excuse me

where can I get some of these adjustable cam gears you mentioned ???

This is getting very interesting....Love it! This motor I built is from a 310GX(us version so this was badged as 310GX and was front wheel drive)and really all that was retained was the short block. The head is a true GX head from an unknown origin, meaning I got it while swapping parts and can't figure out what it really is other than it has dual valve springs and oval ports, water jacket ,and dual SU manifold and carbs came with it. Also have GX header(I was told anyhow by a few 1200 nuts that I showed it too at the time)It is shorter than the headers that dimlight65 posted pics of.There is a head pipe that came with it with a three bolt flange and two to one collector.Btw..when I was comparing motor parts to the a14 it seems like the rods were the same but the pistons had the wrist pins in different places to achieve the shorter length with the longer stroke. Actually this is fitted into the a14 block as it was in better shape after sitting around waiting for me to put the parts together. Both blocks measured the same deck height. A 1200 racer told me he used the A12A since it pulled harder out of the corners so this was my thinking in using the A15. Sorry for the long post but I've been the lone 1200 here for too long and it gets lonely

I had no idea my simple (minded) comments would raise such heated debate!
By the way jb1200, good job on those parts. To answer your original question again, it sounds like you made the right choice. Looking forward to seeing this hotrod sometime!

I don't claim to be an expert but my a15 revs to 8000 rpm very easy every race meeting. It's balanced though

my 2 cents,
after reading all that i am going ahead with getting an a15 (which is going into a 1000 wagon mind you) i think itll go just nicely. i have to say tho, hi rev's generaly ( but not always comes down to a direct relation to the amount of money you invest into the engine.

but olboy regardless of what it revs to

we are more interested in where the max power hits and i guess at what revs you would change gear to achieve max accel

how much info can you give us on whats been done to and how much power your motor makes?

Okay guys, we all agree that displacement rules all. However, I think there is such a thing as "horses for courses". For road racing, the engine is always on the boil, and pulling at high revs. An A14 might benefit here, (epecially if the same amount of hp is achieved using a thousand more revs) but for drag racing, an A15 with all out torque wins. Agree?

I thought Nismo had adjustable cam gears, but their site seems to have disappeared. Maybe AFRacer can pick up some from Pitroad.

This is a classic technique; even the auto manufacturers retard or advance the same cam from year to year to shift the torque curve or reduce emissions. There is a great picture at stylinconcepts.com, but it appears they don't have these for a-series engines. Simpler ones have several different key slots on an otherwise standard-type gear.

ddgonzal,
I'm in your area, and looking for info on some parts which can be sourced around us. Email me for details.
Thanks.

I just picked up my new A15 race motor last night and as the owner of numerous A 12's and a daily driver of an A14 this will be my best motor yet. It was built by JTS in Sydney and I'd regard Jeff as the premium A series builder in Australia. On my Weber 40's this is a 140HP motor with a 9500 rpm redline. With Jeffs max head work and 45's it will generate 160HP. When I picked up the motor I spent some time looking over a 200HP 50mm trumpet injected A15 in the best race coupe I have ever seen. So I guess that answers the race engine question A12, A14 or A15 - it's the A15 and it'll still rev enough to scare you. In standard form I'd reckon the A14 will have the edge - it's got the most HP and revs higher than the A12 or A15. In standard form the A15 is a torquey van/ute/forklift motor and the A12 is a great power plant but the lower redline and 200cc smaller displacement hurt it against the A14.