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Sounds....um.....ambitious, lol. You know there are only 3360 workable hours (now I gave you a generous 8 hours to sleep)left until next year race time, right? That's gonna make you an EXTRA busy winter project beaver.
My theory for my turbo build, did not quite work out like I had planned. I tried to bring down spool times and keep her as cool as possible in my design. The cooling part worked like a dream. This was the coolest big turbo engine I have ever run. I could hot lap this thing like nobody's business and the coolant overflow level would only go up about 1" over cold line (that's what I use for checking the heat. Its actually more an indicator than engine temp gauge).
But the spool up didn't work out. I still hit full spool at around 5500-5700 (and it hits with a vengence). I kept my intake manifold smaller, with my intake tubing shorter, with the W/A set-up (lower air resistance drop as well), with the BW extended tip, with other little things, but it didn't work out quite the way I wanted it to. I'm thinking that the problem lies in the exahust manifold (no, no, I'm not ragging on your mani that you sold me. Great piece over the other "usual" mani's being sold out there). I'm thinking you may want to design an equal length style mani for your set-up. I like short route for various reason's, but I think that there is a bit of "catching up" to do with the interference of the "log/unequal length" style mani. Just a little food for thought.
A little more food for thought; I'm giving thought to, at some point, changing the turbo car over to auto tragic, lol. After watching what the crazy Canadian Serge and Kiggly are doing with FWD auto, I'm thinking that if we start pushing this set-up toward the 9's, we may want to have the auto set-up (and yes I have ideas for the making the auto stronger, lol).
But anyway, good to see you are still romping around.
Oh yeah, as for that kid claiming 220-240whp, I'm certainly not giving him any thought (although, fortunately, it does bring up the concept so that others may try to jump in) so I wouldn't really worry about hitting him up (Mark, just look at his set-up). I do get messages about these kind of guys all the time.
But I guess it would be fun for you to just pop in and say hi, lol. Captain Caveman
96 RS Turbo 11.414 @ 119.62 MSNS, Crower 2 NA cams, BW366, 10.5 comp, UDP, 60mm TB, W/A intercooler, 3.55 tranny 567.9whp 430tq
97 RS NA 13.188 @ 103.87 MSnS powered 12.5 comp, Crower 3's and 219.4whp with 175tq
98 RS DD 12.5 comp on stock ECU, LTH, Crower 2's, Koni, GC, Hypercoil, DG hats
99 OZ 5sp Stocker 15.856 @ 85.97
99 GS stocker auto 17.7@77mph!
wiki home page:http://www.2gnt.com/index.php?d=bullettdsm
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Glad to see you're kinda back. I enjoy hearing your feedback around here. So finally rid of that autotragic thing in your 2gnt? 
I know time is counting down but all I have left is the top end and massive fuel system. I think I'm starting out with the 1000cc's but I know I gotta go bigger with the E85. Maybe even dual rail system. Idk yet, will figure that one out as I go. Gotta find a spot to hide a small fuel cell up front too but I havent ripped the bumper off yet and decided where to cut out the sheet metal for the moly tubing and supports. The engine itself is my biggest concern. I'm using the eagles and hoping they dont turn out like the ones I posted a while back. Physics and modulus of elasticity says that with the 10.5:1 JE's and the eagles I can spin the bottom end to 12,800 RPM before I get more than a safe 2% deflection or any permanent damage but puting the top end together for 9500 rpm (10,000 rpm safe) is proving to be a bit of a problem. And then theres those springs I dropped a shit load of money on and don't even know who's garage they're being stored in at the moment. It's all up in the air yet. At this point I'll be happy with being able to run down the track again at all. I look foreward to the long nights... 
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