242 at the wheels? what kind of porting?

And this is the dual weber DCD's from R.E.? What size chokes?

 

A significant change with the 12AT over the 12A was the use of micro-channel porous plating which joined up the pinpoint holes in the chrome plating, and oil injection into the chambers rather than into the carb. Both changes were to improve lubrication with the heavier themal loads of the significantly increased power.

The later 12AT came with 2x880cc [green] injectors. No intercooler and 6.2psi limited the output. With a large intercooler and 12psi, but retaining stock ports and turbo, you can achieve 225rwhp. Earlier versions came with the 800cc blue injector so the engine leans out lower.

As 12aT said, you need a four injector set-up for serious power. My wife's car with a target 300-320rwhp will use 2x800cc and 2x550cc. It is difficult to still get the 880cc injector.

If you use too large injectors, the engine is difficult to tune for idle and cruise. 12aT's setup of 4800cc total is a good set-up for a 575-600rwhp car.

 

I'd like to know as well. I smell something...

 

I should have checked the specs of 12aT's car first, in an earlier post he said "12a bridgeported block, full guru stud kit, polished crank, guru sump plate, TA45 turbo, turbosmart wastegate, extrude honed T2 inlet manifold and throttle body, Microtech LTX8 ECU, big FMIC, 800cc primary and 1600cc secondary injectors, 3.5 inch exhaust, etc etc...."

The outcome is great 496rwhp, 10.21 seconds with 137mph terminal speed. My only surprise looking at his thumbnail dyno chart is max hp is at 7,200rpm. I thought a bridgeport would achieve max power at a higher rpm. The powercurve above 7,200 looks a little unusual, perhaps tuned that way to get an effective powercurve matched with a 1/4 mile gearchange pattern.

Congratulations. You have clearly showed a Gen 1 does not need a 13BT to get performance !