To set the record straight here.
And believe me, I spent months in Rimmer's shop and I was the one that resolved the ignition issue with the Perfect Power Fuel/Ignition controller.
The "extra" injector idea does work provided it is pulsed every time one of the stock injectors fire. This is how the Perfect Power controller worked. I went away from this when I replaced the PP with the AEM F/IC8.
The AEM controller only fires the extra injector along with which ever stock injector you select to be the trigger. Perhaps this will give an even distribution of fuel, perhaps it will not. I chose not to take the chance and replaced all 6 with larger units. I valued the safety of my engine over cost containment.
What I find most curious about this entire Eaton deal is that Rimmer called them "Heatons", not Eatons.
But as far as the mounts and such go, Rimmer is incapable of running a machine tool. He out sources the parts from a local shop and those are made well. Whether or not the belt lines up properly, time will tell. He is not very big on taking measurements, he "cuts and welds" by his own admission. But, he does use a Gates belt alignment tool (the laser based one) so maybe it will be OK. Again, time will tell.
If anyone does get a pulley from Boostec that is aluminium instead of steel (which is what is should be made of...) have it hard anodized prior to installation. Better still, replace it with steel one.
I know the folk at Sprintex very well and I know who it was that was sent to oversee the repossession of their components and kits. Is it possible he stashed things? Yes. Is it probable? Doubtful, as Sprintex just showed up on the door step without any notice before hand just to prevent things from wandering off.
The issue with the PP controller? They were altering the timing of the Crankshaft position signal without altering the camshaft position sensor as well. Allowing the two to get out of sync caused the PCM to get "confused" and it momentarily shut off the ignition as a result. The glitch would occur at any engine speed when transitioning form negative manifold pressure to positive manifold pressure.
PP had also locked out the timing map from end user manipulation so... The only method on hand to stop detonation was to add fuel which results in a lack of power and very lousy mileage.
So, given that nobody else, here, has been in the shop let alone had the level of interaction I did, the Rimmer Slam Fest Needs To Stop so that, perhaps, interesting information can be passed along.
And, I do not even like Mr. Rimmer...
IMO, using a Whipple choice would be better as you can select the drive extension length to get a better fit of the compressor. But, if only sourcing from the JY is the goal, then limits will be placed upon the enterprise by necessity.
One solution for TB placement would be to use a 180 degree intake on the compressor so that the TB inlet is facing forward. As the TB linkages are cable, where it is, in the bay, does not actually matter at all... Just do not use hard 90 degree bends as they choke flow. Do not take my word on it, look it up. Every bend has a "straight pipe length equivalent" to go with it. The tighter the bend, the more restriction there is. Physics at play.
So, get out of the box. More solutions can be had. Used compressors are very much region dependent. They are not everywhere. IMO, rebuild a JY compressor prior to installation as you have no idea about the bearing condition.
And, perhaps, stop attempting to do things on the cheap. This is the reason Sprintex dropped the XJ kit form the line. Go look at what is the norm for a proper kit for a V-8. Kits run as much as $8k.
Just sayin...