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

Go the Nissan MA09ERT:
* factory EFI (Nissan ECCS)
* 930 cc x 1.7 = 1581 cc

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.

And with the turbo, it doesn't need twin-cam or 16V head. Use intercooler and anti-detonant injection. Biger turbo and 2-bar boost might get you to 200hp?

CG10DE K11 March / Micra 1992–1999
1.0 L (998 cc) 71.0mm 63.0mm 9.5:1
55 PS; 54 bhp; 40 kW @ 6000 rpm
79 Nm; 58 lb.ft @ 4000 rpm


CR10DE K12 March / Micra 2002–2004
1.0 L (997 cc) 71.0mm 63.0mm 10.1:1
68 PS (50 kW) @5600rpm 9.8 kg·m (96 N·m; 71 lb·ft) @3600rpm

HR10DE K12 March / Micra 2002–2004
1.0 L3 (999 cc) 78.0mm 69.7mm 11.2:1
56.6 kW (77 PS) 98 N·m (72 ft·lbf).

Flex-Fuel, gasoline (E22) or ethanol (E100).

2015 Nissan March (Brazil)
2015 Nissan Versa (Brazil)

Those are at a big disadvantage -- too small -- for the 1.6 liter class rules. And they are too big to be turbo'd under the class rules

For naturally aspirated I would consider the 1597cc Nissan QG16DE, comes in the Pulsar N16, 4V head, twin cam with variable cam timing. Fit flattop pistons, order custom cams from a cam grinder and go to town

the MA09 is the best choice for 1.6 class but rare
there is a small extra allowance for the 1600?
The you could sleeve the HR10DE to 76mm or usr a
HR16de with wont be hard to get or destroke a local
MR20DE with a japanese sourced MR16DDT factory crank

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

is it necessary you run a 1000/1200 car?
also MA09 is sought after now in japan and rare

CR10 sleeved would be easier otherwise you can
source a awd micra and just use it rwd and cr turbo
or get a front cut super march and a basic march
and combine the 2

http://www.carfolio.com/specifications/models/car/?car=78958

Hi, I like your thinking. You will want a good 16valve head with light valves etc. You will need a lot of valve area so you don't need to run much camshaft. Something with a very short stroke and large bore. Most OEM engines are not designed like this. Unfortunately utes are not allowed in IP.

Edit: that being said, you could run an 8 valve and small turbo. But you will never get near the choke point of the restrictor, And would be limited by rpm. It would get you out there but would not be competitive with good NA 1600's. They make 130Kw + atw.

To fit a turbo that could max out the restrictors capacity. A 930cc engine wouldn't make boost until 6400rpm. Peak Tq would be around 8000 and peak HP would be closer to 10,500. It would be running about 40Psi. You would need to design an engine around this, keeping in mind that you can't have overlap on the camshafts. It's a challenging design brief, but possible.