The new A13 contains some improved active ingredients that involve the inclusion of T-i-t-a-n-i-u-m, plus
F-o-r-g-e-d aluminium & steel b-i-l-l-e-t internal components along with a few other secret ingredients.
Strong medicine this one.

Now I gotta build my first A13 with the 'H' beam rods & cast flat tops as a 'touring' engine. [Yeah, right.]

I can't wait to hear or see both of these engines running...

I have just read all 73 posts & the one thing that seems to have been overlooked, or at least not given a lot of weight is the two critical measurements.

B10 crossmember to under bonnet height.
Proposed engines sump [where it sits above the crossmember] to highest point of engine dimension.

The B10 has the lowest hood line of the four 'B' series cars & therefore the tightest vertical clearance.
The OHC & DOHC engines are usually taller than the A series & we know that the stock air filter housing of a 1200 engine will rub under the bonnet of a B10, so there may be a bit more work than anticipated if it becomes necessary to make custom induction manifolding on a DOHC engine just to allow the bonnet to close.

I have been truly fortunate to have been aware of Lemonhead's A-series-on-steroids as well as his acquisition of the rare & desirable Datsunsport [AKA Nissansport/Nismo] race cylinder head & have been waiting with bated breath for news of further developments.

If this engine can be developed to run properly with the DOHC head it will be yet another legendary A series powerplant in the illustrious career of this seemingly humble economy engine.
I wish you every success Gary.

I too have a recent development of the A13 kind that will help to continue my goal of building a KB10 from the rarest & most desirable factory components. It has been my holy grail A series & until recently had been regarded as completely unobtainable.
Patience is a virtue.

For me, the A series engine in a B10 chassis has more to offer than I will ever need.

guys did anybody use ga16ds to rwd ..

Id have to say the ga16de would be better than a ca16de as an engine
but not for turbo manifold and gearbox options.
The GA16de's are more modern and easier to get now.

Dundee1000, yes I'm going to intially run Feral's race head on it with the standard oil pump etc to firstly make sure the big bottom end works and secondly get the car registered (just so it doesn't look to sus) then I will progressively add to it, add the drysump set up - get it to work, re-tune it.

Becauses it's going in a complete new car build I don't want alot of things going wrong at once, brakes - suspension set up - steering - cooling - tuning etc, hence the steps. when I'm happy with the rest of the car I will fit the twin cam and tune it.

If anybody has a drysump rocker cover to sell let me know, I would prefer to help out a fellow member first.

im not sure how good 4age's are but the gearbox fits in the tunnel, its 100-120kw stock as a rock and parts are hell cheap. ca's are good but who wants to chop chop their datto. i have b4 and never again

Lemonhead, u running the A series head? pm Dattoman, he had some A series dry sump stuff...

The main reason DD why i would put the ca16de qabove the a/e15 is its a more modern motor. The feedback from my rally mate was that the e- series is just too "agricultural" for his purposes, but he was also using it NA, which is uncommon for that motor.

The big advantage of the CA16de is that it is small enough to potentially have less issues with registration, and its shares similar parts and knowledge with the CA18de/t. Sure more cubes is always a winner, but when you are limited in capacity, the CA16de could be the winner.

also need to remember that using a or e series will result in the same gearbox problems. 5 speeds and strong a series boxes are hard to find.