As mentioned in my other post I've been doing some research and today's find is that KLF300 pistons are the correct pin height if one wanted to do an A15 crank into an A12 block. No clue of the skirt will hit the crank but at $30 for a cast piston it could be worth investigating. They are flat tops with two small valve notches.

The pistons in question are pop up style of sorts so don't think milling the would be an issue. I also have no clue whether a long road motor would be the advantage it,is in say an L series.

Dave I used to keep track of what catalog parts I had on my car; at one point I had all but 3 parts on the car. Hard to a car company today (other than Mazda) make all these hop up parts for a simply economy car.

D while l like Anglias as they are different they're a bit fish faced and really not what one would call good looking.

The 1200 coupes while not particularly innovative (classic 70s fast back) are a nice clean design.

If we're going with big box flaired shovel nosed big wing cars I'd have to go with Zakspeed Capri or early 80s turbo Mustang race cars.

While researching something for my F500 race car I noticed that pin height on ZX10 pistons were close enough that you could use them in conjunction with A14/A15 rods and create a long rod A12. The pistons would require some slight milling off the top. Off the top of my head I think the pin height was 22.8.

Stan given I drive in a somewhat enthusiastic manner, the large group of spectators might appreciate the Pokey but given I also pass in places people think you can't the organizers might not appreciate the Pokey or at least it's driver.

Pam has cousins in Pittsburgh so the event has always tempted me and I once did the math; $1500 in gas for the camper van, $525 entry, $300 for food, $100 in gas for the Pokey........call it $2,400.00 for one race which is pretty much what I'm spending on 2 VARA weekends and 4 track days............it makes no sense whatsoever to go to the PVGP.......which is why it's so tempting!!!!

As for Pau and the unforgiving armco.........all the more reason to drive like a hooligan.

Those are pretty impressive times in a 90" wheelbase car.

When I was taking to Simon about a turbo motor he mentioned he preferred the H89 head.

Again I bet it comes down to a particular set up; cam & RPM range etc.

The GX head was designed for a motor with a 73mm bore whilst the H89 was used on a motor with a 76mm bore. For street use perhaps the smaller valves are optimal for that bore?

By the time the bores were enlarged for the A12A / A14 & A15 Nissan likely wouldn't want to spend the money for the tooling to put the larger valve seats in the head.

The Cherry N10 prep manual specifies 38/32mm valves for racing so again I suspect someone worked out what was optimal for the combo of Bore, Cam & RPM range.

Naturally this is all pure speculation on my part.

To further muddy the waters; for a brief time I used the so called H-production round port head on my car. It had been expertly ported and was set up for a Weber DGV downdraft. The motor pulled every bit as well as it did with the standard GX twin carb set up.

Dave the 280ZX milled caliper for 13" wheel weighs 7lbs and the slotted aftermarket rotors from Rockauto were 10.5lbs. I once weighed the stock 280ZX hub and I think it was something like 5lbs. So the weight would be near identical between the two.