There is so much info on the conversion on this site. Hit the search button.

Fabrication wize there is little to no difference between the turbo and non-turbo CAs.

To answer your questions though. 1200 Auto tunnel doesn't requires making bigger for the manual CA18 gearbox (however you will need to relocate the shifter back further). You will need to fabricate a gearbox crossmember and fabricate new engine mounts. (there are several kits going around ie maddat that can make your life easier).
Bigger brakes - There are a heap of options from R31 struts and brakes to Stanza Girlock struts and calipers or 120Y setup - each option has it's + and -. IF you do go for larger brakes upgrade the master cylinder.

The question you should ask yourself with brakes is do you want to drive around with crappy brakes? Because there will always be an engineer willing to sign off on substandard work.

Anyway my too cents

CAR: 1200 coupe
MOTOR: CA18DET
G/BOX: manual CA18
DIFF: Mitsubishi 3.9 LSD
TURBO: garret GT2540R (10psi)
EXHAUST: 3"
WHEEL/TYRE: 195/60R14


60FT:2.071
1/4MILE:14.36 @94.8MPH

First time to the drags, couldn't get traction off the line.

ok ill see you there.
You will obviously know the car when you see it so stop me to say hi.

Bryan

just got it back from the exhaust shop today. Took it for a bit of a spin, car goes well. The BB turbo is a much better match then the VG30 T3 that was on it before.
Still only running 8psi but the indications are that it is still running on the rich side which i guess is safe until i get it tuned. Going to head out to Willowbank tomorrow night for a couple of runs.

The fuse box only has the larger circuit breaker fuses and is cut in half.
The dash has been a work in progress and was destined for my ute however i needed a daily driver and this coupe popped up. No point letting the good bits go to waste.

This car was build by one of Kev Rowleys friends, it was originally Supercharged and Turbo'd, the information i have on the diff is from Kev Rowley he said he imported the diff as is so im not full bottled on the details. Ill try to find out some more info. All i know is that it hasn't been cut down and is an LSD. It might be an early Lancer (non GSR).

Hi all,
I bought the 1200 Coupe that was advertised on here a couple of weeks ago.
Got it registered and decieded to change a couple of things this week (I just can't leave things alone).

Here are a couple of Pics.

engine pic 1
engine pic 2
engine pic 3
overall shot
inside

Car has a stock CA,
runs a Wolf3d EMC,
GT2540R turbo (8psi),
supra 550cc injectors,
Custom radiator,
600x300x68 intercooler,
3" exhaust no cat
Lancer GSR?? diff (LSD 3.9:1) Traction bars
Lancer GSR?? rear brakes (ventilated Rotors)
R31 front Struts and brakes
Coilovers on the front
CR-X import seats and 4 point harness
180sx dash

All go and no show at this stage :) Body is in good condition (ie no real rust) however needs some TLC.

I have more pics if anyone is interested and posted a video on youtube with the new turbo and no exhaust :) Its a bit dark but you get the idea (the BB Turbo spools up heaps earlier then the VG30 that was on it before). The car made 168HP ATW with the VG30 T3 turbo on it running 8psi.

youtube video

yeah the R31 Tailshaft (manual) fits into the CA18DET gearbox I have both at home can take a pic if you want.
The other advantage of the R31 tailshaft is that the front uni join is press fit unlike the staked CA18 tailshaft.

MY brake conversion was using R31 front calipers on Stanza struts (Girlock), i machined about 0.200" inch of the back of the hubs and used BMW disks (i think they were 260mm x 20 ventilated) . As the R31 brakes bolt to the outside of the strut you need to drill the thread out of the stanza strut (but the holes line up). The R31 caliper has a large couterbore standoff which needs to be reduced (surface grind/angle grind) to match the offset of the BMW disc and stanza hub. Overall its a neat setup and gives the same offset as normal stanza brakes. IF you get early stanza struts (ie not girlocks) just use VL turbo calipers and verada discs. VL turbo and R31 calipers use the same pads :).

Why would you ultrasonic test the block/crank/rods. ultrasonic is for subsurface defects ie manufacturing problems/inclusions or for problems on the far surface (not for near surface or on surface defects - ultrasonic wave is still forming in the near zone). My recommendation would be for Liquid penetrant testing (LPT), LPT should detect defects open to the surface (ie cracks), the orientation of the defect is irrelevant. However, if you know the orientation of the defect and the material is a ferromagnetic (which the block, rods and crank are) you could also use Magnetic particle (detect smaller defects). I would stay away from Radiographic testing though, as this requires a density change in the material and is less sensitive then the other methods for the type of defects you would be looking for.

Anyway I digress sorry to hijack the post.

Sorry BAD310 you are probably ok.
I'm not sure if the 310 has a 4 link or not.
If you are connecting the suspension members up to the original mounts then you should be ok. I had a brain fart and thought you were converting from Leaf spring to 4 link.