The only factory blow through set up I know of is on the MG Metro in England. It was basically just the Mini A series engine but it worked well. They ran a Garret T3 turbo and blew it
through a specially prepared SU carby. There are guys in England running these things with 15 psi boost.
If you want a cheaper EFI set up on the Datsun motor and can't get the factory EFI manifold it would be cheaper and easier to use a twin weber manifold and weld on a tubular plenum with
a single large throttle body on the front. I don't think the expense of a quad set up would be justified.

There is nothing wrong with a draw through turbo setup on a datsun. Yes it would be nice to have ca18 with EFI and computer but it does get expensive and the spare parts aren't easily
obtainable. My previous car before the 1200 ute was a nissan bluebird running a L20 with a draw through turbosetup with a single 2 inch SU carby, oil cooler, low comp pistons and a
boost switch which triggered the methanol injection and secondary fuel pump. That motor was my daily driver for 5 yrs making 270Hp with 13 psi, no intercooler and never let me down in
the street drags. My point is you can still have a simple setup and have lots of reliable hp without going hi tech.

Expensive! I saved about 3 grand on a good A15 rebuild by using a CA18DE back in the original days. Although I admit the engineering costs would have been excessive if someone else had
done the fabrication parts. But it was a weekend job to upgrade to a CA18DET. slight coil injector wiring modification to include dropping resistors/heated O2 sensor wire..and some
piping for the intercooler and a quick trip to the exhaust place to attach it to the existing exhaust.

PArts are easy to get as the turbo bits/gaskets interchange with SR20DET 200sx silvia, and the rest are available from the CA18DE EXA Pulsar.
Crank/Pistons/Cams are DET specific so breaking them is a pain.

Chris

I am with you Chris Stam. I put 90,000 miles on my 72 1200 (Mareo Speedwagon). It was over 9.000 rpm's every time I drove it. I had a modified 260Z carb bolted to the turbo, a suck through.
The turbo was an Air Research T04. It was a little large and I held it to 8 pounds boost and had a ball with it. Sometimes I would crank the boost up to 30 pounds but those times were rare as
I wanted to get as many miles out of it as possible. It was my daily driver also. It could whup ass on most Camaro and Mustang V8's and still get at least 25 MPG with it. I would never go to
the hassle and expense of putting another type of motor in a 1200 unless it was the aluminum Pontiac 215 CI V8 (same motor as the Triumph TR8). The 215 will fit in the engine bay. I helped a
friend put the 215 motor in a Triumph Spitfire and that one was a screamer for sure. The fastest car I have ever owned was an Opal GT with a HP 289 Ford engine. It would go faster in a
quarter mile than my 1200 would do on top end. The next 1200 I get, I will keep it stock. The coupe I have now has an A14 with the dogleg 5-speed. Hopefully, I will get my next 1200 this
coming weekend. It is stock. Tires are a must though. The 12 inch tires slide in the wet too much for me.

The Renault 5 and 11 turbo's both use the same blow through setup using a downdraught type carb that is similar to a stock A series in size. They also have intercoolers as standard. This
should be by far the cheapest turbo setup possible on an A series as you can use everything from the Renault. The only fabrication is making an exhaust manifold and adapting the A series
intake to fit the Renault carb. Even the intercooler is a decent size and due to the layout in the Renault you get nice long pipes to cut down and modify. I'll take some pics of the car I
have as I take all the turbo gear off and post them.
I know the easy route to power is an SR or FJ, that's why my 510 is getting an FJ20DET intalled at the moment, but I like the idea of a Turbo A series...especially as I can drop an A14
straight into my ute with no fabrication at all. Here in the UK you cannot get FJ turbo (I got lucky with an imported Gazelle for my 510 one) and a CA18det of SR20det can cost around

Certainly sounds like fun turbo'ing the A series, I don't deny that. And the prices you fellas pay for import motors, I can see why you are relectant. We can get CA18DET's for
less that a AUS$1000 and SR's for less that AUS$2000, engine only. But in a 1200 you'd normally not use the bigger car's transmission.

Dattodude,
What did you mean with 'you'd normally not use the bigger car's transmission?' Does the A-series engine and the CA18 series have the same bolt pattern for the tranny? Am I
correct that the CA18 series engines came in the 240SX cars? I am not real familiar with the 240SX as I just never have been around any of them.

I'm not sure if you've seen the size of the 180SX Silvia's gearbox. but if you use it, You'd need someone in the back seat to be changing gears for you. The CA's boltpattern is the
same as the 910 Bluebird's, and some of the early ?? Skylines. Unfortunately, you can't use the 1200 transmission. I hope this answers your question.

Hey there's a really nice 1200 sedan for sale and it only has 39,000 original miles!!! Unfortunately I only like coupes, so I can't have this one. It's at
www.classifieds2000.com or try this

http://www.classifieds2000.com/cgi-cl ... 065431&titlesummary=title

only $2000 for an almost brand new 1200, and it's in Canada, just north of Maine.

the gearboxes do look very long on the ground, but once they are fitted they only move the selector position back by about 10cm this actually makes it really
comfortable to drive.