MCT_MR2
Nice work. Injectors should just make 250rwkw on e85 at near on 100% inj duty if there are no issues.

Hmm, I calculated it as 315KW using a BFCS value of .65 and 85% duty cycle. Assuming a rough 20% drive train losses drops it down to a ~250RWKW. If I do tap out these injectors as soon as you say, I might have to look at a dodgy 7th booster injector.

MCT_MR2
Did you go with a bronze gear scavenge pump, or a vdo electric unit?

Bronze gear, the research I did described the VDO units being similar to a fuel pump (centrifugal) and not liking high oil temps. The bronze gear pumps are pretty basic and tolerant to heat. YMMV.
 

MCT_MR2
If it was an rb25, that turbo would see 250rwkw on probably 16psi, so ill be interested to see how you go with this.

This turbo was sold as an upgrade for an RB25, so having that extra displacement up my sleeve, I'm hoping I can pull similar figures with a quicker spool.

 

B24
I'm a little concerned with the exhaust near the axle cage boot. 

I have concerns as well. The exhaust is still to be wrapped to minimise heat radiation, but I do have a backup plan if it goes pear shaped. I will fit an ST184 supported equal length drive shaft on that side. It will shift the CV boot closer to the oil pump and a good distance away from all exhaust bits. I've been holding off doing this straight up as I am still running an S54 gearbox and it might explode before I get a chance to melt a CV boot :P 

 
Just needs one more exhaust hanger welded on and we can call this part finished (for now).
It has ended up a little lower then I have liked, there is only ~120mm of ground clearance currently between the muffler and the ground. I might need to cut the muffler welds and rotate it closer to the turbo to get some additional clearance.
 
Will give it a drive tonight and see how it goes.

Looks awesome!

Id go for a dodgey bar of extra base fuel pressure to be honest. Especially if you need to change the reg to a vac referenced one (depending on where your 1mz came from.

Yeah, i believe the vdo pumps are only really designed with temps up to about 80 degrees in mind, which makes them great for driveline components, but not engine oil. I also believe the vdo units dont handle running dry as well either.

Hopefully your drive tonight went well, and you can continue with the next stage of its progress

MCT_MR2
Id go for a dodgey bar of extra base fuel pressure to be honest. Especially if you need to change the reg to a vac referenced one (depending on where your 1mz came from).

It already has an aftermarket regulator on it (looks ebay spec, but seems to work...), so cranking in some extra fuel pressure could be an option. 
 
The drive last night did go well. Excluding the 50 exhaust leaks (I'm missing some gaskets currently...), it sounds nice enough and despite being a 3" exhaust, it is rather quiet.
 
This weekend I'm going to start looking at mounting the scavenge pump and plumbing some oil hoses, very keen to get the turbo actually fitted and spooling.
 

Me: 
I'm a little concerned with the exhaust near the axle cage boot. 

Knighto:
I have concerns as well. The exhaust is still to be wrapped to minimise heat radiation, but I do have a backup plan if it goes pear shaped. I will fit an ST184 supported equal length drive shaft on that side. It will shift the CV boot closer to the oil pump and a good distance away from all exhaust bits. I've been holding off doing this straight up as I am still running an S54 gearbox and it might explode before I get a chance to melt a CV boot :P 
 
You could just fit a shield with reflective tape then wrap the exhaust in that particular location. Will save a lot of time cleaning up grease. I have been there which is not he greatest way to spend your day..

Fitted gaskets to the turbo and dump to reduce the exhaust leaks and found a massive leak where I forgot to fit the WB02 sensor (LOL!). When for a drive and we still have a sizeable leak, but it did sound a lot better. Will probably order some new gaskets and goop for the Y-Pipe next and see if that will fix the issue.
 
The budget has just taken a bit of a hit as I have decided to install a spare MS3X ecu, since it just simplifies a bunch of little things (ie: Water Injection control, AFR Safeguards and Knock Monitoring). Saves me having to play with these features in a WRX :P
 
Not MR2 related, but also helped do some welding for a friend's Toyota Starlet.



 
It was nice to take a small break from the MR2 and ticker on someone else's project.

Another hit to the wallet as remaining budget is getting smaller...
 
An MSCN visit secured the parts to make the turbo feed line.


After originally putting the exhaust together, it had a pretty bad exhaust leak, which I assumed was coming from the flanges at the headers since they have no gaskets. Turns out someone just forgot to weld a flange up....
 

 

 
The Y-pipe was then wrapped in DEI Titanium heat wrap and fitted back on the car.


The additional loom arrived for the ECU as well, along with the dual channel knock module.

 
And finally, a cheap sandwich plate was purchased so I would have an easy to access oil feed port. I was going to use the oil pressure sender port on the block, but it is currently hidden behind the A/C compressor and is not a fun place to access.

Fitted the 1/8NPT to AN-3 to the sandwich plate.

Turbo went back on.

 
Then made my 105cm turbo oil feed hose, and sheathed it with Fire Sleeve.

 
Sandwich plate fitted and hose routed.

 
And finally, installed a temporary pigeon filter. Final version will include a shielded air box and cold air being piped in from the bumper/wheel arch.

 
With luck, it will be spooling by Sunday.

Looks awesome!
Not sure if this has been covered but is there any risk of oil drain issues out of the turbo with it mounted so low compared to the oil pan?