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Good Point - one more for the discussion. So using your rationale the turbo would be the better way to go.
I considered a turbo installation, as it is by nature more efficient. Reasons why I did not pursue it were for me that there was only one kit that was CARB compliant, in that case the gains did not seem worth the investment, there always seems to be heat issues with all turbo installations, and the kits do not seem to be up to level of a factory turbo'ed car which seems more mature technology wise. Also wanted a more uniform addition of power across the entire operating spectrum.
If you use larger turbo for more grunt down low, you better make sure that you have a really good waste gate when you higher in the rev range.
I have owned two turbocharged cars, a 1982 Porsche 924 Turbo, and a 2013 Mini Cooper Clubman S. Operationally they were both transparent as to the effects of the boost. They were pretty much effective throughout the power band. When you have a full corporation behind those turbo installations you can do that. Maintenance wise there was no turbo problems with the Mini whatsoever. The 924 T liked to shit turboshaft seals, so as you would go down road it was as if you were like the local mosquito abatement vehicle.
I guess if you use the fact that Edelbrock guarantees their installation on a new vehicle you can use their limit on boost as to what a stock build can take. They advertise 242 WHP & 186 ft/lbs on a 2014 BRZ. You can stop there if you want to be safe.
Cosworth also set a limit on the output on a Stage 1 installation, for internal issues if I remember correctly.
Of course Irace I know you know all this stuff since you probably researched your Harrop for a while before you purchased it. This is all just for the benefit of the OP
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