[RoverRevival]

Tis what i'm here for

[Fatdave]

the spoiler looks good and the cars coming along nicely.

[harkins77]

Picked these beauties up from the sorting office this morning.

http://www.ebay.co.uk/itm/400335958515? ... 1439.l2649

And after a little bit of fiddling got them on the car when I got home.

Pic to come tomorrow.

[harkins77]

Further update

Well after a fair bit of searching I've finally managed to locate a replacement bonnet for the car after the lacquer peel got really bad especially with this cold weather. I went down to Bradford this morning and picked it up as well as swapping it over but I didn't get a chance to get any pics of it due to it being wet and miserable when I got back. There was an issue of the bottom passengers side hinge bottom bolt sheering off when trying to refit the bonnet but the other 3 are holding it for e time being until I can get the said bolt removed and a replacement bolt put in its place.

I've also been toying with the idea of relocating the boost gauge from where it is in what used to be the ash trays location and I happened to get a cracking deal on 3 gauges along with a mounting plate for them as well.

The mounting plate and gauges are to go where he middle set of vents currently are in the car to raise them up into view instead of having to look down to see what boost I'm running.

I got the oil pressure sender yesterday so I can wire up the oil pressure gauge and I got the gauges and panel in the post today. So after I took the missus to work and the kids were in bed I popped out to remove the air vent from what I've been told was just a pop out affair. The vent did put up a little struggle to come out but in he end I was victorious and as of now I'm left with this gaping hole where he vent used to be.



Oh no I can hear you all cry but fear not this should be fitted weather permitting tomorrow.



Further update to follow.

[harkins77]

Ok gauges in place now and wired up in a fashion. All the gauges lighting up as they should. The oil pressure light will remain on full though until I can get the sender and associated wiring connected so it gets its correct readings.

Only down side is that the wiring loom for the radio has decided to pack up so I'm going to have to locate a new loom for the radio which means having to go on bended knees the halfrauds and see what they are going to rip me off for a replacement loom.

I've also removed the little cubby hole under the radio as well so whilst down there I'm going to get a blanking plate to cover the hole that is now there.

Anyway the pic of the gauges working.

[harkins77]

Large update on work carried out. And I apologise for the lack of pictures in this update but my hands were either full or filthy and I couldn't use the camera phone.

After a few days at Craig's before Christmas we've managed to sort a few niggly problems that have dogged the Ti of late. I made the 2.5 hour trip from Teesside to Stockport in pouring rain all the way down arriving just after 11am. I popped to Craig's shop after he met me at the lock up and we put the car away with the other motors after moving the cars around so I could leave the car ready to be lifted in place on th ramp. Whilst back at the shop I persuaded Craig to drain the oil the night before so to save time in the morning when we could get on with something else.

The first problem i wanted sorted was the steady bleeding of oil from the sump. We had planned to do it the last time I was down but due to time and parts not being delivered in time it wasn't done. So when I arrived I had the brain wave to get the ball rolling early and make a start on draining the old oil out and removing the sump/gasket and oil filter and leave to drain overnight. And whilst I was there I removed the oil gauge sender and then fitted the t piece with the new sender and once in place so that it didn't fowl the driveshafts or anything else I reinstalled the old sensor and replaced the wiring plug. I did before you ask apply some thread lock on each of the threads.w

We drained the oil by removing the sump plug. And also removed the oil filter.

Once it was drained we set to work removing the vast amount of parts to be ale to gain access to all the bolts holding the sump in place.

This included removing the oil return pipe, centre cross member that runs under exhaust as well as the front drivers side bottom engine mount.

When that was done and draining nicely we headed back to Craig's where I'd promised to make dinner broccoli cheese (cheese sauce made from scratch and with estimated measurements) and pork loins which I must say was lovely and watched a bit of telly before heading off to bed for an early start in the morning on the car.

Sunday morning came and after a good nights sleep and by just before 8am we were at the unit ready to get to work. Mike220gsiturbo arrived just as I was starting to loosen the handbrake cable all the way off as one of the jobs was to sort my handbrake out as it had the usual useless 600 handbrake problem. I then got the drivers side rear wheel off and started following the instructions I'd found done by ETV which worked a treat. I followed the instructions to the letter only getting a bit lost when I thought it meant to remove the dust covers behind the disks so I tried removing the 4 small nuts behind the disk. I soon realised that I was wrong when pointed out by mike that it was the dust covers over the adjusting arms at the back. Once I located the right cover I removed the 2 bolts holding the cover in place and then removed the spring from the arm and then sprayed the full arm and mechanism making sure that the arm was moving fully back and forth. Once the offending side was done I did the same with the passengers side to make sure that both had been given the same treatment. Once that was done I refitted all the parts on the rear brakes and refitted the rear wheels. I couldn't however check the brakes or tighten up the handbrake cable as we needed the oil in the engine and that was still to come later on. I then refitted thee rear wheels but only finger tightened the rear wheels nuts just in case I had to remove them later on.

I then had a few minutes break whilst I watched Mike and Craig spraying the block and other bits of Mikes and I made a coffee for me and Craig and made Mike a cup of what I would call tea although it was a bit on the pale side but Mike was nice enough to drink it *laughs*. In the meantime Craig had a look for the socket large enough to be able to remove the hub nut on the front wheel and shock and horror Craig didn't have one as it was a 36mm nut and Craig only had upto 33mm if I remember right.
So a call was made to one of Craig's mechanic friends and we went to the shop to lock up and then took a trip to pick the truck sized socket and bar up. Then made our way back to the garage so we could get cracking on the driveshaft removal and and replacing.

We pretty much followed the Haynes manual for this part which was harder in itself as I was flicking between 2 or 3 sections to be able to work out what was required just to get the driveshaft out. The hub nut was removed with the large persuasion bar and 36mm socket once that was off we removed the bottom split pin on the nut just under the main arm (sorry about my descriptions I'm no mechanic as you'll have guessed by now *laughs*) and then removed the 2 nuts holding the bottom ball joint in place. Craig then went to the local motor factors to get a ball joint splitter as we couldn't do it any other way. Whilst he was out got some wire that craig had dug out so that i could wire up the oil pressure gauge. I hadn't really got started before Craig got back with the splitter and we got it split from where it located. We then removed as per Haynes instructions the anti roll bar bolt and swung it out of place (which we later had problems with later on) I then pulled on the brake disk outward and the driveshaft popped out from the hub. Craig then pulled the hub to one side and secured it out of the way whilst we messed with the driveshaft removal. According to the Haynes manual it should have taken a little bit of effort to be able to remove the driveshaft from the gearbox using a flat blade screwdriver or prise bar to overcome the cir clip in the gearbox end. Try as we might we just couldn't get it to budge then Craig got another flat blade screwdriver whilst I had mine in position and we both put pressure on a hay presto it started to move a bit at a time and in no time the driveshaft was removed. We quickly got the other driveshaft which comparing the two there was a discernible difference as the replacement wasn't hanging apart like the old one was. Enough talking about the difference there was no time to waste as the gearbox oil was dribbling out of the gearbox so the new shaft was awkwardly moved into place with another of the 3 pair of hands required movements to getting into place. Once the splines were lined up with the gearbox end it was time to tap and push it into place until the gap was tiny. I wiped up any of the fluid that had leaked to check to make sure it wasn't leaking much and it was good although there was still a little leak. That was solved when we then put the hub end into place with its spline and that put a bit more pressure on the gearbox end and the tiny gap totally disappeared and the little drip of gearbox oil stopped.

We then started refitting the bottom ball joint which was in good order so we refitted it. And then onto the ARB. I wish I knew what kind of a ball ache the next few hours were going to be trying to get the ARB back into place. We first thought it was going to be easy but when we tried to get it lined up it was out by 1/2 inch so that we couldn't get the bolt into the hole of the arm. We messed about with it for about an hour I even tried ringing Andy (Pucc) and Graeme (GBS100) but neither could work out how to sort it. Andy said the time he'd done it he had no problems and even looking in the Haynes manual and on google we couldn't find an answer so by this time it was 1620hrs so we gave up for the day and went back to Craig's for dinner and a rethink. This then left us with a right nightmare of work to be carried out as quick as possible today as I promised my wife that I'd be back for seeing the kids to bed on Christmas Eve, the work included refitting the ARB, fitting the new sump gasket and sump and then fitting the new oil filter and refilling with oil, refitting the oil return pipe,exhaust, starting the engine and testing the brakes as well as adjusting the handbrake and also finishing off wiring up the oil pressure gauge wiring. A daunting task for today's work lay ahead and that probably explains why it took me longer to get to sleep that night.

So this is the final part of this epic update. I can all hear you sighing with relief.

Today started with an 8am start at the unit and enroute Craig ordered an oil filter and some gasket sealant.

When we got to the unit first order of business was to tackle the ARB and refit the sump/gasket so that whilst Craig was busy at his normal day job I could carry on refitting the bits we'd had to take off to be able to remove the sump.

After a bit of swearing and Craig threatening again to set fire to the car again as it was doing his head in we had a stroke of luck whilst trying to refit the bar one of the bushes separated and that gave us enough room to be able to get the bolt back in place. Once we had got the bolt in place we fitted the nuts and that brought the bush back together. With that finally done we moved to fitting the gasket and sump.

Craig had bought a sump gasket that we tried on the sump and there was a difference as the original had locating bits built into the gasket which the new gasket didn't have. We tried it on the engine but we couldn't get it to line up and sit correctly so we ended up going back to the original gasket which came off in pretty good condition when we took it off so I cleaned it up and Craig put some gasket sealant onto the face of the sump where the gasket was going and once it had a few minutes I laid the gasket on top and then we refitted the sump in place and Craig put a few bolts in place to hold it in place whilst the rest of the bolts could be refitted in place. When that was done Craig went to the shop and I started doing up the rest of the nuts and refitting the cross member, oil return pipe and the various bolts and brackets as well as the front bottom engine mount.

When Craig got back from closing up it was down to fitting the new oil filter that had arrived whilst he was out and also refilling the oil. And once that was done I had sorted out the wire needed to go from the new oil pressure gauge to the new sender and I fed it through the bulk head and to the new sender. I plugged in the wire and then tried to work out where to tie wrap the wire so that it didn't obstruct anything in the engine bay. Craig helped and I went inside the car to attach the wire to the gauges wiring. When I'd finished it was finally time for the first start of the engine since the oil was dropped out.

The car was fired up and ran nicely although Craig said that it was a good job I wasn't going to an mot as there was a bit of cold start smoke coming from the exhaust. I thought it to be normal til it had warmed up and that it had been stood cold in the unit for 2 days. He also noticed that the water reservoir was squirting water/ coolant around the bottle. I thought it normal but will be something I'll look into soon. Once that was done we refitted the front wheel on the drivers side and then dropped the car to the ground so I could sort out the handbrake setting up. I did as the instruction said to press the pedal until it was hard and then adjusted the cable for the handbrake and then had Craig try to push the car back and forth until the braking level was to the correct level.

Craig had a visitor that he went out for 10 minutes so whilst he was there I checked the floor for any leaks and to my dismay there were a few marks of fresh oil on the floor so I lifted the car back up on the lift and took a torch to where the drops looked as if they came from. I ran the car again whilst on the lift and again looked with the torch and it appeared that the oil was coming from the oil return pipe and the sump nuts. I got the relevant sockets and it was a bolt I'd put on on the oil return pipe that I hadn't put on to the right tightness and also tightened up the sump nut and then I wiped both locations and waited with the torch to see if it had worked. Success it had stopped the leak.

When Craig got back we moved Craig's car in front of the doors outside and I pulled the Ti out of the garage for the first time in 2 days. It sounded nice and was running well and no knocking or grinding coming from the front of the car from the driveshaft so success all round. I parked the car up and then went to help Craig tidy up the tools and sort some rubbish out in the unit and then once done it was time to head home. We said our goodbyes and I headed off home.

One thing I did notice was that even though I wasn't driving the car hard it got some mental torque steer in 2nd gear and the power for some reason seemed more responsive than before.

I'm thinking my next work to do is to replace the ARB bushes as well as the bushes located on Rimmers site numbered 2,5,6,7,8,9 After a few days at Craig's before Christmas we've managed to sort a few niggly problems that have dogged the Ti of late. I made the 2.5 hour trip from Teesside to Stockport in pouring rain all the way down arriving just after 11am. I popped to Craig's shop after he met me at the lock up and we put the car away with the other motors after moving the cars around so I could leave the car ready to be lifted in place on th ramp. Whilst back at the shop I persuaded Craig to drain the oil the night before so to save time in the morning when we could get on with something else.

The first problem i wanted sorted was the steady bleeding of oil from the sump. We had planned to do it the last time I was down but due to time and parts not being delivered in time it wasn't done. So when I arrived I had the brain wave to get the ball rolling early and make a start on draining the old oil out and removing the sump/gasket and oil filter and leave to drain overnight. And whilst I was there I removed the oil gauge sender and then fitted the t piece with the new sender and once in place so that it didn't fowl the driveshafts or anything else I reinstalled the old sensor and replaced the wiring plug. I did before you ask apply some thread lock on each of the threads.w

We drained the oil by removing the sump plug. And also removed the oil filter.

Once it was drained we set to work removing the vast amount of parts to be ale to gain access to all the bolts holding the sump in place.

This included removing the oil return pipe, centre cross member that runs under exhaust as well as the front drivers side bottom engine mount.

When that was done and draining nicely we headed back to Craig's where I'd promised to make dinner broccoli cheese (cheese sauce made from scratch and with estimated measurements) and pork loins which I must say was lovely and watched a bit of telly before heading off to bed for an early start in the morning on the car.

Sunday morning came and after a good nights sleep and by just before 8am we were at the unit ready to get to work. Mike220gsiturbo arrived just as I was starting to loosen the handbrake cable all the way off as one of the jobs was to sort my handbrake out as it had the usual useless 600 handbrake problem. I then got the drivers side rear wheel off and started following the instructions I'd found done by ETV which worked a treat. I followed the instructions to the letter only getting a bit lost when I thought it meant to remove the dust covers behind the disks so I tried removing the 4 small nuts behind the disk. I soon realised that I was wrong when pointed out by mike that it was the dust covers over the adjusting arms at the back. Once I located the right cover I removed the 2 bolts holding the cover in place and then removed the spring from the arm and then sprayed the full arm and mechanism making sure that the arm was moving fully back and forth. Once the offending side was done I did the same with the passengers side to make sure that both had been given the same treatment. Once that was done I refitted all the parts on the rear brakes and refitted the rear wheels. I couldn't however check the brakes or tighten up the handbrake cable as we needed the oil in the engine and that was still to come later on. I then refitted thee rear wheels but only finger tightened the rear wheels nuts just in case I had to remove them later on.

I then had a few minutes break whilst I watched Mike and Craig spraying the block and other bits of Mikes and I made a coffee for me and Craig and made Mike a cup of what I would call tea although it was a bit on the pale side but Mike was nice enough to drink it *laughs*. In the meantime Craig had a look for the socket large enough to be able to remove the hub nut on the front wheel and shock and horror Craig didn't have one as it was a 36mm nut and Craig only had upto 33mm if I remember right.
So a call was made to one of Craig's mechanic friends and we went to the shop to lock up and then took a trip to pick the truck sized socket and bar up. Then made our way back to the garage so we could get cracking on the driveshaft removal and and replacing.

We pretty much followed the Haynes manual for this part which was harder in itself as I was flicking between 2 or 3 sections to be able to work out what was required just to get the driveshaft out. The hub nut was removed with the large persuasion bar and 36mm socket once that was off we removed the bottom split pin on the nut just under the main arm (sorry about my descriptions I'm no mechanic as you'll have guessed by now *laughs*) and then removed the 2 nuts holding the bottom ball joint in place. Craig then went to the local motor factors to get a ball joint splitter as we couldn't do it any other way. Whilst he was out got some wire that craig had dug out so that i could wire up the oil pressure gauge. I hadn't really got started before Craig got back with the splitter and we got it split from where it located. We then removed as per Haynes instructions the anti roll bar bolt and swung it out of place (which we later had problems with later on) I then pulled on the brake disk outward and the driveshaft popped out from the hub. Craig then pulled the hub to one side and secured it out of the way whilst we messed with the driveshaft removal. According to the Haynes manual it should have taken a little bit of effort to be able to remove the driveshaft from the gearbox using a flat blade screwdriver or prise bar to overcome the cir clip in the gearbox end. Try as we might we just couldn't get it to budge then Craig got another flat blade screwdriver whilst I had mine in position and we both put pressure on a hay presto it started to move a bit at a time and in no time the driveshaft was removed. We quickly got the other driveshaft which comparing the two there was a discernible difference as the replacement wasn't hanging apart like the old one was. Enough talking about the difference there was no time to waste as the gearbox oil was dribbling out of the gearbox so the new shaft was awkwardly moved into place with another of the 3 pair of hands required movements to getting into place. Once the splines were lined up with the gearbox end it was time to tap and push it into place until the gap was tiny. I wiped up any of the fluid that had leaked to check to make sure it wasn't leaking much and it was good although there was still a little leak. That was solved when we then put the hub end into place with its spline and that put a bit more pressure on the gearbox end and the tiny gap totally disappeared and the little drip of gearbox oil stopped.

We then started refitting the bottom ball joint which was in good order so we refitted it. And then onto the ARB. I wish I knew what kind of a ball ache the next few hours were going to be trying to get the ARB back into place. We first thought it was going to be easy but when we tried to get it lined up it was out by 1/2 inch so that we couldn't get the bolt into the hole of the arm. We messed about with it for about an hour I even tried ringing Andy (Pucc) and Graeme (GBS100) but neither could work out how to sort it. Andy said the time he'd done it he had no problems and even looking in the Haynes manual and on google we couldn't find an answer so by this time it was 1620hrs so we gave up for the day and went back to Craig's for dinner and a rethink. This then left us with a right nightmare of work to be carried out as quick as possible today as I promised my wife that I'd be back for seeing the kids to bed on Christmas Eve, the work included refitting the ARB, fitting the new sump gasket and sump and then fitting the new oil filter and refilling with oil, refitting the oil return pipe,exhaust, starting the engine and testing the brakes as well as adjusting the handbrake and also finishing off wiring up the oil pressure gauge wiring. A daunting task for today's work lay ahead and that probably explains why it took me longer to get to sleep that night.

So this is the final part of this epic update. I can all hear you sighing with relief.

Today started with an 8am start at the unit and enroute Craig ordered an oil filter and some gasket sealant.

When we got to the unit first order of business was to tackle the ARB and refit the sump/gasket so that whilst Craig was busy at his normal day job I could carry on refitting the bits we'd had to take off to be able to remove the sump.

After a bit of swearing and Craig threatening again to set fire to the car again as it was doing his head in we had a stroke of luck whilst trying to refit the bar one of the bushes separated and that gave us enough room to be able to get the bolt back in place. Once we had got the bolt in place we fitted the nuts and that brought the bush back together. With that finally done we moved to fitting the gasket and sump.

Craig had bought a sump gasket that we tried on the sump and there was a difference as the original had locating bits built into the gasket which the new gasket didn't have. We tried it on the engine but we couldn't get it to line up and sit correctly so we ended up going back to the original gasket which came off in pretty good condition when we took it off so I cleaned it up and Craig put some gasket sealant onto the face of the sump where the gasket was going and once it had a few minutes I laid the gasket on top and then we refitted the sump in place and Craig put a few bolts in place to hold it in place whilst the rest of the bolts could be refitted in place. When that was done Craig went to the shop and I started doing up the rest of the nuts and refitting the cross member, oil return pipe and the various bolts and brackets as well as the front bottom engine mount.

When Craig got back from closing up it was down to fitting the new oil filter that had arrived whilst he was out and also refilling the oil. And once that was done I had sorted out the wire needed to go from the new oil pressure gauge to the new sender and I fed it through the bulk head and to the new sender. I plugged in the wire and then tried to work out where to tie wrap the wire so that it didn't obstruct anything in the engine bay. Craig helped and I went inside the car to attach the wire to the gauges wiring. When I'd finished it was finally time for the first start of the engine since the oil was dropped out.

The car was fired up and ran nicely although Craig said that it was a good job I wasn't going to an mot as there was a bit of cold start smoke coming from the exhaust. I thought it to be normal til it had warmed up and that it had been stood cold in the unit for 2 days. He also noticed that the water reservoir was squirting water/ coolant around the bottle. I thought it normal but will be something I'll look into soon. Once that was done we refitted the front wheel on the drivers side and then dropped the car to the ground so I could sort out the handbrake setting up. I did as the instruction said to press the pedal until it was hard and then adjusted the cable for the handbrake and then had Craig try to push the car back and forth until the braking level was to the correct level.

Craig had a visitor that he went out for 10 minutes so whilst he was there I checked the floor for any leaks and to my dismay there were a few marks of fresh oil on the floor so I lifted the car back up on the lift and took a torch to where the drops looked as if they came from. I ran the car again whilst on the lift and again looked with the torch and it appeared that the oil was coming from the oil return pipe and the sump nuts. I got the relevant sockets and it was a bolt I'd put on on the oil return pipe that I hadn't put on to the right tightness and also tightened up the sump nut and then I wiped both locations and waited with the torch to see if it had worked. Success it had stopped the leak.

When Craig got back we moved Craig's car in front of the doors outside and I pulled the Ti out of the garage for the first time in 2 days. It sounded nice and was running well and no knocking or grinding coming from the front of the car from the driveshaft so success all round. I parked the car up and then went to help Craig tidy up the tools and sort some rubbish out in the unit and then once done it was time to head home. We said our goodbyes and I headed off home.

One thing I did notice was that even though I wasn't driving the car hard it got some mental torque steer in 2nd gear and the power for some reason seemed more responsive than before.

I'm thinking my next work to do is to replace the ARB bushes as well as the bushes located on Rimmers site numbered 2,5,6,7,8,9 http://www.rimmerbros.co.uk/Item--i-GRID003764 in polybush if I can find the ones I need for the Ti.

[RoverRevival]

In the meantime Craig had a look for the socket large enough to be able to remove the hub nut on the front wheel and shock and horror Craig didn't have one as it was a 36mm nut and Craig only had upto 33mm if I remember right.

Was 36mm and i have one now

[harkins77]

Hi guys sorry for the lack of updates on the Ti but there's been a few things going on in my life since I was last here so I'll give you a brief update on what's happened since my last visit.

The good news is the Rover ownership is still alive and kicking.

Leaving off from where I left it I did end up replacing the front ARB bar bushes as well as the drop link bushes on the front suspension.

I've also fitted new discs and pads all round as well as replacing the drivers side outer shaft and I've replaced the boot spoiler with another one with better paint quality finish as well as a replacement bonnet because of lacquer peel on the original bonnet and I've also replaced the boot lid as well when replacing the spoiler as the original boot lid had a small dent in it from before I'd got the car. I've still to find a replacement rear bumper in the same colour due to the damage that was already on the bumper but the bodywork issues are not my current issue as I've been busy doing other more fun bits to the car which I will explain shortly.

Here's a pic of the new spoiler fitted prior to POL this year.


Now the fun bits.

First a bit of bling which was organised by fatdave which is the cam cover breather.


Next is a lovely bit of kit from a member off Rovertech which I got for a reasonable price and after sourcing some of the adapter bits needed to fit it. Ok it's a t28 hybrid turbo. I was going to hold off fitting it until after I had an intercooler fitted but after being offered this

a ford escort RS turbo aftermarket intercooler which I'd been told would fit.

Needless to say fitting of the intercooler didn't go to plan and seeing as me and a mate had the front end taken apart we thought it would be a shame not to fit the turbo and then try and work out another way of fitting the I/c. We did however remove all the pipe work relating to the air conditioning system as this would prevent fitting the intercooler without making major modifications.

But anyway here's a pic of the turbo in the process of being fitted.
This being a comparison pic - old t25 turbo.


And now the huge and shiney t28


As it said earlier I replaced the brake discs and pads at the front and also whilst I was at it and had the calipers off I decided to give them a bit of a freshen up.

I did however have to replace the n/s caliper due to to the bleeding nut rounding off so I had to do another repaint job after sourcing a replacement caliper from a breakers yard.

Right now back to the intercooler which has taken the best part of 4 months to get around to fitting due to me being made unemployed and then finding work driving class 1 HGV lorries for a local haulage firm after completing the necessary training and passing the test.

I got help from a local rover owner who helped finally fit the intercooler this weekend just gone after I was involved in an accident at work and broken bones in both hands and have been told I can't drive for 4-6 weeks so after a few weeks and getting my cast off me most injured hand and starting to regain some movement I enlisted the help to get it done with me not needing the car for a while I thought it would be the best time to do it just in case any problems arose.

The front end was taken apart again and the new intercooler was fitted in a few hours with his help.

I have ran into a few problems which need sorting before the car can be ran but I'm working on the problem as we speak. Mainly it's down to the hoses that need replacing. The easiest one to fix is the turbo to intercooler which I have the pipes I just need the joiner pipe which I've ordered and should be here in a few days. The main problem is the throttle body to intercooler pipe work as the original pipe is routing the wrong away to be able to get it to fit without cutting the getting rarer oem boost pipe which is don't really want to cut.

It means having to make up a custom pipe work of which I think I've got saved in my watched list on eBay but the cost of making it is making my eyes water just thinking about it.

And that is it for an abridged update of how far I've got so far with the car.