yeah a higher 1st and 2nd would be nice. can you get the parts to do that to a 63a? maybe from a Lseries 63?

Yes, that sounds good. But with
* close ratio with overdrive and 4.11+ steeper ratio
* And with crank trigger ignition

I think there are no A-series engines with less than 9.0:1 compression. Datsun 1200 (A12) is 9.5:1.

Mine ideal motor would be..

*early a12 block
*a14 crank
*77mm pistons
*GX head Slightly ported+a15 valves, 10.5:1 comp
*REZLO special cam profile
*FCR flat slide, or weber/dellorto/solex carbs on custon manifold with extra long runer that place carbs iether side of shock tower
*JTS 4-2-1 header
*correctly graphed eletric dizzy
*aloy dry sump system (with cooler mounted out front)
*63a 5 speed (coz I have one) but a 60 would do
*4.11:1 ute diff+topgear LSD

sure there would be more?

with the long runners, 4-2-1 header and cam profile it would hav a rely nice broud power curve.

ddgonzal do you know the current compression on a13s and more importantly how to get my a13 to the 9 0 1 compression

can't wait for video of this motor running Dodgeman.. :)

For me, the ideal engine is one that I have been gathering parts for over the last few years.
I started with a late, Asian market A13 block.
These come with a 76mm bore but the short 70mm stroke, same as the A12.

Rods are custom made 'H' beam types.[short A12 length but with large wrist pin diameter]
Pistons are 78 mm flat tops. [A14]
Rollmaster timing set will now be used instead of the DatRats adjustable cam sprocket which is now in an A15 race engine.
Lifters are Nismo hollow items
Crank will be knife edged.
Distributor is a modified Bosch Hi Energy unit from an L series engine.
Cylinder head is a 1200GX unit with 37 & 32mm valves.
Rockers are Yella Terra full rollers.
Rocker cover is a cast alloy Armbrust unit.
A CNC machined & pantographed cover plate will be used over the fuel pump hole.
Oil pan is a factory Datsunsport cast alloy unit.
Oil pump is also a factory race item with provision for oil cooler fittings.
Flywheel will probably be the cut down A10 unit from my GX engine but I am open to other options.
Induction will be my 1200 GX system at first but I have several factory EFI units if I want to change later on.
Exhaust is a 1200GX cast manifold.

The cam profile is yet to be determined but will be relatively mild.[some lope at 900- 1000 rpm idle]

The trans will be an Option 1 close ratio 5 speed. [F5C56A] The first gear ratio in this model is raised to the same ratio as second gear in a four speed but top gear is still 1 to 1. I like cruising more than drag racing so the higher ratios will provide sporty driving but not tyre smoking take-offs

The A14 crank will not be used in this particular engine because the torque that these cranks allow is enough to worry the 56 series trans & they are too hard to find & too costly to buy to be taking chances needlessly. These gearboxes do handle high rpm's quite nicely & the shorter 70mm stroke will allow plenty of that.

The A14 stroker crank & A15 pistons are being held for another project using a 1200 block.

I think switzer means the A14 crank in the A12... why make rods when you can use the stock A12 ones with a little machining.

I'd like an A10 with A14/15 pistons machined flat to sit within the deck-line, machine-lighten the flywheel and lighten the crank. Oval port head and N/A EFI with some nice big trumpets.

Dodgeman has that motor already, A14 crank and pistons in A12 block with Twin GX carburetors.

The bottom end needs nothing unless you want flattops. It's already a tough engine for street use.

Sure balance it and lighten the flywheel. but dont bother with the forgies.

What you need to do is use the A14 motor with the A12 crank. Have some 136mm rods made. This will give a longer stroke. Have the block to accomidate 76.8 pistons. Then use the GX head.

John