I have to say i was damn impressed what 10psi boost did to a stock 1200 motor!!! it flew

 

but... the story goes on....

 

I have redesigned and re-built the old a-12 twin turbo setup.

Basic layout now is, starting with exhaust, i built it so that exhuast pulses would alternate between turbos, therefore taking into account the firring order (1-3-4-2), the back turbo is fed by cylinders 1 and 4 and the front turbo fed by 2 and 3. Pipes used to make the manifold are like a steam pipe of 1.25" diammeter internally and about 5mm wall thickness, i used a straight length and approx 10x 90 degree bends.

 

From the back of the turbos, and this is probably the one place i cut corners, there is just a flat flange over the back of the turbo with i think a 1.5" pipe from each turbo collecting along side the gearbox into a 2" system, i say i cut corners because the flow fromt he wastegate is not ideal as it has to basically turn a 90 degree corner to exit the back of the turbo, though this is not too much of a loss as this is only wastegate air that is restricted.

 

On the inlet side of things..., i have a single pod filter feeding both turbos, which then blow into an intercooler, the intercooler is actually two silvia intercoolers welded together, and it sits in front of the radiator, from the intercooler a pipe takes the air over the motor and into a carby box, i have elected to use a 32/36 weber carb, as they seem to make a huge improvement on NA motors i think the benefit on boosted engines would be huge also. I have cut the old box which used to enclose the entire carby, to a smaller size that just feeds air into the top of the carby. Reason for doing this was to save a lot of hassel basically, the old box made it difficult to work on the car, as i could not get to mixture and idle screws, and binding of the acceraltor cable setup meant i could never get it to idle nicely.

 

If i wasn't planning to use injection later on i probably would have stayed with an entirely boxed carby as at the end of the day it allows you to run more boost, but i figure big boost will have to wait for injection and low compression head.

 

Well, id like to think i've done it all "properly", i have been going to the effort to do things how they should be done not just the cheap way, as i figure it will hopefully pay off in the end.

 

anyway, spark: i have had the dizzy modified, after giving some engine specs to a dizzy place they have changed the mechanical advance (weights) on my dizzy and also modified the vacumm advance unit to actually make it a boost retard thing, rotating the points the opposite direction to normal, (this cost $180)

 

fuel: i have installed the "oh so fancy" malpassi rising rate regulator (regulates fuel pressure according to boost pressure, important in a blow thru setup) and i have obtained a standard 1200 fuel line and added it to my undercarriage as a return line, this has been plumbed back into the breather ontop of the tank in a way that doesnt restrict the tanks ability to breath, for the pump i am using is an electic pump - a holley black ($180), which is rated at 14psi pressure and flow is slightly higher than a holley blue.

 

vacuum/boost lines: haha, the amount of vacuum/boost lines on a turbo system is a joke. Where do i start, theres the usuals: dizzy and brake booster, then theres the boost gauge, the blow off valve and the fuel regulator. These are pretty staight forward, just make sure boost signal doesnt go to the brake booster (use a one way valve in the line to prevent this). then on my system i decided to use a tap in the wastegate actuators as a way to adjust boost, so i linked both the actuator signals into one side of a tap and the outlet then branched off to both actuators from there, that way the use of a single tap meant the turbos would both activate wastegates at the same time and therefore run the same boost level.

 

oil lines: lucky me the original system came with a sump that had oil drains welded on, but basically you need somewhere from oil to drain out of the turbos into. To feed the turbos a t-piece is used where the normal oil pressure sender is just above the oil filter on the oil pump, on one end is the old sender, the other is a line going up to a t-pice which then feeds both turbos.

   h190 4.11:1 vanette diff

  

   stanza struts  

   u12 pintara 10.25" vented discs

   hi-lux 4-spot calipers

   sunny booster, 180b master

   bluebird disc over drum rear

   heavy shocks all round  

   readjusted camber and castor

   120y swaybar

   lowered stanza spring front

   extra leaf in back with 2" lowering blocks

 

   14" globe wheels (195/60/14 tyres)

   3.5" bolt on flares

   re-trimmed interior

   custom parcel shelf

   re-trimmed corolla seats

   sports steering wheel

   corolla radiator

 

 

 

I have a B310 injection and a couple of small turbos Im thinking of putting on this, but Im also considering reshelling all the good bits from this one into the 2dr sedan. I need to get my hands on a computer to run the injection before i can use it.