There's really bugger all difference in on-road performance between an L16 and L18 in a 1200. I've had L16, L18, and L20 in my old 1200.

Hi,
Dad and i put an L16 in our 1200 coupe rallycar, its standard with twin carbs and a stumpy 5speed.
We made bigger trans tunnel notched the x-member and got a aluminium radiator made and put the thermo fan on the other side of the radiator.
It has quite alot of power and goes like a rocket

Good to hear. Put up some pics of your little rocket

Quote:

Mik just can't help himself.

Has anyone run an L14T? The twin carbed version from the excellent?

got to be bigger than yours definately bigger than mine

here are some pics of our coupe

Change the capital IMG to lower case img and you get this

the weight wasnt an issue in my sedan either, went round corners just as well as an A series 1200 with similar suspention setup. and the torque is where the difference is. going from driving a 1200 with a worked A12 to one with a standard l20b in it the different is amazing. the car actually starts moving before 5000rpm

you have to remember than an L series is usually going to be mounted lower and further back in a conversion than what an A series is standard

Just purchased a L20B to go into my rig in the next few months, cannot wait. It came with twin su's and I am not sure if I should stick with them or go twin DCOE's, I am thinking as this is the final conversion that I will be going with mild porting and a mild cam to make it fun, unless a stock L20B with twin su's is the business in a 1200.

I dunno how much more difficult a L20B crossmember will be to make compared to a ca18det, but I think my ca crossmember was spot on for engine position.

Heaps of this conversion I am really keen on having a play with.

Pigdog swears CA is easier conversion in the size of the engine bay