Back to APT yesterday for the removals and fitting of the various bits. Half a day was estimated and told to be there for 9:00. I drove straight past and was in the cafe, down the road, for 8:20 having woke up at 5:00 and after downing a 'full' breakfast thought the day must only improve.
I parked outside APT at 8:55 and went in to find Chris already in the workshop and hard at it. Gary & Christian showed up a couple of minutes later and by 9:05 I had a cup of tea and was watching my car being positioned on the ramp. Gary started unbolting and pulling off the surplus and at 9:15 and there was a pile of discarded canisters, pieces of pipe and hoses on the floor.
I quickly realised what a good decision it had been to get someone else to do this work and despite Gary's obvious knowledge and ability it certainly didn't look easy enough to tackle on the drive, at home. The amount of stuff that needed to be removed to get to the crank sensor and cam belt was typical transverse engine stuff, engine mount, crank pulley, cam covers, auxiliary belt drive. It made the same job on a Subaru look a walk in the park.
The auxiliary belt was a real pain and looked like it was the original from the factory. It bore nothing of the size label, it was discoloured and was cracking up so definitely needed replacing. On the other hand, the cam belt looked good so it was decided to leave it alone. The crank sensor wiring was routed behind the power steering, pump bracket, so that needed to come off too. Things weren't helped by the locktited screws everywhere and raised the comment from Gary about engine builders not having the confidence to tighten screws properly.
The crank sensor looked OK and showed no sign of being touched by the signal wheel. Gary explained that on the 4, the dreaded 'crank walk' allows the sensor to come into contact with the signal wheel. Fortunately there waas no sign of contact, nor crank end float.
All back together and fire it up. With a cold engine all sounded good and at the point of announcing Job Done, the engine speed dropped and recovered, just as it had previously. Oh Feck. Maybe coil packs? No, same thing with another set fitted. Must be the ecu then. Gary found a 6 ecu and plugged it in. The engine idled rock steady. It was then options and alternative time. If the original ecu was cattle trucked, it would take with it the original Ecutek licence. It could have another 6 ecu but that would need another Ecutek licence and mapping. The favourite alternative would be an Apexi (which I rather liked on the Scooby). Gary had an Apexi and fitted it for a mapping session to see what the engine was like on the rollers (the reason for going in the first place).
The car was strapped to the dyno and the Apexi mapping was started. The upshot, 325 bhp. and clutch slip
Thankfully the engine survived the thrashing and does seem to have some potential. The Apexi is on loan until I decide what to do and the current thinking is, get the clutch sorted but I'm anguishing over whether to have an Exedy twin plate. The Subaru one was so good to use and it was only the occasional rattle, when disengaged, that gave away that there was a twin plate in there. Then a slightly bigger turbo, instead of the hair dryer that's currently fitted and finally (Ha!) decide on what Apexi to fit, the current one, that uses the MAF or a D Jetro MAP based unit.
So, the crap aside, the car drove home impeccably, albeit with a 'quick' map. It idles nicely and shows no sign of trying to die when coming to a halt. The hand commander is great for the sensor info it captures and I loved the one I had in the Scoob.
I can now get on with the Cadwell day and the North Weald sprint and decide, firstly, if I like the car, and if I do, what to do next.
Thanks Gary, it could have been so much worse.
) 
