Post after post of major works and dreamy excellence, just like the building of Lego one part slotting into the next, in almost perfect in design.
Naturally this isn't so and there are a few items that caused some small difficulty along the way.
MGT are not big fans of the Plazmaman inlet complaining about the restricted access once it is in place. Which could explain why the previous outfit Drift Street Imports left bolts off. One of the other things which didn't get put back on last time was the undertray. I somehow didn't think it would go back on this time either, as now have the RIPs extended sump, although Mark at MGT was messaging me the other day, saying he was cutting lumps out of it so it would fit!
I think I will need a new turbo blanket, judging by the look of the other it appears a bit mishapen now and as I think they effectively 'bake' into place am not sure it is a reusable item.
Below: This is the gearbox backplate. This needed some work as was 'clattering' against the new clutch. MGT thought that it seemed odd as some of the holes were elongated. However the car did start out as an Automatic and this would have been changed many moons ago.
Below: This is an image of the right hand boost pipe from throttle body. The clamp isn't really working there and it offers a potential for boost leaks. This pipe is being replaced.
Below: Innovate LC-2 Wideband Sensor installed.
If like me you ask, what exactly is a wideband? Broadly speaking there are two different types of O2 sensor available, wideband and narrowband. Both sensors have their place in tuning an engine, narrowband sensors are designed to be used in conjunction with a catalytic converter.
In brief a catalytic converter works on a saturate/starve principal where the fuel injection system saturates the converter then starves the converter, i.e. it runs rich of 14.7:1 (saturate) then lean of 14.7:1 (starve) and as such a narrowband O2 sensor only reads rich of 14.7:1 or lean of 14.7:1.
Narrowband O2 sensor are unable to determine exactly how rich or exactly how lean the engine is running making it useless for full power engine calibration (as under full power we need to run the engine much richer that 14.7:1 so we don’t melt pistons!).
A wideband O2 sensor on the other hand is designed to read a much broader spectrum of air to fuel ratios which makes it the ideal tool for engine calibration.
Below: One of the best ECU's available now. Sure there are others but this is pretty proven technology, mapped in the right hands can be highly effective and benefits from built in safety features.
The Link G4 only comes as a circuit board and needs to utilize the original ecu case. As I had an Apexi Power FC which is still a desirable choice for upto 500 HP (so desirable) I had to dig out my old Automatic ECU (Mapped at Bells auto) which I originally had mapped to 320HP at the fly!
Below: A picture of everything finally coming together. I could not resist this picture and sneaked it onto my Facebook page. Soon regretted it with the all the questions. People just do not understand 'art'. Although maybe I should understand the Facebook isn't private and it feels so ugly boasting. Am in this for me not the applause.
Below: I would like to say this is the first fire up, it is actually the second (see rattling back plate). From here the next chapter starts.
Thanks go to MGT Motorsport for the photos and constant technical explanations.