pdp8

https://www.facebook.com/marketplace/item/391441413251374 Perhaps in a few months somebody can talk reason to them.

Most of the drivetrain parts are the same between the B210 and the later B310/210, so those cars are a good source of parts for suspension and drivetrain in terms of a like-for-like swap. Of course all the sheetmetal is different, so it's no help for body or interior parts apart from things like perhaps seatbelts and strrering wheel.

https://theautowire.com/articles/report-california-looking-to-restrict-travel-for-classic-cars/ I'd be game for a personal emissions limit. That way I can keep driving my 40MPG Datsun and the 1% cut back on their commuting by private jet.

Seeing this doesn't make you feel great about using an old Datsun as a daily.

Your calipers are cast iron blocks with steel cups as pistons and a couple rubber parts to hold the fluids. They really just don't go bad in most cases, and if they do it's mostly failed rubber and perhaps a rusted piston, so you could buy a second right-side caliper and steal the piston and seals to rebuild your existing left. Of course, you can likely find a rebuild kit with those parts and it would be cheaper than buying a whole caliper.

I can't speak to installing an electronic dizzy on the 1200, but I know all the later A-series motors use the same one. You do want to use the newer coil as well to get the additional spark energy. Expect better idle, easier starts, and just generally better running with an electronic setup. The biggest improvement was seen on my '67 Jeep where a shift from the mechanical setup made a huge difference in the whole character of the vehicle, but other swaps have all made a difference, just some more pronounced than others. A swap to a smaller AGM or better still lithium battery will shave 20-30 Lbs off your car and do it up high and forward. It's enough to feel in a 1200 particularly, brakes, steering, and power all improve. Just saying....

If you are still getting too high a fuel level, I'd be worried that you needle and seat could be leaking. Degraded viton, a small sliver of teflon tape or other foreign object could both cause leakage. If not a leak there, are you *sure* there's not a leak in your float (shake it and see if it sloshes). Excessive fuel-pressure can also cause this, but it takes an electric fuel pump to manage that.

Well, plain steel wouldn't last *as* long, but would still be fine for years. After all, headers are usually just mild steel that's thinner than that plate would be. Obviously having the right part would be preferable.

If you are going to motor-swap, do the gearbox at that time. I think the starter is on the wrong side to even try to mate a CA box to an A motor. While you have a A-series, FS5W60 is the 5-speed for the 210. They are valuable partly because they can be fitted to MG MIDGET AH SPRITE cars, so expect to spend a grand for one, but otherwise they are a really good little gearbox. You'll need a master clutch cylinder, clutch slave cylinder, clutch pedal assembly, flywheel for a A-series motor, and motor adapter plate, along with the hardline and hose for the clutch. I think you need the transmission rear mount as well, but it's been a while. If you can find a donor car, it's not a bad swap at all, but if you have to do it part by part, it's annoying. I've done it in a 1980 210 and also a 1971 1200. The 1200 is vastly harder because the body is actually different.

One could make a usable replacement with just a flat plate of steel or stainless .062"-.125" thick and it would work. That said, I could be convinced to sell mine since I've gone to a header and separate intake manifold.

In engineering, the standard for thread engagement is a minimum of 4.5 threads worth of engagement will allow the rated strength of the fastener. This assumes both the make and female threads are of similar material. If you have a hard steel bolt in an aluminum head, you will obviously need more, or in the context of the OP comment, using aluminum lug nuts would need more threads than steel.

There is a corrugated metal plate separating the intake and exhaust gasses, so they don't quite share. The hope is the exhaust warms the intake and improves atomization and vaporization of the fuel/air mix, it also lowers the volumetric efficiency of the engine somewhat, so you get better mileage and worse power. If you don't have that plate, then yes, you are missing a part.

I wound up with a set of pistons made by ITM. Never heard of them, but they were cheap, available, and came with rings which claimed to be made in Japan. The wrist-pins all measured within .1G of each other, the rings did as well, but the pistons, well ouch. 2.6g from the heaviest to the lightest. That's about 1% of the weight of the piston and represents quite a bit of aluminum to remove on such a small piston. Still, after most of two hours now the pistons are also within .1g of each other. I'll weigh them with rings and pins to make sure I don't stack any errors on assembly. Next up, con rods. Factory rods and STD bearings. I have to build a little fixture so I can balance the big and small ends separately. All my aftermarket valves and guides arrived and they do check out in terms of meeting factory spec for diameter and clearance, which is more than I can say for the used factory parts I had, but even at that they are on the loose side of what the manual calls for. The guides might shrink very slightly once pressed into the head I suppose. I also spent many hours cleaning up the block preparatory to boring, honing, and coating. Hours with a die-grinder and detail disk sander removing casting roughness and flash, rounding holes, trimming down some lumpy bits. It's a silly and time-consuming way to shave a few ounces of weight, but sometimes you just have to embrace it I guess.

Then you have an exhaust leak under the hood. Do they test every eventuality, of course not, just the common ones.

They test it because it's so easy: disconnect the vacuum line going to the EGR valve, plug the engine side, hook a hand-pump to the EGR valve and while idling the vehicle apply vacuum to the EGR valve. If the vehicle dies then the EGR valve is working. AT least that was the testing protocol in California. There are only a couple counties in AZ that do smog checks of any kind, this leads to a lot of folks having vacation homes elsewhere in the state.