there is another option using SR box with stumpy navara combo to make it shorter and lighter
and it is hard to go past the SR16VE but they are commanding big money these days

just be aware the 1000 is a very different chassis to a 1200. Transverse leaf spring front end with double wishbones. Can certainly be made to work - there was an extremely quick 1000 coupe sport sedan up here years ago that retained the factory front end with a few torana bits and rx7 brakes. But it may be easier to make a 1200 /120Y/Sunny work than the 1000.

the 0-1600cc class isn't as big as it used to be. But if that's what you want to build it for, the SR16 would be the go. Heaps of aftermarket support and knowledge. And the hottest SR16 had almost 200bhp from the factory!

How about the GA16DE out of the N14/15 Pulsar. The one I have in my Pulsar is very quick, someone mentioned they come close to fitting the standard A series bell housing, but have the problem of the dizzy coming out the back of the engine. Using the MA09/10 or the SR16DE would have the same problem with the distributor, I believe, as they are front wheel drive engines also. Given the history of motorsport in Adelaide, I'd guess there was somebody who could help you over there, Adelaide was home to Elfin, K&A, Globe, CSA, etc. A one off cast bellhousing to suit a T3 corolla box, with a H165 diff behind it all would be how I'd go about it. Dellow Automotive has a bellhousing to suit the A series, maybe one of these can be modified to suit. Would be quite a lot of fun in a 1000 ute. Also ask DVR1000 about his front brake conversions if you do the 1000.

Question for Simon. What is the max power and torque a 36mm air restrictor on a turbo can flow?

not sure how you go with sleeving a cr10de orig bore of 71mm
to 69mm 1601.4cc to clear valves might need bore notches

All very limiting and costly which ever way you look

today more options for fwd cars unfortunately

It has to be a 4 cyl.

The HR series is very light and compact, more compact than the sand cast CR series
the bellhousing lends itself to modifying for a larger RWD box
http://soulsteer.com/wp-content/uploa ... ndia-Hall-number-12-4.jpg

remove the ancillaries eg. air con, power steering, front timing cover top mounts
and you have a very short engine with big bore short stroke capable of good rpm
and plenty of valve area as Simon suggests, 76mm 1mm all round is very possible.
L3 would almost make it a midmount setup with plenty of intercooler or space
in general for a good turbo setup even a well setup compound setup?

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).

http://www.nissan-global.com/EN/TECHNOLOGY/OVERVIEW/hr12de.html

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.

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

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