Isn't the relationship with the crank and rods also important when stroking a motor. I thought I read a couple of different articles that talked about longer stroke cranks but shorter
rods. Also the compression height of the piston is a factor as well isn't it. I mean couldn't 2 similar motors have the same stroke measurement but one have a longer rod and shorter piston
height. I was thinking of this when I went through a listing of bigger pistons for the A15 just looking for something with the same stroke but bigger bore to increase my capacity. This
could end up with the wrong combination depending on the piston and pin height couldn't it. In that case are E15 pistons a straight swap in. I was thinking of using the turbo E15 pistons
if I turbo the A15.
Gavin

Linc, you could always run the A14 pistons in that block and keep the short stroke. That would give you some capacity increase as well as well and truely cleaning the
bores. It would also naturally increase your compression.

I thought the A14 crank bolted straight into the A12?? A12 crank is 70mm and A14 is 77mm. I wouldnt have thought 7mm difference would foul the block?? Nothing an angle
grinder couldnt fix! I dunno, your probably right Mareo.

Scott
Davo

LOL. Chris, your beyond help mate!! Very funny reading i must say. The good ol Fanta injection with a twin intercooled rocker cover. Can u order me 3 of them please! Im sure to get
at least another 45-55 hp out of the A series yet! And possibly another 10hp from your NANA system. Good work keep it up hopefully NASA will grant u a few billion dollars to redesign
there Rocker gear cooling system on there Space Shuttle. hehe later

Scott
Davo

ok bro
ill hook you up with some goods, i can custom paint a rocker cover for you, chrome is so 70's... yeah, you probably dont want a twin intercooler with water/fanta spray version as it
incorperates a mono-rockergear-scoop, and that is prone to over cooling the rocker gear in winter, although i think the answer may be a direct injection of coolant into the oil gallerie, has
anyone ever modified a head this way? also i was drawing up ideas for a "wet head" lubrication design, it involves re direction of the main oil feed straight to the cam using gilmer drive
belt, exposed, and filling a perspex rocker cover with oil, (or maybe a standard one with a level) with oil this ensuring no lubrication hassles in this critical area, on paper it looks good.
you said you dont want a turbo? well heres one for you, i call it N.A.N.A, or Not All Naturally Aspirated, where cylinders 2/3 are turbo charged, and the other two are N/A, still planning this
one. but yeah, should be a go. i straight up should get some pics here... choice from chris, drive harder than your mum... word.

Linc,
If you can clean the cylinders up and they have no rust pits, the motor can still be used. Putting the A14 crank into the A12 can be a chore, that is why the A14 has a taller
deck, the A14 crank is larger in diameter and will hit the block.

hey all - i just found an old a12 of mine, that i thought had been thrown out ages ago... it has had the head removed, and when i pulled the head off months ago, there was water in the
cylinders.
If this engine has been exposed to water for a while now, and there is surface rust showing, does this mean it would be good fill for beautiful lake macquarie, or would it be ok to just
polish it off?
A while back spomeone was talkin about a12 strokers, with a14 cranks and a10 pistons... is it as easy as putting those bits together, or are mods req'd?what else can some one suggest?
im not interested in turbo'd engines much either, i like n/a engines better...
I think i already have a super south island special teretonga race track edition SGX head on the way too! what a start!
now all i need is a chrome rocker cover...chris lott , help!

cheers, Linc.