Fiat Coupe, Lexus V8 and a Mazda MX5
Discussion
Postman Pat came today and brought a few goodies. The whole mission is eBay based and so far working out okay and reasonably cheap
The DP Performance wideband sensor, controller and display came, initially found on eBay for £129 delivered but a link through eBay takes you to their site where it's available at £113 delivered. And it uses a Bosch sensor!
The display is rather large!
I also started mocking up the exhaust...
And the business end.
I also stripped the boot of trim and spare wheel
Carefully mapped out the area to be "trimmed"
The tank was well covered while I made sparks.
A quick mock up with some bits of angle and wood
And from underneath from the drivers side
The DP Performance wideband sensor, controller and display came, initially found on eBay for £129 delivered but a link through eBay takes you to their site where it's available at £113 delivered. And it uses a Bosch sensor!
The display is rather large!
I also started mocking up the exhaust...
And the business end.
I also stripped the boot of trim and spare wheel
Carefully mapped out the area to be "trimmed"
The tank was well covered while I made sparks.
A quick mock up with some bits of angle and wood
And from underneath from the drivers side
Steve20vt said:
The DP Performance wideband sensor, controller and display came, initially found on eBay for £129 delivered but a link through eBay takes you to their site where it's available at £113 delivered. And it uses a Bosch sensor!
Link if you would be so kind, in exchange have a photo of my Lexus V8 
Thanks, although that link was to your "my account" and so errored, here is the page for the wideband controller
https://ldperformance.co.uk/product/wideband-contr... which I've now ordered.
No.
I have one on the gt40s.com site (it is a GT40 replica) but I've been abysmal at updating it. Don't think I've updated it in two years (it started so well with updates every day I worked on it). Actually that photo itself is 2 years old, since then the engine has come out again and is sat moping under a cover, most of the panelling is done and it's almost ready to have some suspension and sit on it's wheels (if I had any).
I'll probably create one when it's finished so it looks like I work really fast on it!
https://ldperformance.co.uk/product/wideband-contr... which I've now ordered.
No.
I have one on the gt40s.com site (it is a GT40 replica) but I've been abysmal at updating it. Don't think I've updated it in two years (it started so well with updates every day I worked on it). Actually that photo itself is 2 years old, since then the engine has come out again and is sat moping under a cover, most of the panelling is done and it's almost ready to have some suspension and sit on it's wheels (if I had any).
I'll probably create one when it's finished so it looks like I work really fast on it!
Big projects like these do take a long time. A GT40 replica is right up there at the top of the tree on the difficulty scale I'd imagine, very impressive!
Next thing on the agenda was to get the sump and oil pump to work the way I'd envisage .
From this, to something like this
I'd thought of directly driving the oil pump gear with a wiper motor (how many of those fail regularly, *unless vauxhall vectra*)
So in investigative mode I set one up from the coupe.
Nigh on 20 years old I might add.
Now the wiper motor has a lot to live up to in its life.
It's got to drive linkages, that connect to arms and blades. It then has to operate generally over the life of the vehicle without failure or excessive noise.
Having done a few "experiments" I've found they kick out about 13 to 17lb of torque.
And a 19 year old one kept going for 2 days solid before the Mrs ordered me to shut it off as it was cluttering the kitchen.
Okay there was no load on it but having spun up the pump with a battery drill there is literally no load pumping oil through it.
I was really surprised as I thought having the filter on would make it harder work.
Here the original fiat coupe filter housing had a take off for the cooler.
So as manual pumping went this is as far as I could get the oil without spraying it all over.
I had to scour the local scrap yard to find a filter housing union that was short enough to work.
For my trouble the guy let me have it!
I could now get oil to the point where it would normally find its way into the main oil gallery of the engine.
As I'm not having an engine here I needed to block that off.
You'll see an egr blanking plate fits well with an O ring behind it.
Next thing on the agenda was to get the sump and oil pump to work the way I'd envisage .
From this, to something like this
I'd thought of directly driving the oil pump gear with a wiper motor (how many of those fail regularly, *unless vauxhall vectra*)
So in investigative mode I set one up from the coupe.
Nigh on 20 years old I might add.
Now the wiper motor has a lot to live up to in its life.
It's got to drive linkages, that connect to arms and blades. It then has to operate generally over the life of the vehicle without failure or excessive noise.
Having done a few "experiments" I've found they kick out about 13 to 17lb of torque.
And a 19 year old one kept going for 2 days solid before the Mrs ordered me to shut it off as it was cluttering the kitchen.
Okay there was no load on it but having spun up the pump with a battery drill there is literally no load pumping oil through it.
I was really surprised as I thought having the filter on would make it harder work.
Here the original fiat coupe filter housing had a take off for the cooler.
So as manual pumping went this is as far as I could get the oil without spraying it all over.
I had to scour the local scrap yard to find a filter housing union that was short enough to work.
For my trouble the guy let me have it!
I could now get oil to the point where it would normally find its way into the main oil gallery of the engine.
As I'm not having an engine here I needed to block that off.
You'll see an egr blanking plate fits well with an O ring behind it.
I drilled and tapped the 5mm thick plate so it could take the oil feed tale off and pressure gauge.
I originally planned to use the original done to run the pump with the wiper motor but after my experiments with it and finding it does about 34rpm I figured I'd have to alter the gear ratios.
As the coupe engine has a balancer shaft which is driven off the pump and is half the speed of the crank I figured it would be a better place to start.
Considering cranking speed is around 300rpm I was getting closer to the target.
Cranking speed is enough to get an engine up to decent oil pressure, so if all is got to do is supply oil to a turbo it's not going to have to work hard.
A turbos need for oil isn't great. They need a restrictor in the oil line to reduce the pressure to under 40psi.
I hit ebay for the gears and a bike chain for a couple of quid. I've since ordered a smaller gear for the pump drive and a slightly larger one for the motor drive.
I made a cover from perspex so I could work things out before making in steel.
Some block bearings provide support for the spindle drive.
I originally planned to use the original done to run the pump with the wiper motor but after my experiments with it and finding it does about 34rpm I figured I'd have to alter the gear ratios.
As the coupe engine has a balancer shaft which is driven off the pump and is half the speed of the crank I figured it would be a better place to start.
Considering cranking speed is around 300rpm I was getting closer to the target.
Cranking speed is enough to get an engine up to decent oil pressure, so if all is got to do is supply oil to a turbo it's not going to have to work hard.
A turbos need for oil isn't great. They need a restrictor in the oil line to reduce the pressure to under 40psi.
I hit ebay for the gears and a bike chain for a couple of quid. I've since ordered a smaller gear for the pump drive and a slightly larger one for the motor drive.
I made a cover from perspex so I could work things out before making in steel.
Some block bearings provide support for the spindle drive.
Something like this
It will need support brackets and another beating on top yet but that's the basic premise.
The turbo will drain back into the sump and there's a handy temp sensor built into the bottom of the sump.
The whole lot will be covered over so it'll look pretty. And I'll use a newer wiper motor.
I find it fascinating to make something like this. On the bench driving the pump without any gearing fitted I'm getting between 15 and 22psi oil pressure at the turbo.
I worry about giving oil pressure to a turbo that's not running, but looking on line there are pre oiling systems that do just that
I found some info from a Garret tech which put my mind at ease about oil pressures.
I've since ordered a speed controller so I can fine tune the pump rpm. I'll gear it so it can run at minimal speed. It's been fun finding solutions to various problems. And so far the turbo lubrication system has set me back about £45
On eBay scavenger pumps are available for about £50 but they are hugely noisy and after speaking to the seller he would not confirm it would last for road use and advised not running it for more than 30 minutes.
There are some decent ones used in the states but buying and shipping would run into about £350 though these are much quieter using helical gearing they still won't give me a lifespan in running hours and insisted they are a racing product not for street use.
When the V8 is fitted in the coupe this system (or version 2) will be supporting two turbos so I'm glad there's plenty of scope with it. Most things I'm picking up for the turbo conversion will be required for the coupe anyway so it's all good.
I worry about giving oil pressure to a turbo that's not running, but looking on line there are pre oiling systems that do just that
I found some info from a Garret tech which put my mind at ease about oil pressures.
I've since ordered a speed controller so I can fine tune the pump rpm. I'll gear it so it can run at minimal speed. It's been fun finding solutions to various problems. And so far the turbo lubrication system has set me back about £45
On eBay scavenger pumps are available for about £50 but they are hugely noisy and after speaking to the seller he would not confirm it would last for road use and advised not running it for more than 30 minutes.
There are some decent ones used in the states but buying and shipping would run into about £350 though these are much quieter using helical gearing they still won't give me a lifespan in running hours and insisted they are a racing product not for street use.
When the V8 is fitted in the coupe this system (or version 2) will be supporting two turbos so I'm glad there's plenty of scope with it. Most things I'm picking up for the turbo conversion will be required for the coupe anyway so it's all good.
For anyone interested, this rear mount set up is being done as cheaply as possible while buying new parts. It's kind of an eBay challenge. Obviously it's hit and miss with quality, and there's a lot of knock off stuff. Finding a genuine Walbro pump is almost impossible.
My budget for the single turbo set up is around £1500 which is pretty good considering the amount of stuff I've bought / yet to get.
Just the exhaust system runs into £435 and that doesn't include any of the heat wrapping.
Using the stock (crap) manifolds into 2.5" down pipes that join together just behind the gearbox via a a 2.5" Y pipe.
Going from twin 2.5" to a single 2.5" should help the gas maintain speed as it cools, not having any cats or silencers will also assist this.
In an effort to keep the exhaust gas as hot as possible it will be fully heat wrapped all the way through, to find the effectiveness of doing this I'll place an EGT sensor before the turbo before it all gets wrapped.
I was also thinking about fitting some shielding to keep direct airflow off the exhaust. Just before the turbo an external waste gate may have to be installed, the turbo is internally gated but we'll see if it's required. I've allowed room in the budget for one either way.
Front the turbo there's a 3" mini system that splits soon after the turbo one side remains 3" and will be fitted with an electric exhaust cut out that then terminates in a tailpipe. This will be the "loud" setting. When the cut out closes the exhaust will be directed to a 2.5" reducer where I'll either fit the factory cats in series & or two silencers depending on the remaining space.
I don't know how effective cats will be but there's only one way to know for sure. This way (on the finished coupe) I'll be able to run an open "go" set up and a quiet "Shhh" set up that will be street friendly. The twin turbo set up I'll be using there will be mounted much further forward (mid mount) so there'll be plenty of room for the rear exhaust.
The coupe will not run any catalytic converters as the engine is an early 1991 and will be using MegaSquirt 3.
so that's the exhaust description. Next into the cold side....
My budget for the single turbo set up is around £1500 which is pretty good considering the amount of stuff I've bought / yet to get.
Just the exhaust system runs into £435 and that doesn't include any of the heat wrapping.
Using the stock (crap) manifolds into 2.5" down pipes that join together just behind the gearbox via a a 2.5" Y pipe.
Going from twin 2.5" to a single 2.5" should help the gas maintain speed as it cools, not having any cats or silencers will also assist this.
In an effort to keep the exhaust gas as hot as possible it will be fully heat wrapped all the way through, to find the effectiveness of doing this I'll place an EGT sensor before the turbo before it all gets wrapped.
I was also thinking about fitting some shielding to keep direct airflow off the exhaust. Just before the turbo an external waste gate may have to be installed, the turbo is internally gated but we'll see if it's required. I've allowed room in the budget for one either way.
Front the turbo there's a 3" mini system that splits soon after the turbo one side remains 3" and will be fitted with an electric exhaust cut out that then terminates in a tailpipe. This will be the "loud" setting. When the cut out closes the exhaust will be directed to a 2.5" reducer where I'll either fit the factory cats in series & or two silencers depending on the remaining space.
I don't know how effective cats will be but there's only one way to know for sure. This way (on the finished coupe) I'll be able to run an open "go" set up and a quiet "Shhh" set up that will be street friendly. The twin turbo set up I'll be using there will be mounted much further forward (mid mount) so there'll be plenty of room for the rear exhaust.
The coupe will not run any catalytic converters as the engine is an early 1991 and will be using MegaSquirt 3.
so that's the exhaust description. Next into the cold side....
Coming out of the turbo will be 2.5" piping some of which I have, a few bends and silicone hoses kicking about in the garage. Then using a generic eBay universal kit for about £75 which has various bends, straights, hose joiners and clips with a total length of just over four meters. And considering you'd normally include a front mounted intercooler in there it's still a fair old length. Granted in a front set up you'd probably not use four metres of intercooler piping.
It will route under their car following a channel near the off side inner sill. I'll follow a controversial route by not going up past the red hot exhaust but under the front cross member.
For the last few weeks I've been running a length of 2.5" rube literally cable tied to the cross member to see if I'd have any clearence issues.
The crudely fastened pipe to check obstacle clearence and to the right a neat channel to run the piping along the floor.
Suffice to say there were no issues bar one where I *too hastily attacked a monster speed bump. I even found a raural track where farm machinery had sunk the outside edges of the road so badly it was scored in the centre by other vehicles.
No issues.
The only other problem I encountered was when the Mrs parked in a supermarket car park and took the nose of the car over the curb at the end of the space. Knocked the pipe straight back.
The cure for this appears to be to make use of the front tie down brackets. By welding some large angle to them, dropping down to the same level as the tubing and then welding som heavy ass angle across the two it should give plenty of advance warning of an approaching curb before getting near the tube.
The piping will then come up behind the radiator and beside the original air box before making its way to another cool piece of kit.
Simply put asking the engine to breath through all that tubing from the rear of the car is a big ask. And will definitely stifle the off boost throttle response.
The answer comes from something really simple yet effective, I have the creator of the rear mount turbo E55 merc for this.
It's just a simple Y pipe in effect, with what's basically a plastic flap internally which when off boost allows the engine to breath through the original air box but as the boost comes on it pushes the flap the other way to seal off the front intake.
It's lifted straight from a marine engine that's both turbo and supercharged and does the same job there. Obviously this means the air mass meter becomes a blow through unit.
Next the fuelling....
It will route under their car following a channel near the off side inner sill. I'll follow a controversial route by not going up past the red hot exhaust but under the front cross member.
For the last few weeks I've been running a length of 2.5" rube literally cable tied to the cross member to see if I'd have any clearence issues.
The crudely fastened pipe to check obstacle clearence and to the right a neat channel to run the piping along the floor.
Suffice to say there were no issues bar one where I *too hastily attacked a monster speed bump. I even found a raural track where farm machinery had sunk the outside edges of the road so badly it was scored in the centre by other vehicles.
No issues.
The only other problem I encountered was when the Mrs parked in a supermarket car park and took the nose of the car over the curb at the end of the space. Knocked the pipe straight back.
The cure for this appears to be to make use of the front tie down brackets. By welding some large angle to them, dropping down to the same level as the tubing and then welding som heavy ass angle across the two it should give plenty of advance warning of an approaching curb before getting near the tube.
The piping will then come up behind the radiator and beside the original air box before making its way to another cool piece of kit.
Simply put asking the engine to breath through all that tubing from the rear of the car is a big ask. And will definitely stifle the off boost throttle response.
The answer comes from something really simple yet effective, I have the creator of the rear mount turbo E55 merc for this.
It's just a simple Y pipe in effect, with what's basically a plastic flap internally which when off boost allows the engine to breath through the original air box but as the boost comes on it pushes the flap the other way to seal off the front intake.
It's lifted straight from a marine engine that's both turbo and supercharged and does the same job there. Obviously this means the air mass meter becomes a blow through unit.
Next the fuelling....
Luckily for low boost applications the 1UZs standard Ecu can cope pretty well up to about 8 pounds of boost so at this level there's not much to do besides an unrated in tank pump which will flow fuel through a nice new fuel filter before finding its way to the fuel rail and coming up to a rising rate fuel pressure regulator.
The DP performance wideband sensor will keep me posted of any surprises along with a neat little gadget named ToyoBD1
Which is a Bluetooth device that plugs into the diagnostic port and sends all the engines info to my phone or mounted tablet.
When the engine makes its way into the coupe it will be running a proper standalone system with much larger injectors, map sensing and coil on plug to get rid of the distributors and other needless weight.
Until then this low boost set up will use the OE system helped by having a full replacement I of the distributor caps, rotor arms, leads and colder plugs.
Along with this the transmission will be fully serviced and flushed before an additional oil cooler is added. This is all the ncluded in my £1500 budget.
The DP performance wideband sensor will keep me posted of any surprises along with a neat little gadget named ToyoBD1
Which is a Bluetooth device that plugs into the diagnostic port and sends all the engines info to my phone or mounted tablet.
When the engine makes its way into the coupe it will be running a proper standalone system with much larger injectors, map sensing and coil on plug to get rid of the distributors and other needless weight.
Until then this low boost set up will use the OE system helped by having a full replacement I of the distributor caps, rotor arms, leads and colder plugs.
Along with this the transmission will be fully serviced and flushed before an additional oil cooler is added. This is all the ncluded in my £1500 budget.
Mainly just for the "what the hell is going on in there" factor.
At first I wanted it to look as stock as possible. But now it's going to be unavoidably wider I may as well make the most of it.
I've got one coupe that's going to be pretty much bone stock so I can go a little crazy with this one.
Convention is made to be broken.
At first I wanted it to look as stock as possible. But now it's going to be unavoidably wider I may as well make the most of it.
I've got one coupe that's going to be pretty much bone stock so I can go a little crazy with this one.
Convention is made to be broken.
I can't help feeling you don't really have a solid plan for this build. We were a couple of pages in before you mentioned turbocharging the V8, now you've casually thrown in widebody which wasn't part of the plan, you are going twin turbo over single for looks but can't afford a manual gearbox. I still can't get my head around why you are bothering to do the LS400 rear mount turbo.
I like the resourcefulness with your approach, like the turbo oil system you've put together but I can't help thinking the project as a whole is going to be one of these 60 pages jobs that lasts for years and doesn't get built.
If it was me, i'd be tying down the spec and just focus on that. Probably wouldn't have bothered with a 1UZ if I didn't have the budget for the manual box, seems a flawed choice right from the start.
I like the resourcefulness with your approach, like the turbo oil system you've put together but I can't help thinking the project as a whole is going to be one of these 60 pages jobs that lasts for years and doesn't get built.
If it was me, i'd be tying down the spec and just focus on that. Probably wouldn't have bothered with a 1UZ if I didn't have the budget for the manual box, seems a flawed choice right from the start.
The spec was always this.
Fiat coupe.
RWD
1UZ turbocharged
I apologise if I didn't spell it out at the beginning that the lexus would be the engine development mule. It just made sense to me.
I may seem a little scatty, I know what I want and it'll take the time it takes.
Making the coupe a wide body isn't really adding a huge amount of extra work considering the work that will have to be done to get the engine in.
The basic concept is fixed, there may be added details here and there but that's development.
Single or twin turbos is neither here now there. A single would be simpler, but that's not what I want.
A buddy is building a monster 1uz capable of over 1500bhp on a single turbo and also doesn't see the point of twins.
At the end of the day WHEN it comes to the point of getting the rear axle in its only at that point I'll know how much extra width is needed.
I may be able to lose some width with wheel offset.
Things remain fluid and sketchy for me. Right up until I'm happy with it.
If it takes longer so what. As long as I'm happy that's all that really matters, this is being built to please me.
I'm happy with the auto box as it is in the lexus right now (slightly modded) it works well and will handle the power.
Eventually I'll get the manual kit together but I'd want am R154 supra box and there's more important things to spend the money on this year.
I'm not sure if people told Picasso he should have used a different colour or brush...
Not that I'm comparing myself to Picasso, this project is just my own interpretation of my own kind of art. It doesn't have to please anyone but myself.
I'm just putting it up here for anyone who's interested.
Fiat coupe.
RWD
1UZ turbocharged
I apologise if I didn't spell it out at the beginning that the lexus would be the engine development mule. It just made sense to me.
I may seem a little scatty, I know what I want and it'll take the time it takes.
Making the coupe a wide body isn't really adding a huge amount of extra work considering the work that will have to be done to get the engine in.
The basic concept is fixed, there may be added details here and there but that's development.
Single or twin turbos is neither here now there. A single would be simpler, but that's not what I want.
A buddy is building a monster 1uz capable of over 1500bhp on a single turbo and also doesn't see the point of twins.
At the end of the day WHEN it comes to the point of getting the rear axle in its only at that point I'll know how much extra width is needed.
I may be able to lose some width with wheel offset.
Things remain fluid and sketchy for me. Right up until I'm happy with it.
If it takes longer so what. As long as I'm happy that's all that really matters, this is being built to please me.
I'm happy with the auto box as it is in the lexus right now (slightly modded) it works well and will handle the power.
Eventually I'll get the manual kit together but I'd want am R154 supra box and there's more important things to spend the money on this year.
I'm not sure if people told Picasso he should have used a different colour or brush...
Not that I'm comparing myself to Picasso, this project is just my own interpretation of my own kind of art. It doesn't have to please anyone but myself.
I'm just putting it up here for anyone who's interested.
Steve20vt said:
The spec was always this.
Fiat coupe.
RWD
1UZ turbocharged
I apologise if I didn't spell it out at the beginning that the lexus would be the engine development mule. It just made sense to me.
I may seem a little scatty, I know what I want and it'll take the time it takes.
Making the coupe a wide body isn't really adding a huge amount of extra work considering the work that will have to be done to get the engine in.
The basic concept is fixed, there may be added details here and there but that's development.
Single or twin turbos is neither here now there. A single would be simpler, but that's not what I want.
A buddy is building a monster 1uz capable of over 1500bhp on a single turbo and also doesn't see the point of twins.
At the end of the day WHEN it comes to the point of getting the rear axle in its only at that point I'll know how much extra width is needed.
I may be able to lose some width with wheel offset.
Things remain fluid and sketchy for me. Right up until I'm happy with it.
If it takes longer so what. As long as I'm happy that's all that really matters, this is being built to please me.
I'm happy with the auto box as it is in the lexus right now (slightly modded) it works well and will handle the power.
Eventually I'll get the manual kit together but I'd want am R154 supra box and there's more important things to spend the money on this year.
I'm not sure if people told Picasso he should have used a different colour or brush...
Not that I'm comparing myself to Picasso, this project is just my own interpretation of my own kind of art. It doesn't have to please anyone but myself.
I'm just putting it up here for anyone who's interested.
Fiat coupe.
RWD
1UZ turbocharged
I apologise if I didn't spell it out at the beginning that the lexus would be the engine development mule. It just made sense to me.
I may seem a little scatty, I know what I want and it'll take the time it takes.
Making the coupe a wide body isn't really adding a huge amount of extra work considering the work that will have to be done to get the engine in.
The basic concept is fixed, there may be added details here and there but that's development.
Single or twin turbos is neither here now there. A single would be simpler, but that's not what I want.
A buddy is building a monster 1uz capable of over 1500bhp on a single turbo and also doesn't see the point of twins.
At the end of the day WHEN it comes to the point of getting the rear axle in its only at that point I'll know how much extra width is needed.
I may be able to lose some width with wheel offset.
Things remain fluid and sketchy for me. Right up until I'm happy with it.
If it takes longer so what. As long as I'm happy that's all that really matters, this is being built to please me.
I'm happy with the auto box as it is in the lexus right now (slightly modded) it works well and will handle the power.
Eventually I'll get the manual kit together but I'd want am R154 supra box and there's more important things to spend the money on this year.
I'm not sure if people told Picasso he should have used a different colour or brush...
Not that I'm comparing myself to Picasso, this project is just my own interpretation of my own kind of art. It doesn't have to please anyone but myself.
I'm just putting it up here for anyone who's interested.
Steve20vt said:
The spec was always this.
Fiat coupe.
RWD
1UZ turbocharged
I apologise if I didn't spell it out at the beginning that the lexus would be the engine development mule. It just made sense to me.
I may seem a little scatty, I know what I want and it'll take the time it takes.
Making the coupe a wide body isn't really adding a huge amount of extra work considering the work that will have to be done to get the engine in.
The basic concept is fixed, there may be added details here and there but that's development.
Single or twin turbos is neither here now there. A single would be simpler, but that's not what I want.
A buddy is building a monster 1uz capable of over 1500bhp on a single turbo and also doesn't see the point of twins.
Twin turbo's has the advantage of being able to use "cheap" off the shelf turbo's designed for 2l engines, a pair of relatively small, relatively low pressure turbos would spool fast and be nice and responsive while giving plenty of power. Of course with a good design you could get the same from a single turbo but you're going to have to go more exotic (and hence expensive) to get the same kind of speedy response. Fiat coupe.
RWD
1UZ turbocharged
I apologise if I didn't spell it out at the beginning that the lexus would be the engine development mule. It just made sense to me.
I may seem a little scatty, I know what I want and it'll take the time it takes.
Making the coupe a wide body isn't really adding a huge amount of extra work considering the work that will have to be done to get the engine in.
The basic concept is fixed, there may be added details here and there but that's development.
Single or twin turbos is neither here now there. A single would be simpler, but that's not what I want.
A buddy is building a monster 1uz capable of over 1500bhp on a single turbo and also doesn't see the point of twins.
Then again everyone is different, there is certainly something entertaining about the power-laaaaaaaaag-POWER!! behaviour of old-school turbo setups. Both my and my wifes dailies are turbo petrol's and the difference between the almost lag free LPT 2.5T and the slightly laggy 2.3T are night and day, the 2.5T is awesome but doesn't feel as fast, the 2.3T with the way you get a proper kick as boost builds *feels* far faster than the ~30hp difference implies.
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