RPM's. When I put the turbo on it, it came off the line very slowly but
then it came on very strong when it got up in its torque range and the little sedan would kick ass on most vehicles that ever come up along side it. It would get 9,000 RPM's through 1st, 2nd
and 3rd but it would only pull 8100 RPM's in 4th gear, but the sedan was pushing a lot of wind resistance. I only got to drive this motor for less than 1000 miles as my exwife screwed me out
of it and it ended up going to the crusher.
Long stroke motors do not get the RPM's as fast or as many as a short stroke motor. NISMO told me they didd not sell forged racing pistons for the A15 motor and that I should build an A14
engine. They had had too many problems with the stress of high RPM A15 pistons and 6500 RPM's was as much as could ever reliably be gotten from the A15.
You are correct in assuming the A15 head would have less compression on the A14 block. For turbocharging, it would be ok but it would have less power in drivability mode than thr A14 head.
A15's were not made for power but for more torque. Hope this helps you some.
Mareo