you can put those motors in 1200's in aus BUT it will have to be engineered as a 1 off! same as a model A or T ford as they only came
out with 4's and the cost is big $$$ to do. A bloke years ago put a merlin 12 banger in a 55 chevy that i believe to be engineerd in vic but I'm not positive .
http://www.youtube.com/watch?v=SIj2GVfua84

Rod hadfield from castlemain. Builds crazy cars but yes it was engineered back then. He is.a master craftsman in the modded custom car industry.

Here you can certify anything. BUt if you modify a car too far, you end up rigistering it as a {insert year]LVVT scratchbuilt. All that means is you must run seatbelts that meet the current spec, Burst proof door latches, (Unlike dastun ones! lol) and a few other things.
The thing here which is gayer than aids that car peeps are raging about atm is new Camber laws. Due to dickheads with their pile of sh1t cars running MEGA neg camber then crashing, you can't pass cert with more than .5 degree Neg camber than the factory spec. I have a feeling that the rule will be amended in time. But people are up in arms about it.
However, much like hydraulic handbrakes, roll cages that extend past the back on the drivers seat, you can run them on the road legally if you get a motorsport Authority card. So it's not the end of the world.

Quote:

"Do want"

I really like dat383's car and the way it is constructed. Definitely a Do want!!!

Ok this thread was pretty much dead but I wanted to add to it because one of the things we don't mention is the whole drive train.

I'll keep going on the Ford V8 thread. There are aluminum blocks available at a mere $4500 and that will save a whopping 35lbs, now factor in the T5 transmission which brings the weight within in 25lbs of the CA18DET engine and transmission. Allegedly the T4 transmission is a further 20lbs lighter and given how light a 1200 is a 4 speed with the torguey V8 would likely work fine. The rear ends between the CA18DET and V8 should be the same weight.

So theoretically a V8 and CA18DET package would be the same. The factors are going to be cost. A aluminum block and head would set you back $5200 plus you'd need a $500 parts car and a $150 T4, so we'll call it $6000. Both packages would require a crossmember and most likely tranny tunnel mods. The V8 would need very little mods to the wiring amnd nothing done to the fuel system other than a pump. The alloy heads and basic cam would be good for 350HP and probably 50,000 miles. So what's the cost of getting a CA18DET to put out a reliable 350HP as well as the wiring and fuel system upgrades...........$1500 for pistons rods, Cams $450, injectors $400, ECU $1500, turbo upgrade $600, intercooler $200. Call it $4700, $1300 cheaper than V8 package BUT will the CA18DET gearbox hold up and what's that cost.

So at the end of the day I suspect building an uber light V8 vs building a CA18DET and installing them would probably cost exactly the same.....................all roads lead to Rome. So end of the day what we've said for some time hold true, put in whatever floats your boat.

Now what still keeps me from the V8 or CA18DET option; Not really cost, including the value of my existing GX head and FCR carbs my A15 is going to come up to $2400 or pretty close and the gearbox choices I have are either mid-close 4 speed (decent ratios but delicate) or 60 series (strong but wide ratios) solving that will be $1000-1500, pushing $4000 and if you throw in what I've spent on the A12 bottom end I'm right on $5000..........................in other words within $1000 of a serious power upgrade. Why I've stuck with the A-series is keeping class legal, which keeps it in run groups with full fields. Mostly though I like the balance of the lighter engine as I have my bikes for big power.

Moral of the story..................don't muck about just put a bigger engine in it.

Tom

Quote:

"Moral of the story..................don't muck about just put a bigger engine in it."


You nailed it Tom, it's what floats your boat.

My first engine swap I did when I came to California in '71 was a 302/C-4 combo in a 1966 Datsun Roadster (SPL-311-U). I've used this combo in several of my own cars, as well as building for others. The Datsun handled really well, but the power scared my wife--so after having that combo for six years, went to an A13 pumped up a little. I miss the roadster, but it went to a good home.

--Craig