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HPbooks "Turbochargers" by Hugh McInnes for me was one of the hands down best book for turbocharger theory.

It explains everything very very well, and is sectioned off well as to give basic theory and specific applications.

As for a twin-turbo setup, I ran a twin turbo for my 318 because i was able to build boost at very low rpm and I have zero turbo lag. By using two small (garrett T04B's(cant remember if theyre Bs or Es)). Either way, like i stated before, their efficiency drops so low past 6k rpm because they can't handle that volume of air that they start to drop the psi.

Also, for the 318 C.I. at 3800 Rpm, the volume of air being put out is right in the sweet spot of my turbos and they're running at a high 88% efficiency (according to the maps). Which is nice for my big car that just roams the streets and it doesnt make sense to have a Ve (volumetric efficiency) achieved at a higher RPM.

Large turbos are not used to make "more boost". You have to consider where most of your driving will be, and where you want the boost. If you are going to be drag racing it, then a big single turbo that has high Ve at High RPMs makes sense.

Too small a turbo may dump efficiency above a certain volume of air being put out of the engine and although you may spool quickly; it means nothing because you swamped the turbo and it won't be able to deal with it.

I know that even a single garret T04B is a good turbo for the 318s...single or twin setup. It really just depends on exactly what you plan to do with it, and where you want the pressure.

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i will probly max out around 15 psi so they wont be too stressed. that should put theyr efficiency in the 70 - 75% range id hope. also have a low single plane intake thatll hold the carb. dont think runner length will have much say in this setup?

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I have no idea about fitting it into an an a100. I have never worked on one at all.

However, you can google most turbo maps or call the manufacturer and request one. This will tell you exactly the efficiency that a given turbo will run while displacing a given amount of boost. All you have to do is figure out the CFM or lbs/min of air that the engine will be using. This is derived by displacement, given RPM / 2 that you want your peak boost at.

Turbos will be listed with a trim and A/R. The A/R doesn't really change the Ve strictly speaking. However, it will change the velocity of the incoming charge and does have an effect on overall boost. It play's a big roll in tuning lag.

The book i listed early, as well as garrett's website can give you a lot of good insight on designing and choosing your turbo system.

That book I know has some interesting ideas that will help you alot with the a100. There is a section on under-chassis mounted turbos. There is some things to consider when doing so due to the amount of volume of air that would be present in the plumbing between the turbo and intake.

However, it really does give ALOT of information and takes many applications into consideration. It's a fairly technical book, I am a physics/math major (5th year senior and going back for mechanical engineering) and a lot of the information i felt was laid out in a very clear scientific and theoretical way, then more specifically.

It gave a good understanding as to how turbos work, not just another stupid book that tells ya to "connect A to B to C and there you have it"