Some say it's worth replacing that standard black TMIC->Throttle body short pipe with a samco whilst it's off as the samco is a bit more flexible when putting it back on (and looks sexier). I haven't done mine yet - but had a good look round as I was going to a cpl months ago - before I bought morettes instead

 

The figures quoted were in comparison to the initial post where a similar set up (FMIC, td05) had a very different boost curve (1bar at 4300rpm vs 1.6bar at 3700rpm), to illustrate that solenoid duty can have a dramatic effect on the common usage of the term lag (there are other factors at play however, the two setups will breathe differently due to differing heads).

Throttle response can also be hindered by stalling the compressor wheel as well as the longer induction path. The extra volume associated with a FMIC needs a very large bore vent (or two) to stop the wheel slowing when the throttle plate is closed. Compressor stall makes a distinctive noise, especially with an IK, so you will be aware if it is happening. A FMIC can also present a rich spike as the injectors react to the load signal generated by the AFM before the pulse is present at the inlet manifold. We are playing with a way of mapping that out on the JECS, I believe other ECUs have throttle enrichment adjustments that may mitigate that behaviour.

Driving style can also play a part; I tend to apply throttle before the apex to ensure I have boost available at the exit of a corner. Not ideal, but in mitigation the AWD system and road chassis is not as sensitive in yaw to throttle input as a mid engined rear drive racecar/caterfield/go kart.

Lastly, and presumably the reason why they were fitted in the first place, a FMIC is a good thing in terms of stabilising inlet temps, reliably allowing a bit of extra advance. A few hard runs on a TMIC and increased knock activity is not uncommon, throwing another variable into the mix.

As ever, either route is a compromise!

 

Nice one, cheers

D

 

s5ooob : you may not have understood what I posted.

ie. The Classic TMIC, even the STi 5 and 6 had difficulty maintaining reasonable induction temperatures, even on unmodified cars. The New Age cars have far better performing TMICs and STi 8s etc benefit from bigger scoops that make an additional improvement.
Fitting an STi 8 TMIC to a Classic is a beneficial move but to get best results you must also fit the underbonnet tray (or make an alternative) along with a bigger scoop. However an efficient FMIC will outperform any O/E TMIC so far in terms of charge temperature stability.

Incidentally, what are the air charge temperatures seen on the 480 bhp Scooby Clinic car?

 

I used to have a TD04 in my standard jdm classic wagon and loved the way the boost came in early. If the 20g on the 2.5 is like the TD04 on a 2.0, would you say the MD321T was akin to a TD05 on a 2l in terms of spool? I dont think I could live day to day with anything that spooled later than a TD05 on a 2l.
Also what would you think the max safe torque would be through a sti-UK 6 speeder as a rule of thumb?