mmm yes one thing the L series will always have over the CA, driving in the wet...with the L series you could atleast take off and keep up with traffic. CA was usually spinning the wheels flat out or hardly moving

but as ive told you many times, im quite happy to hang onto my L18. so its not like i'll be upset if you do go the rotor
just means i'll definately have to put it back into my sedan

total kw in the 1200 is useless if you dont sort the handeling. rotor is nice cause compact and revs but no torque.

in a light car, persoanlly i fell that there is such a thing as too much power.

I had a12, a15's and been on anges ute and other 1200's.

L series is the most logical choice i feel as even a L16 has enough torque and pwer factory to get it going nicely. The L16 is best for me a s likes to rev(not as hard as a rotor) and room to move with mods a bit.
L18 is the all rounder and L20 is all torque and not as much revability form the ones i been in or seen.

Pigdogs L18 is a weapon for what it is, but it is the handeling that made it a combination of power and handeling(and his brakes are great too). Its all a balnce but not worth it if it over powers the chasis and you have to be careful with how much throttle you give it round a corner in the dry let a lone the wet (a few ca and other people that have swapped to big hp motors in small cars will tell you similar)

its all up to what you want, daily, straight line or smile on your dial(my choice, dont need ot be the fastest, just fun to drive with a bit extra poke than the average bloke in a similar car)

my 12a doesnt have huge ports, so its not peaky. it makes 100rwhp by 4500rpm and steadily increases to 8000rpm (150rwhp)

anyhow... im not argueing for or against the rotary conversion
i definately wouldnt reccomend a bridgeport for a daily driver, too thirsty, noisy and they dont cruise at low rpm

you need to choose a conversion thats goings to keep you happy as a driver..
and to do that i reckon you need to look at more than just kw per $ and difficulty of conversion.

Is your 12A bp making it's power all in the high revs?

Have you driven other 1200's with four cylinders to compare?

one thing to remember is that peak kw/hp or whatever you'd like to compare really means bugger all

when you get behind the wheel, what matters is the way that power is delivered.

I personaly would go ( am going ) the CA18det route...

If you like track days etc... I seem to remember video's of daveman haulin around motokahna's in a CA sedan (up on two wheels at one point from memory)
Just shows how well they go, turn and stop when the right combo of stuff is used.

Also have a mate who has a very tidy and quick SR powered 1600 that he used to take to track days, but has just finished putting together a 1200 sedan 'track car' with CA18det.
At his 1st outing he bettered his time significantly and had heaps more fun through the corners.

However, I can vouch for PIGDOG's L series too! I used to hear that awesome roar before seeing it.
Went dam good too.

My 2 cents...

L Series setup from Pigdog gets my vote, awesome sound, good power and torque nice and old school reliable and easy to maintain...

your right, I've got the advice which I greatly appreciate, time to make a decision

dude everyone on here keeps telling you to get L series or CA or whatever and you just keep coming back with rotary stuff... i think you have made your mind up just get your rotory i dont think these guys can convince you anymore then they already have.

A 2liter L series will make 180+hp at the wheels and rev cleaner than a 2.3.
The 2.3 has massive torque and drive-ability but in a light chassis not that necessary.
I do know that 180hp L series eats about halve the fuel of a 170hp 12a na rotor.
Also torque is superior all the way on the L, hence its popularity in Rallying.