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i didn't make that comment.

and you won;t see any lexus V8s int he competition because they're outlawed due to being an "unfair advantage".

Ford (Aust) dropped the windsor in favour of the cleavland, Becase the cleavland breathed better than the windsor due to its oposed valves. Much the same as a hemi, or a chrysler poly.
It strikes me as no suprise to find so many folk on this site to be mopar enthusiests, being as we all have the good sense to own dattos. ( common sense, and a nose for SUPERIOR engineering just seems to prevail) Go look at the crank shaft pulley on a chev motor at idle, it hops all over the place, a chrysler donk's one runs as straight as a die. The blokes who designed chevs were drop outs who weren't fit to design the sump bung on a mopar engine by comparison.

There is an old saying in hot rodding circles,
"old hot rodders don't die, they just go to work for chrysler".

This is why mopar stuff is just BETTER!!!.

What other 30+ year old NA motor can match a 351c on the 1/4, with nearly 100 cubes less???????? Not many, if any!!!!!!! I don't know any!!!!!!!! (Yes that is a bit borrowed from scribe)

At the end of the day, the MOST sh!t kicking motors are built br chrysler!!!! Regardless of if the chambers are "a bit like chevs" the motor that did he businuss came from the chrysler, and was designed by Tom Hoover, who was on the chrysler payroll.
Who do you think Keith Black worked for prior to building after market drag motors? NOTHING has the WOW factor of a chrysler hemi V8. If it wasn't for the shocking price of petrol, I never would have taken to driving our dearly beloved Dattos.

Just dont forget to take us for a ride once its done and please no burnouts I cant stand stationary car thrashing

OK OK boys, lets all settle down a bit as we all support our favorite non Datsun Marque & i enjoy a good passionate argument as much as anyone. [not that anyone has noticed]
A couple of historic facts.

DeDion Bouton had a production V8 by about 1910-12 [French]
Scrips Booth had a production OHV V8 in 1915.
Cadilac had a production V8 by about 1914
Chevrolet had a production OHV V8 in 1917 [the model D, discontinued during 1918] I bet that very few knew about that one.
The Wills StClair had a V8 in the late teens.
The Oldsmobile Viking was an OHV V8 in the early 20's [verticaly split crankcase]
The Lincoln had a production V8 before Ford bought the company in 1922.
Thats all i can bring to mind just now & all, except the DeDion are US carmakers.

The point? The V8 was well known in the US long before the thirties.

The Windsor is a good lightweight design that was held back in the performance stakes by its cylinder heads. It's light, it's narrow, & with aftermarket alloy heads, it's very good, but it's also long, limiting swap applications. I had always seen the complete engine weight listed as 490lbs

The Chevalay is a good basic design that has stood the test of time, but with it's hollow pushrod oiling, it's stamped & stud mounted rockers along with other features, it's obvious that it is an engine that was designed with a very close eye on their budget. The not uncommon situation of core shift in the block casting means that quality controll was not always right up there, yet in spite of this, it has achieved a great deal. It's great success makes it a bellybutton motor [evertbody has one] & it's hard to be an individual with it. Every silver cloud has it's dark lining.

The early hemis are heavy,... very bloody heavy, they're big, [particularly Chryslers] & they're expensive, leaving a much more limited scope for swaping.
On the upside, NOTHING fills an engine bay like one of these, they have a legendary status, they are much more exclusive, they are much more impressive to look at [opinions may vary] & no one seriously doubts that they were the very best designed & manufactured domestic US auto engine of the era. This fact alone was a contributor to Chryslers general financial demise over a three decade time frame.

To conclude.....
All have their merits, but for me, i'l be building a '33 coupe before long & my 325 Dodge hemi, being one of only two in the country, will provide all the street performance, & the exclusivity that i want. It's an engine that even in near stock form, i won't need to apologise or make excuses for. I love it, the bloody great overweight lump of iron that it is.

Suggestion
Why don't we create amother thread in the "Off Topic"section & we can continue this robust debate there, or,.... we can just agree to be one eyed biggots for our favorite non Datsun marque. I know i am.

Oh, & don't forget, the A15 is king of the hill in the smaller Datsun pushrod engine range for my money. I'm on a good thing & i'm sticking with it.

i think proof of how great the hemi design is, fuel consumption notwithstanding, is that in aust they claimed for almost 35 years that the fastest ever local built production car production car was the 1971 phase 3 GTHO falcon. (351 Cleveland V8) block. estimated at around 280-300kw, only just now being matched by the best HSV and FPV's...

but,

the 265 (6cyl) hemi Charger of the same era was actually faster than the GTHO. the 265 hemi ran a high 13 second 1/4 and the 351 falcon only a low 14 sec 1/4.

there are still not many cars built now that pull a high 13 sec pass staright out of the box, and especially not wih only 2wd...
maybe an M5 is about the only n/a 2wd 6cyl that could match that i can think of.

and of the V8's i have owned or driven, none stand out for sheer scary grunt like the 383 cu. in. big block, and that in a 2 1/2 ton Dodge Phoenix barge.

Blind man the facts are

Ford was the first big mass production of V8 before ww2 in the A model.

I dont like windsors but they are lighter therefore better in a datsun.

Im not into drag racing I prefer race track.

the webpage was a GM site and the javelin was 10 times the car the camaro was and still lost to a fat heavy mustang. The javelin was the better package and should have won.

I prefer the 1970 javelin to the camaros, mustang but not the Dodges.

Toyota has the highest taxes to pay in the us and every non jap land its sold in thanks to your daddy Mr Bush. For that the Japs artificially keep their yen close to the US to keep US car manufactures competitive.

I dont care what engine goes into a ford or anyother car so that doesnt make me blind.
I just would prefer a 300hp lighter more compact windsor than a heavy 300hp chev in a datsun.

Read if your eyes let you this site about why the windsor is the choice in a street datto.....

http://zhome.com/rnt/FordPower/PowerPlant.html

An a series is better than a chev 4 cylinder pushrod in a datsun also.

There must also be a reason why chev dominates over ford in the drag racing scene. Its a rare sight to see a ford powered dragster.

Ok, D, you're intent on only telling half the story every time. Let me clear some things up for you.

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The sbc came out in 1955. No, it is not a "Y" type. Ford designed the Windsor to replace the "Y". The sbc necessitated this move.

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In 1970, GM was on strike. The 1970 Camaro's you find will be called 1970 and a half. As a consequence of this, Camaro production with the large rear spoiler that Jim Hall wanted, did not qualify for SCCA competition. If you go here, scroll 1/3 of the way down the page, you will find an article called "Ford wins at Laguna Seca, Rain wins at Dallas". In that unbiased article, (actually, you will notice it is an AMX site), it will tell you that because of the Camaro's production numbers, they were driving a plain jane Camaro during the 1970 season. If Ford didn't win against a plain jane Camaro,, it would have looked pretty bad, eh?

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I don't know what your point is. I've seen sbc's put out over 1200 hp without N2O and be steetable. I can't say I've see a Windsor put out over 1000 hp without N2O and be streetable. It's all relative to potential D

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Remember what happened in F1? They allowed Honda to compete, Honda won for several years and then dropped out. During Honda's reign, they drove the price up so high, that there are no independent's running anymore and I doubt there will be. I don't believe racing is or should be about how many dollars you can pump into it. With enough dollars, anyone can win. That's why I like NASCAR. No engine management systems. That evens out the playing field. To enjoy racing as a spectator or a participant, I don't believe it's necessary or even desirable to have a $50+ mil/year budget. Toyota is now running the truck series. I haven't kept up with racing for the past several years so I'm no expert here, but I believe the V8 Toyota is running is a specially designed and built engine for that series. It is not a production motor. It is not mass produced. Nothing like firing up the foundry to build a few custom blocks to go racing, is there? What's the sense of that? See how much money you can spend to win?

D, though you apparently love the Windsor dearly, but it is not in production anymore. There's a reason for that. You Ford fans alway like to point out how the aftermarket supports the sbc better, and that's the reason for it's success. In fact, exactly the opposite is true. You see, the aftermarket is not going to jump in unless they believe they're going to get a return on their investment. GM did their homework on the small block and the big block and that is why the aftermarket supports them. It's all about numbers with a $ in front of them. As an individual, I chose the sbc because it's reliable, cost effective, easy, plentiful. I have a Datsun for the same reasons.

You can go to just about any car show or look at any car mag and see a Chevy engine in a Ford. I have yet to see a Ford engine in a Chevy. You must be blind not to notice that.

To prove your blindness
It was me who made that comment not pro240c as for me being down under the reason why I think windsors are lighter?

The windsor was the first design to break away from the first Y type v8. Ford was the first company to mass produce the v8.
Even the first of them weighed less than a chevy small block.

60s Windsor 289/302 - 460lbs
1960-70s Chev small block - 575lbs
this is cast iron everything no alloy inlets.

Even the Boss 302 won the 1970 Yank SCCA in a oversized heavily made mustang designed by wait for it! an ex-Gm design engineer. And not that Im a 1970 mustang fan (they arent my taste), they are the heaviest of Mustangs made.
As for Gm you gotta hand it to them for making so many people blind with their marketting.

In Australia Jap v8s are not allowed to compete with the ford vs holden field.

If the Jap v8s were allowed to compete here then sales would go down completely.
Im sure the same applies in the U.S.

Sorry Dodge but Im not such a hemi, ford or chev fan however I do like cars from all these companies.
As for the corolla K series, It was an original Toyota design still used in Japanese cars such as the LiteAce or Town Ace the last here on our shores had the 90mm stroke version of the 5k called the 7k with a capacity of 1900cc. The A series design dates back further with the Pom original maker and improved in Jp hands.
The K series is still used in Forklifts and so is the R series. The problem is Toyota has made more engines than any other company and keeps coming up with new ones often unlike Chev.
This is where Chev has intelligence where they have more aftermarket parts available than any other maker. The next company on that list scarily is the old VW flat four.

I must confess that i had not seen, or read, this very interesting article before. The combustion chamber shape bears a strange resemblance to the Polysphere chamber, sometimes called the "Semi Hemi", of about 1955, but of course, it's not identical. Quite similar in my view,.. but not identical.
The constant use of the word "hemi" in this article is not warranted, or justified & belittles the project unjustly by making it sound like there is a measure of "penis envy". If it truly is a better design, then it will stand alone with a name of it's own.

It looks like someone has taken the better mousetrap & done all in his power to make it even better still. The hemi chamber was actually in production in '51, so it has taken over 50 years for a serious attemt to improve it to take place. I wish him every success.

I was unaware that the BBC was still in production. I had believed that Gov't mandated fuel mileage rerquirements had killed all the big engines. It's a well designed pushrod engine with a good reputation that has always lived in the shadow of the long discontinued 426 Hemi, but it certainly outlived it in production.

I was also of the [mistaken] belief that the SBC had been replaced by the Gen III. I doubt that the SB2 will directly bolt into 1955 & '56 cars due to a diferent fromt mount, but thats nit picking, & i adjusted your 1952 date up to 1955 as i really start counting from date of actual manufacture. Chryslers experiments with their design date to the early forties with their 12 & 16 cylinder aircraft engines. Lets just stick with the first production year for simplicity.

Continuous production for 50 years, well, i guess that these are some of the "very few" that i refered to earlier.
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A15 DATSUN______A15 DATSUN______A15 DATSUN

But the subject of this thread was the A15, & this wonderfull engine, sadly no longer produced in this version, has the potential to comfortably haul around the heavier, small model Datsun bodies by virtue of its 82mm stroke, but is generally not regarded as a desirable swap in place of an L series engine, which is where this thread started.
A better plan, when we remember that the 140J was built for the larger L series, is to go for the L18 as this seems to be the version that responds best to performance improvements, is still both readily & cheaply available, & is a direct bolt in. The shorter stroke [than the L20b] allows a free reving engine & the lower height [than the L20b] will minimise any clearance issues, so thats my suggestion & recomendation for this car, with the L20b as the alternate.