The biggest issue we've been worrying about is how we're going to fit the turbos. They won't fit in their standard locations. We decided to bite the bullet, and try to come up with a solution.
We took a trip to our local engineering firm again with a rear turbo, and a sheet of steel, and came back with a set of flanges:
One of the flanges bolted to the rear manifold:
A small bit of nice thick pipe (Mitsubishi L200 rear bumper bar):
And one turbo in place:
Now to rinse and repeat for the other side:
Next step is the downpipes, so out with a nice bit of stainless steel rear bumper bar, marked out, cut and welded into place:
Once we'd marked up where the downpipe would fit, we extended the hole in the flange to incorporate the wastegate before welding it all together.
Well... that wasn't as bad as we expected - only a day to mount two turbos and one exhaust downpipe. So, yes, we have blown it now!![]()
Having those wee turbos mounted proud like that really makes it obvious how small they are. Still like it a lot though!
Doing a great job there Gary. Looking at where the turbo's are now wont the y pipes fowl the bonnet?
The mighty Leedsnum has gone but the Airtrek mods will soon fill this space
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Shouldn't doWell, let me rephrase that... they won't. There's enough space under there for everything
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lloks good,
have you enlarged the hole on the exhaust flange so the waste gate wont be blocked off?
Many years ago i remember seeing a 32 ford coupe with twin turbos that sat just proud of the bonnet through some tidy cutouts.....mind you those turbos were on a V8 and bigger than my head!
I absolutely love your project.....should have stuck the VR4 lump in an x-pack mk2 escort though lol.
No longer looking to buy a VR-4
Now the owner of a Silver PFL Legnum
With one downpipe completed, it's time to move the turbo back to the other side, and make another.
So, one flange marked and hole enlarged to suit and welded together:
And fitted in place:
Once that was done, we moved efforts onto the brake/clutch, which we'd started a couple of days ago. We had sitting around brake and clutch master cylinders from a Honda Prelude, so began trying to make them fit. However, the brake master cylinder was too big, and we couldn't get a smooth enough action.
We had to take a trip to the scrapyard to get rid of some old junk, so we did our "Scrapheap Challenge" bit and looked around, and came back with a brake master cylinder from a 2001 Fiat Punto, which wasn't as long, and, we made up a bracket to hold them in place. Also from the Punto came the reservoir, which is shared between brake and clutch - which means less things to fit into the engine bay on the Anglia!
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What a project garry! "I'm lovin it" keep up with the good work & pics!
This will be the final update from the week of work on the Anglia, so we finished the week by finishing up a couple of bits that had been partly started.
First off, the propshaft. The Nissan propshaft was the perfect length to mate up the gearbox and the standard Anglia rear axle, but it wasn't supported at it's centre joint, well, other than by a small piece of electrical wire!
A more permanent solution was required, so a couple of small bits of box section, with a bolt welded in place, and then welded to the inside of the transmission tunnel should do the trick:
Moving into the car, and the steering shaft needed supporting between two of the joints. A simple bracket, and that was done:
I also managed to pick up another rear turbo and manifold, as well as a manual throttle body, which doesn't have the Traction Control stuff on the side of it. We bolted the turbos into place, and we could now see how the space was being used up quite quickly!
During the making of the pipework for the turbos, we decided to drag the fibreglass flip front out, and put it on the car, to ensure we'd have the required clearance under the bonnet for the myriad of pipework that will be required. So, here's a couple of photos of it looking somewhat more like a normal Ford Anglia.
Unfortunately the current schedule of visits every 4 weeks means that the next scheduled visit falls on the weekend Christmas, so no work will get done then! So, you'll have to tune in at the end of January for the next instalment!
Continuing the tradition of "do something when we think about it", the next thing we decided to tackle was the seats.
Going to the magical store room of bits that my dad has acquired over the years, we managed to find a pair of seats that were originally in a Mitsubishi Lancer Evolution VI, that were removed by Ralliart when they fitted the Recaro seats prior to selling them through the UK dealer networks.
So, we measured up, marked, measured up again, cut, put in place, and bolted/welded some supports to the floor, which will both reinforce where the seats will sit, and also allow the seat to be both level, square, and moveable.
This then allowed the seats to be put in place, and bolted down securely.
Attention next moved to the engine again, and the eternal question that we've been asking since deciding to use this engine... how are we going to actually plumb in all of the inlet pipework!?
I've been wanting to put an intercooler at the front of the car, not only does it look cool, but it will keep the inlet temperatures down. Which would mean combining the output from the two turbos, installing the intercooler, piping to and from it, and then round to the inlet on the back of the engine. Not to mention, that the pipework from the filter to the turbos also has to be put in place!
However, putting my sensible hat on, this is not going to be a track car, this is not going to be used at full power for prolonged periods (there's nowhere other than a track where I could potentially even use it for those purposes!) - so a decision was made to do away with the intercooler.
This made the decision on the pipework much simper - it wouldn't need to come down to the front of the car, so that space can be free up for pre-turbo pipework, and more essential stuff like a coolant radiator and fans!
To that end, we got to work.
First off was to turn the compressor side of the driver's side turbo round, and making up a bracket to hold the wastegate actuator in the correct place.
From the original VR4, I had the Y pipe that usually runs across the top of the engine, and I also acquired another. These got chopped up for bits, and a new Y pipe was made, bringing the outlet from both turbos to the centre of the engine, to head to the back, ready to loop round and into the throttle body.
As they say, a picture is worth a thousand words...
A couple of brackets will need to be removed from the intake plenum so that it will sit down flush, but that'll be a task for next time.
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why not do a small top mount IC?
i think you may be surprised how hot the intake temp will be and how much worse off you will be fuel wise and power wise
Last edited by Gly; 23-01-2012 at 07:43 PM.
top mount intercooler off an L200 maybe?. How do you reckon the fibreglass flip front will do with being so close to all the heat?, looking good.
Updating Soon!! 1998 Legnum VR4, fully serviced every 4500 miles. Fully Amsoil'd. Falken 453's, EVO 8 FQ320 rear diff.
The other option would be a charge cooler. Stick it anywhere and the rad for it anywhere else....
Funny you should say that, Nick - I've been looking for a charge cooler just now, actually.
Ideally, I'd want it to be able to mount to the top of the engine, it could possibly hang above the bulkhead slightly, but there is no room for the charged air pipes to go in any direction other than the direction they're currently heading, across towards the back of the engine!
It might be worth looking into laminova cores. They're really efficient heat exchangers that you can set up for air to water cooling.
It's not really an intercooler, but it help a bit in getting temps slightly lowered: http://www.siliconeintakes.com/produ...roducts_id=225
Mark, I think that would act more like a heater for the air rather than a cooler, as there won't be much cool air passing over the top of the engine!
MR2 Intercooler, could poss fit in your engine bay at the rear right (from front of car), or poss mount on inner wing in same area and cut some vents in inner wing so cold air from wheel arch comes in?. (just a thought!).
intercooler is 400mm long and from tip of hole it is 140mm wide. the centre is 100mm thick x 195mm high x 240mm long
MR2 intercooler with pipework:
http://www.ebay.co.uk/itm/Toyota-MR2...ht_1724wt_1177
(or L200 top mount is small with electric fan and has ins and outs n the right positions)
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L200
l200.jpg