Im looking at getting a 1200 ute. I used to have a 1000 ute and I miss it plus ill need a ute soon anyways. I kno my dattos pretty well and am capable of doing most conversions but im a bit undecided what motor I will choose. I wont go a series for the very reason of 5 speed gearbox's lol so im looking at a couple of options. Either L16 or ka24e or L/ka hybrid. I want to stay carby and im thinking of using twin cv/su type carbys. It will get a mild cam, extractors, maybe valve springs and higher compression if needed. If I go ka24e im going to have about 140hp stock but it will be torquey as but not a rever but if I can put a ka24e head oon a L16 block (made to a 1800cc) with a mild cam and carby would I benefit with a higher revving motor? I want to be able to use stockish parts eg crank, rods, pistons, carbys and the reason im looking at using a L16 block is because its legal here to put a L16 in a 1200

KA24 can be engineered as an ICV. Are you prepared to do that?

It makes more HP than an L16 with KA head. More HP and more torque both.

More an L- headed Z-series engine built the same way.

Just do l16 with l18 rods and crank and 240z pistons. Go overbore on pistons if you want. Spend the rest on head work as it sounds as though you are using it for work.
Su's and mild cam be fine.
ka head ok but I cant justify expense vs benefit. Kiss

why do we need to go 240 z pistons? can i use 1600 pistons?

The gudgeon pin height makes sit wrong in bores. Z pistons make them perfect flat tops

do i need to bore block to use these pistons

Check ozdat but 240z has same standard bore as l16. If uts stock bore size just hone it

KA24 is a very tall motor. I doubt it will fit under a 1200 bonnet.

KA head swap won't be cheap, and will be completely wasted if your plan is to fit twin SUs to it anyway. L16, L18 or L20 with twin Hitachi SU and a cam grind will go well and be very torquey.

I wouldn't change to L18 rods in an L16 - you're ruining the thing it has going for it - rod to stroke ratio. The best way to do an L16 with L18 crank is to use the longer L16 rods and the 85mm L18 pistons milled to flat tops to achieve whatever CR you want. With a KA24 head with cams and 45s (at least) it would be a great combination. But if you're just going to run twin SUs, there's no point messing around with non-standard configurations. A stock L16-L20 with twin Hitachi SUs and a cam grind goes prety good in a 1200.