It must have been a neglected one with bodges.
Mine has been the most fun car I have ever owned but it had a few mods.

 

New out of a dealer.............

 

What was wrong with it/didn't like about it then?
I think we should start our won topic rather tahn hijack this one...

 

Nah Shaunee will be OK - last post on this anyway.

Torque steer, impossible steering at slow speeds; even Arnie Schwarzenegger complained about the heavy steering. uncomfortable throttle pedal angle, mostly nuisance stuff. It looked great, but that is where the illusion stopped.

 

OK last one from me.
Never had any problem with torque steer (even before fitting the LSD), it's not as if it has huge amounts of torque anyway but enough for a <900kg car.
I guess you had one without PAS (3.9 turns lock to lock) as opposed to PAS (3.2 turns lock to lock).
For me, one of the most fun cars out there that "talks" to you, with the Skip Brown Cars suspension and engine modifications and the Quaife it was really something else!

 

So did I.

In what way David - build quality? Or the "drive"?

If the latter, then I'm dumbfounded -- they're fab little cars (obviously not Scooby/Evo quick). I personally loved it's terrier-on-a-leash 'effervescence' - car had genuine 'personality'.

 

Mine was the last of the line CAT models (8bhp less @ 122bhp - boo hiss), L-plater. I think it had power steering (can't remember).

Big end went on the M11 near Stansted, heading north to Leic. You could hear bits of metal hitting the road. When I got home (Green Flag lol), I opened the bonnet -- there sitting proudly on top of the alternator was a 'pristine'-looking con-rod!!!!

 

Hey.... get back in your boxes you "Pug Lovers". We're talking current age here, not flaming (DOB API) old age!

 

LOL

 

I remember when you had to put a handle through the front bumper to start cars. None of this wimpy electric start nonsense.

Real men - real cars in my day .............

I've even rebuilt the engine and transmission on a 1911 Model T

BEAT THAT.

 

No thanks!

 

Currently restoring a 6 wheel Tyrrell P34 F1 car, 2 more wheels to steer.

 

This is all very interesting but let's get back to the topic to hand......

Since last night I have spoken to Tracktive Solutions, Litchfield Imports and API.

I've now changed my mind and now going for a 2.3ltr engine and twin LM500 Billets!











Seriously though, I have now decided the next step will be a FMIC and OE Airbox removal. (The new engine and twin turbo's can wait until the week after next )

I'm in a position where I just want to get the FULL potential of this new Billet LM450 and stop fannying about in the process.

It's a pity I won't be testing just the inlet changes, but it's a time thing and if I'm being honest, I just want it working at it's potential in the quickest period now. I've always wanted to take a staged approach where possible, so please forgive me for not seeing the TMIC testing through to utter completion.

I suspect the data and outcomes with the FMIC and Inlet changes will be equally as important and informative.

It's been emotional and I can certainly say that with the previous LM400 turbo's, the OE TMIC and OE Airbox (oh and OE Inlet) are the bomb!

Which intercooler then?

It won't be a surprise if I now state I will be going with a Hybrid with GEN 2 core from Harvey Smith. I have been discussing options with Harvey for a number of months now and he has been very helpful in the process. I have already driven a LM450 equipped car with this very same FMIC and it felt good. This specific intercooler appears to have a very good reputation on here, with many satisfied customers and Harvey has probably completed as much testing on these units as humanly possible.

The Hybrid unit is also amazing value for money that it beggars belief!

I look forward to having this fitted and providing you guys with the feedback.

API will be fitting the FMIC along with an API supplied inner wing cold air kit.

Let's all hope that this "does the trick" and we can see what this Billet LM450 is all about. Current data is certainly encouraging so it will be very interesting to find out the results with these extra bolt on goodies.

Due to constraints with my own work and of course that of API and Tracktive.... I need to be a tad patient.

FMIC and Inlet kit is scheduled for fitment on 12th September.
Re-Map is scheduled for 13th September.



Expect the full-on "how to" picture and detail fest shortly after.

I open the gates for the FMIC slagfest on why I didn't do this weeks ago! Just to stem the flow..... it was in the name of research and providing you guys a (hopefully) good read!

Let the battle commence.

 

"Pork bellies, I knew it" (to quote Trading Places)
The typhoon inner wing kit aint too bad either

 

Can you complete the test AndyF suggested and log that info in the thread Shaun.

Do it starting in 2nd at 1800rpm then shifting up at your peak power rpm through 3rd/4th and into 5th and back on throttle.

Then do the same starting in 3rd at 1800rpm shifting through 4th and into 5th and back on the throttle.

Then do it starting in 2nd at 3000rpm then shifting up at your peak power rpm through 3rd/4th and into 5th and back on throttle.

Then do it starting in 3rd at 3000rpm shifting through 4th and into 5th and back on the throttle.

 

John,
I can't be arsed.... next!

 

Dont be a plank

Send me the DD file if you cant be arsed doing the donkey work.

 

How would you know..... you haven't even run your engine in yet!

 

True

 

Hi Shaun
It's a pity you didnt change only the induction side on it's own first .It would have been good to see if there was a rise in bhp .
I thought the Hybrid fmic came with a inner wing cold air kit ? Why are you going to use a API one ?

Andy

 

Hi Andy,
I'm having the Classic "kit" fitted since there are unfortunately no Newage kits in the UK. It uses the same core so it's no big deal, but just needs some minor adjustments made to the pipework. API know what's what to enable this, so in reality it's not a problem for me or API.

As I understand it (and I could be totally wrong) the Classic kit does not have an intake kit (it's the Newage kit that does). If it does, I will use that one. If it doesn't I have access to one anyhow.

 

Good on yeh, I am sure you will luv the difference

 

If it doesn't make a difference I'll be knocking on your door!

 

Not trying to throw spanners here, but will the internals be OK when you try and get the "FULL potential" out of the turbo?
Lend us your suit David, quickly..

 

No reason why not..... it has as much chance of ripping it's **** out as your built engine has at this level, put it that way!

The 2ltr engines are very strong, especially when modified properly and mapped using someone that knows how to do this safely. Mechanical sympathy also goes a long way.

Remember my old Spec C engine was against all odd's known to ScoobyNet, yet with the right people involved it stood the test of time, at a time (when it was first done) when all and sundry suggested I was on drugs attempting to achieve what I actually ended up achieving.

However.... if it blows it blows. That's the risk we all take.

 

Fair enough

Assuming yours will achieve 450/410 the JDM 2.0L will **** this easily when set up properly........ and yours will be

 

I know a bloke who does Scoob engines ....................

 

Some say..... he does clutches and servicing too!

 

I bought a new brush, we can do paintwork again now.............

 

I'm sincerely hoping I won't have to find out who this is!

BUT to be realistic - and all joking apart - (as I like to be when it comes to this modding stuff).... I have the cash sat there should things take an alternate path for the worse.

Better to be prearmed when your modding. If you can't afford the possible consequences...... leave well alone I say!