That mani looks even easier to make than the
all steel one I was admiring.
I missed the bit of how much it made or was
it never dynoed? seat of the pants will do
with your experience :)
I want to go locked dizzie, cheap and works
by the sounds or it. I have the oval port
inlets already chopped like the pic above
you posted, what tube size was added to them?
I like it, very even flow to all ports.

I picked that manifold up already built. It was a good design. I'd go with that again or something like Craig's (nopsi) turbo sedan, which I did alot of work on and tuned for him. Manifolds were nice and compact and worked well. This was the one I was referring to with the T25.




you should get the turbo carbon sealed for draw-through application, but personally I'd wait till the standard seals give up. The garrets would definitely be easier for that. Carbon seals may not be available for the other turbos.

the big issue with carby turbo tuning is ignition timing. standard distributor timing curve is all wrong. we used to remove the mech advance and run fixed timing. Its crude but its the simplest way of getting safe timing.

Harry I remember your nice all in one manifold alot of
work went into that by the looks of it.
Thats good to hear so the t25 and v16 with similar cfm
should be alright in my setup. I would prefer the vf16
for BBearings the only issue is in drawtrough, oil might
be an issue taking off at the lights.

it had 3.9 and 4.3 diffs at different stages and 185 or 195/60 R14s. memory a little fuzzy on that, but definitely 14" wheels (Pulsar ET alloys).

Very good points taken Harry, Im not sure about the injectors
as I was referring to the Stromberg setup for 100kwatw.
I really wanted to supercharge the engine with a 3sp jatco
and h165 for the street but the pulley setup is not worth it
for the layout I want which was a twin v belt setup off the
crank onto Diesel turbo alternator and off the back of the
alternator onto the amr500 fed by a 2 inch SU.
The t25 going up hill in 4th was a 4.11 ratio 175/60/13s?
If near those tyre and diff sizes Im getting a 3.545 from
the states and with 165/65/13s will need a T20 perhaps or
smaller than the ball bearing ihi V16.

firstly, don't put too much stock in TopGear's thread. 240rwbhp is simply impossible from 330cc injectors. 170rwbhp and they'd be well and truly maxed out. its a bit unclear if he fitted the 440cc injectors before that or after, but they'd be maxed at about 220rwbhp. Its reasonably unlikey that the stock gearbox or tailshaft would stand up to one dyno run at that power. There was no mention of clutches in that thread either, and both the old A12 turbos I built had issues holding in 3rd gear on uprated clutches. And we would have been making about half what they claimed.

I've used an S13 T25 before. worked well on an A12. Would make enough boost at 60kph in 4th up hills that you wouldn't have to downshift, for example.
A mate used to use stock WRX turbos on his Suzuki Swift with very good results too.

i would kind of hope no one gives you advice anyway.... cause you havent told us what you want to use the car for

i have been plesenlty suprised by how early boost is coming on with my CA18DET. i too love boost early as possible, especially for a street car

I like the saab 900 turbo setup using a T25
it comes on song at 1800rpm with 80 per cent
of torque available there and goes all the
way to redline with a big flat torque curve.

I prefer that kind of setup where its on song
early and just creates a big far low and midrange
where 90 per cent of driving is.

Looking at the VF16 atm which makes 95kw atw at 3900rpm
in a 2 L boxer. So maybe a well setup 1.4 will make that
close to that 5500rpm.

First thing to decide is the rev range youwant it to work over and how complicated a set up you want. The surge line to the choke limit is usually (very roughly) a factor of 2 in flow, newer turbos have a wider flow map, so a turbo that starts at 1000rpm will be just about done at 2000. One that starts at 3500 should see you right through to 7000, something in the range of a T3 or TD04 for an A series (again roughly, depending on the engine).

The advantage of a big turbo is that it works great up top generating the least heat and restriction the down side is it won't be very exciting down low. Porche chose the big turbo route and this is my preference but each to their own.

Have a look at Ray Hall Turbo charging, there's a calculator that will give you a very rough idea. A reasonably accurate and easy tored book is a turbocharging book by corky bell. I read a really complicated academic orientated book on turbocharging to written by a German Professor but unless you're into maths and heavy text it'll put you to sleep.

Absolutely too big :(

Need the info for smaller ones below 250 CFM.