No but revving to 9,000rpm+ could cause bearing issues or at least more heat the diff/seals may not be able to handle. Plus you have the extra torque also creating more heat, and I do plan on tracking the car, so the diff will get a bit of a flogging (rotaries are meant to be hard on gearboxes and diffs).

3.757 (standard 1st with 4 speed) x 6,500rpm = 24,420rpm (aprox max input speed using a10 and 4 speed)
3.67 (rx7 gearbox) x 9,000rpm = 33,030rpm (35% increase in speed)
3.815 (rx8 gearbox) x 9,000rpm = 34,335rpm (40% increase in speed)

I have a feeling that the friction (ie heat) isn't directly proportional to rpm, but a square of it. I wish I remembered more from uni...

I'd rather get the lightest available that will handle the torque (ie H145), but I don't want to be changing it every few months due to bearing failures, etc.

Also is a LSD still available for a H145? If so where (quick google search wasn't helpful)

Hey All,
First off i have read through the diff/axle tech section and know i'll need a diff that can handle around 100ftlbs of torque (i'd rather something bigger then a H145 for reliability), what i can't seem to find though is the availability of LSD's for these diffs.

I would ideally like to run a ratio between 4.3-4.8 : 1 but may want to run a taller (numerically) diff in the future if i port the motor (half a 13b na) which will raise the power band.

BTW the axles are for a datto 1000 so I'll likely have to get it cut down no matter what, but want something as light as possible (attempting to get the car under 550kg).

cheers
Luke

looked into the HR & MR series engines but they are a fair bit heavier then the CR's and dimensionally bigger as well.
It would likely be lighter to run a cr10de+t (sleeved to ~940cc) then the HR/MR16de, plus it's much easier to get the extra power from a turbo then NA tuning, plus the turbo will likely have more torque. only advantages to the NA are lighter (which in this case isn't likely) and the better response.

I'm guessing the MA10ET would be easier to source, then sleeve it to achieve the same capacity. I'd not be too fussed about the lack of supercharger while on the track (the reduction in weight would be nice) but i'd likely miss it on the road.

I was ideally looking at sourcing a MA09ERT half cut to be put unmodified into the car and then a second MA10ET engine for a spare/engine i could build up when funds permit

thanks for the clarification, missed that in the info on the wiki page.
also possible issue may be the lack of superturbo marches here in Aus, as a result CAMS may not like the engine choice and not let it enter in the IPR class.

Hey Guys,
After some opinions on engine choices to roughly plan out an upcoming build
the chassis will either be a 1200 or 1000 datsun ute (depending upon what i can find), that i'll start to look for once my current track car has been sold

I'm looking at making it competitive in the IPR under 1600cc class, i know the chassis will work for the courses here in SA (current IPR lap record at mallala is a 1200 coupe with a sr20det).

I'm undecided on the engine choice atm, and am open to suggestions about other possible motors. Rules for the class can be found here
http://docs.cams.com.au/Manual/Race/RA26-Group-3J-2016-1.pdf
but below are the basics

engine must come from the same manufacturer as the chassis, with the same number of cylinders in the same configuration
1.7x engine capacity for forced induction
36mm restriction in turbo inlet (or 27mm for twin turbos, etc)

Current considerations
CR series engines (1.4ltr (1424cc) na or 1ltr (940cc) with a turbo)
+light (61kg wet)
+twin cam
-will it make ~200hp (na 1.4?)
+direct injection (could have issues with getting aftermarket injectors)
-east/west motor
+bolts up to a series gearbox (although won't handle the torque)
+used as a race engine by nissan for the micra
info: http://datsun1200.com/modules/mediawiki/index.php?title=CR
http://datsun1200.com/modules/newbb/v ... id=401282#forumpost401282

SR16VE N1
-expensive
+good power from factory (200hp)
+rwd (using sr20 block)
+aftermarket support
-heavy (139kg)
+many conversions done and kits available
+designed to be a 'race' engine

MA09ERT
-east/west engine
-single cam
-8 valve head
+super light (43kg)
+factory turbo (bigger rods, etc)
+designed to be a race engine (used for <1600cc racing in japan in the 90's)
+looks the least out of place (being single cam)
-not efi (will have to convert)
info: http://datsun1200.com/modules/newbb/viewtopic.php?topic_id=55350
https://en.wikipedia.org/wiki/Nissan_MA09ERT_engine
FYI i would ditch the supercharger and just run a turbo to save weight

at this stage leaning toward either the CR (cheap and easy to get in Aus) or the MA09ERT (cheap, have to get from japan).
I did consider the A series with a DOHC head (ie miata) but then i'm stuck with the weight of the A series cast block, would be cheaper (and lighter) to go with a CR motor

if someone can think (or knows of) a twin cam head that will fit on the MA09 let me know, don't mind experimenting a bit
cheers
Luke

seeing as this has turned into an engine thread, i'll start a new topic to discuss it.
Hopefully it may get some more input

If so could be a contender, will look into it further.
If anyone else has any ideas post them up.

Dvr1000 where r u located? Will likely be heading down the east coast for a camping trip and will be in Brisbane a few times in the coming months

What is the engine weight of the ma09ert? Wiki shows 112kg, much heavier then the cr13de plus because it's turbo the displacement is multiplied by 1.7 and a restrictor has to be used (size depends on class). It's also only 8 valves and single cam, potentially limiting power/mid range torque depending on cam selection/valve sizing

has to be a car engine with the same number of cylinders from the same manufacturer as the car. so nissan motors or datsun motors that are inline 4cyl.

nissan CR seem to be the lightest i can find with capacity around 1.3ltrs
see here for info
http://datsun1200.com/modules/mediawiki/index.php?title=CR

If i decided to do a PhD in mechanical engineering next year i will attempt to get a project optimising the design of the 1 litre CR engine and try to match power/torque with the larger motors in the series WITHOUT forced induction.
Think koenigsegg's 'free-valve' engine and some of the possibilities for improving bottom end, plus improving top end... plus the usual intake/exhaust tuning and a slight bump in compression ratio, but will limit myself to pump fuel

Looking at improved production (ipr) class for hillclombs and track days to start with, then possibly super sedans if I decided to modify the suspension type.

Main restrictions for ipr are no mods to suspension pick-up points or changing of suspension type, plus engine has to be from the same company (Nissan/datsun) with the same number of cylinders in the same configuration. Also wheel flares cannot make the car more then 100mm wider then standard and pretty much no aero.
Super sedans are pretty much anything goes but the floor and firewall must remain 'standard', but anything short of a tube chassis doesn't seem to be an issue. But the car has to have the same/similar shape, so no crazy aero.

Basic plans for ipr are Nissan cr12de bored out to 1.3 with a Toyota 5 speed, then super sedans will change gearbox to a transaxle gearbox (in the hopes of better weight distribution and less overall weight) running double a arm (double wishbone) suspension front and rear.

Located in Adelaide, south australia.