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gpimm

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  • Location
    NW Oregon
  • Cars
    1972 1200 Sedan (racecar), 1972 1200 Sedan (cute)

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  1. Look for one with the A15 and 5 speed combo. The 5 speed fits in the automatic transmission tunnel with room to spare. Notes from converting an automatic to manual- The transmission tunnel is significantly wider in the automatic body. Cut the foot pad of automatic brake pedal down to the size of the manual brake pedal. When you add the clutch pedal to the pedal hangar you will need to bend it to the left to clear the modified automatic brake pedal. If you put the manual transmission brake pedal in an automatic body you will have very little space for the accelerator pedal.
  2. gpimm

    My new baby!

    Your off to a good start. She's in pretty nice shape.
  3. It's easy to tell if it was an auto if you can look at the car. Manuals came with a small boxy transmission tunnel. The automatic transmission cars have a much larger rounded transmission tunnel. The gear shifter hole is round on a manual car and square on an automatic car. Yes, there are GX heads. They were sold in the Japanese market for sure but not in the US. The GX engine package was a head that had the largest intake ports of any of the A series heads with a matching intake manifold, dual SU carbs, dual outlet exhaust manifold, and a mild cam. I purchased 2 of the GX A12 engines back in the '80s when they could be picked up cheap. The GX head was also sold through Datsun Comp. I can post pics of both later today if needed.
  4. Green got 32 ounces of fresh brake fluid pumped through the brake system. Wanted to make sure the braking system was up to running 20 minute track sessions. Next weekend is the Mary hill loops road hill climb on Saturday and Sunday. Monday we are going to Oregon Raceway Park for a 1/2 day track session. The 1/2 day session nets 2 hours of track time plus a nice lunch. http://www.nwautox.org/hillclimb.php http://www.motorsportreg.com/events/nwaa-does-orp-2014-oregon-raceway-park-847258#.VAPnzWPj5KJ The hill climb is sold out, there are a few spaces left for the track day. On Yellow, I found the front suspension issue that has been making the car turn in strangely on left hand corners. The passenger side lower control arm pivot bolt was loose allowing the control arm to move sideways. When turning left, when the G forces were high enough to overcome the natural tendency of the suspension to pull outwards on the pivot bolt, the control arm would move inwards causing the steering to turn in harder. Very strange feeling to have the car turn in harder part way through a corner...
  5. That would be the custom built Datsun A6 engine built by a guy that goes by homerdiesel in Finland. Engine running- http://www.youtube.com/watch?v=WuQmjwxcnfA Limited pictorial of the build- http://datsun1200pt.blogspot.com/2010/05/modificacao-de-um-motor-a12-para-um-a6.html Can't find the photos of when he chucked up the whole block in a lathe to true up the rear face.
  6. How is the tire clearance between the front corner of the fender and the tire with the wheel turned part way? As you could see in the photos posted a ways back, my front fenders are cut all the way to the bumper pockets, and up to the detail ridge under the flares... Turn the wheel in small increments and bounce the car as brutally as you can, both vertically and side to side. Watch for instances where the fender touches the tires. I've had the most issues with the front corner of the fender and having the top of the tire touch the top of the fender when you are turning hard and hit a bump. The 1200 fenders don't take that very well. When running hard at Packwood you can plan on hitting the bump stops. The cars need to be able to hit the bump stops from straight ahead to full lock without touching the fender. If you like, I'll bring my favorite hammer and dolly as well as some nice tin snips. It's too dry up there to use a cutoff wheel.
  7. I'm running the 225/45-13's on 8" wide Bassett wheels with 4" backspace. As the wheels have a 1/2" wide lip it works out that the 4" backspace is -.5" offset. TireRack has the R888's in stock. We placed an online order on Sunday from Packwood and had the tires delivered Tuesday afternoon. They shipped via OnTrack. The tires were shipped Monday morning from Nevada and made it to Washougal Wa by 1:45pm Tuesday. As far as getting the 225's on a 5.5" rim I don't think it will work. The tires are too wide and have very stiff sidewalls. The 185/60-13 R888 fits a 5 to 6.5" rim. The 205/60-13 fits a 5.5 to 7.5" rim. How much of Smurf is getting trimmed to fit the monster tires? I had to raise the rear fender openings 2.5" and trim a lot of material off the front fenders to clear. The 225/45-13 needs a rim in the range of 7 to 8.5"
  8. Times with this setup were 2 or 3 seconds faster than the old setup. The old setup was 195/50-15 Bridgestone RE11's on 15x6 wheels that kept the tires tucked in the fenders. Had an issue with the great grip the RE11's had... The car cornered on 3 wheels with the inside front being a couple of inches off the ground. If pushed real hard or with the help of bumps the rear wheel would also come off the ground. I was tired of bicycling around the autocross track. So the car got 2" shorter and 6" wider with more sticky rubber for extra grip. Now the car keeps all 4 wheels on the ground (most of the time) and has grip that is just silly. Had a G meter in the car at one event. It was showing 1.2G in both right and left corners. I've been told by many different drivers that it has more grip than anything they've driven. It's just slow in a straight line... With all the engine tweaks it might be up to 70HP at the wheels now... Another advantage of big sticky tires on a light car is the tires don't wear out very fast. We have been getting over 500 autocross runs on a set of Toyo R888 225/45-13's. At our last 2 day event between myself, my wife, my brother, and a couple of other folks put ~65 runs on the 1200. There are some in car videos here- https://www.youtube.com/channel/UC8hU-itMabrFhPgXtEq9tXg
  9. Here's one... and another More at http://s1208.photobucket.com/user/gpimm/library/Green?sort=3&page=1
  10. Today's project was installing a new 6.5# cromoly flywheel from B-Projects, new OEM type clutch disk, and a NOS Datsun competition pressure plate proccured from Morrisun a few years ago. Also put on a fresh set of 225/45-13 Toyo R888's that were mounted on second set of Bassett 13x8 wheels. B-Projects- http://www.datsun1200.asia/category/select/cid/285 The flywheel: Going from a lightened 12.5# flywheel to the 6.5# flywheel is a nice change. The engine revs very fast now. Time to kick back. My shoulders hurt from working under the car...
  11. gpimm

    a12gx head?

    Congratulations! That is the GX head for the 1200's/ According to my 1984 Datsun comp catalog the 110141-H2302 head is the A12 GX head to 6/73. The 11041-H5703 head is the A12A, A13,A14,A15 GX head for 7/73 up. The cost from the dealer in 1984 was $220.00.
  12. Nice work! How about showing the process of how you fabricate the parts? That's where the art is.
  13. gpimm

    Twisted Red 73

    All that bicycle hardware is an impromptu spacer as the F10/310 KYB front struts are a lot shorter than the 1200 struts. To keep the suspension travel in the working range of the strut cartridge the spacers should have been under the strut cartridge, but I doubt that the parts used would stay stacked if they were not on top. It's amazing what people will do to fit things together... I made my first pair of super short struts using cut down 1200 struts fit with F10/310 inserts from Tokico many years ago. Full droop with the short struts did not go down as far as the stock 1200 struts sitting on the bumps stops...
  14. Innovate MXTL with 3' cable.
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