Quandry

It also produces less problems with fuel getting pressurised and blown back to the tank leaving the car leaning out and melting the engine, or the carb leaking and blowing fuel all over a hot engine and turbo.

Blow through is better, if you can seal the carb, boost reference/pressurise the float bowls and use a boost referenced high rate fuel pressure ragulator. Two ways, seal the carb in a box so the whole external faces of the carb are running at the same pressure of the burbo, or fit one of the carbs modified to work with turbos, in the UK mainly SUs, but Dellortos can work too. Much bigger market in the US for backyard/Junkyard turboing and carbs, so carb manufacturers still exist and have turbo models, or you can follow instructions and mod your own.

Oh just stick the damn thing on a ferry aiming for dublin and let it be the end of it :-D

-- Chet

HF Integrale 16v - Gettin there!1993 Renault 19 16v - Subtle extras like a T3 ;)

I'm in a simlar quandry with the Maestro van. Sounds sad I know (probably a reason for that), but in a funny sort of way I consider it a classic. It's the classic 80s Maestro front end look (which I like in a funny deranged sort of way), it's very solid structurally (particuarly the sills and wheel arches, some light bubbling in a few places, but only light surface stuff, nout that couldn't be rubbed down and sorted out), the engine is absolutely spot on (started first flick of the key yesterday when I started up - first time it's been run in about 3 weeks) and a brilliant performing and very economical engine. It's got the classic vinyl seats (proper retro!), a tasteful (cough) lime green exterior), and a big box of spares including a new lift pump (which I'm guessing could be expensive if it ever needed it), new windscreen sitting in the back, various other bits. And it's been very well looked after by a bloke that had it for about 10 years and was gutted to have to sell it (nagging missus).

No, I'm not trying to sell it, as no-one here seems to want it (there's a shocker!), and I may well already have it sold for £400. If I don't, it's got 8 months' MOT, 2 months' tax and I'll take £400, no offers. Paid £500 for it 4 months back, and aside from test-driving it I haven't had a chance to get any use out of it (long story, basically involves me being too useless to get rid of the Fiesta, then went to work for a company that wanted me to have a newer van) - I don't mind losing £100 on it as it's lost

4 months tax and MOT, but it's worth that all day long - the bloke I bought it off had it in the freeads for £600 and got loads of calls, so I reckon I could easily sell it for at least that if I bothered advertising it, but there's someone that's borrowing it for a bit that's just had a cambelt snap on a 1.8 Cav so he might buy it. I'd still rather have it as the quirky noisy smelly one in my Jay Kay-style car collection when I'm rich and famous though :-)

Peter

every V8 turbo I have seen uses a filter on the end of the turbo, and then it get's blown into the carb etc

Yeah, no problem, and it'll work either way. The twin turbo's Pete has sold are slightly different as the filter it on the carb, the carb is on the turbo, and the turbo sucks mixture through the carb and pumps it into the inlet manifold at pressure, one setup on each side.

This gives mega torque and has been used on the track successfully with the rover v8 but it does have the drawback that if anything happens to ignite the pressurised mixture in the inlet manifold, the whole lot can allegedly ignite and blow the top off the engine / bonnet in a spectacular fashion.

When I take the pancake off my v8 and look at the Holley, there are sooty marks where some sort of combustion has been going on inside the inlet area. It's the suggestion that this is not going to matter too much on my engine, but if I had twin turbos in a suck through design, this might have meant no bonnet and a lighter engine. If this is entirely wrong, then I missed out on buying some bargain twin turbos, but hey, we all make choices.