It doesn't seem to like the 2200cc injector and E85. Not sure what's going on yet. I think I need a bit of a break from it for a day or so, then come back to it with a clear head.

Hi Simon,
Absolutely brilliant thread and I am totally in awe of what you are doing here.
One question though that has been nagging away at the back of my mind- given the fuel atomisation issues and in keeping things ultra simple what would be you feelings on using the original exhaust manifold and making a steam pipe 'J' off that to the turbo in lieu of the fabricated exhaust manifold?
Fyi I did this some years ago and the result was excellent, and that was with a little T2 ( albeit the biggest one available off an 1800 SSS Bluebird )
Dave

Hi Dave, I certainly think your idea has some merit. The turbo manifold is probably the hardest thing for people to make. Using the standard manifold would also fix the atomization problems. The gasket between the two manifolds could be a weak link though. Separating the manifolds to replace the gasket usually involves snapping off the rusty bolts in the exhaust manifold. These would have to be re drilled and tapped.

Two flanges would still have to be made, one to bolt to the manifold and one for the turbo. The turbo would probably have to be supported as well, so a bit of extra fabrication there.

Probably a little bit less work than building a manifold from scratch and it will fix the atomization issue.

I may give it a go if I can find some more motivation.

Thanks for sharing

Thinking about this some more.. If the J was made from steam pipe and sleaved neatly up into the standard exhaust manifold, the turbo may not need to be braced. I'd probably drill and tap the standard exhaust manifold stud holes up from 8mm to 10mm as well.

Back the fuel atomisation issue, I'd be looking at what the OEM central point injection setups did to address the problem. There are plenty of stock examples to look at. Maybe all the stock ones used heat? I'm personally very reluctant to add heat to the inlet stream but you can't always have it all....

The facory TBI setups all seem to have water heated manifolds. I totally agree that heating the incomming air is #OOPS#! Best thing to do would be to fit 4 injectors pointed into the warm ports, This vapourizes the fuel and pulls heat out of the air.

This whole project is about seeing how simply and cheaply reasonable power can be made on a stock a12 using basic parts. Thats why I dont mind a compromise or 10, lol. Thats why I think the J pipe has merrit.

If it makes 100Kw with a J pipe and standard manifolds with a single injector for around $1200. That would be pretty cool!

That it would, it's a great design goal. Too easy to get tied up in making everything perfect/ optimal.

Hole saw on a drill press. $7.00 Injector bungs, $50.00 to weld...

Most spi setups point from the top onto a grilled or heated base on
manifolds so pointing the injector through the pcv valve is
convenient but nulls this process somewhat.
Even with the simpler stock heated setup the side feed inj would
not hit this area straight on & bigger inj, cooler e85 properties
you might still be getting similar issues :(

Matt if going dual inj it would create ungainly wiring, space issues
and extra welding. The Mazda guys have had more success using
cheap weber like TB from local Falcons, flow plenty, hides nicely
under stock looking filters and easy to fit old carb manifolds.

D, These Mazda guys you are referring too that are using Falcon TBI, are their applications turbocharged???