A cage is overkill for road use, besides if you go for an exposed cage you should always wear a helmet.
"I'm not going to mod it"
- Thread starter DreXeL
- Start date
A cage is overkill for road use, besides if you go for an exposed cage you should always wear a helmet.
But once he sorts the suspension with aftermarket parts - there's no need in having got the Type-R (other than what it says on the V5C) because he'd have swapped out pretty much everything anyway.
The differences between his one and a Type-R aren't as much as the differences between a 530i and an M5.
The differences between his one and a Type-R aren't as much as the differences between a 530i and an M5.
Hate to say it but I'd probably agree with Fox depending on how much spare cash you have to play with. Although if you're loving the 'teg is there any point changing it for type r? Or a dc5?
DC5 is out of the question, if had that kind of money I wouldn't hesitate. Yeah, I could sell mine and buy a mint Type-R, but what's the point? There isn't a huge amount of difference between my car and a Type-R, and seeing as I'll be modding it, it makes the differences even more irrelevent.
If my car was an old shed that needed thousands spent to tidy it up I would agree, but it honestly only needs some paintwork and some bits of rubber/plastic window trim to make it pretty much mint, there really isn't a lot wrong with the car.
[TW]Fox;10290872 said:
No, it's not. The SiR and the Type-R are much closer than your car and an M5.
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![[TW]Fox](/data/man-of-honor/2009.png){kind=avatar}
Whats different? Engine, Seats, Suspension?
Get a DC5. Get a DC5. Get a DC5. Get a DC5.
The spec:
B18c
LSD BOX
Polished head
2 Skims to head (raise compression)
1 Skim to block (raise compression)
Skunk 2 stage 3 cams
KMS retainers
KMS valves (Valves Re-adjusted to work with high spec cams)
KMS springs
Top line Oil pump
Top line Water pump
OEM Head bolts
OEM headgasket
All other gaskets OEM replaced
Skunk 2 pro series inlet manifold
Spoon pistons 11.6.1
Tuning Worx clutch (capable for 350BHP)
Aftermarket fuel rail
After market fuel regulator
10,000 rpm was just a figure I am bandying about to get the 'monster N/A' point across, I'm fully aware that this spec may not be good for 10k
I'd love to, I'd love to, I'd love to. But I don't have that kind of money to spend
B18c
LSD BOX
Polished head
2 Skims to head (raise compression)
1 Skim to block (raise compression)
Skunk 2 stage 3 cams
KMS retainers
KMS valves (Valves Re-adjusted to work with high spec cams)
KMS springs
Top line Oil pump
Top line Water pump
OEM Head bolts
OEM headgasket
All other gaskets OEM replaced
Skunk 2 pro series inlet manifold
Spoon pistons 11.6.1
Tuning Worx clutch (capable for 350BHP)
Aftermarket fuel rail
After market fuel regulator
10,000 rpm was just a figure I am bandying about to get the 'monster N/A' point across, I'm fully aware that this spec may not be good for 10k
[TW]Fox;10290952 said:
I'd love to, I'd love to, I'd love to. But I don't have that kind of money to spend
[TW]Fox;10290762 said:
Perfect standard examples are more desirable as perfect standard examples, in terms on monetary value and to have 'as is'. I'd say it was more satisfying to take a dog a of a car and make it into something better than standard. It's more work I suppose, but much more satisfying.
All we're talking about here is minor bodywork in this case anyway!
This thread reminds me of Initial D. "11k RPM is the sweep spot son. TAKUMAAAAIII!!!"
I was contemplating buying a 5-6k DC2 Type-R for cheaper repayments over my 10k CTR. I love my CTR though
Anyway, what reliability issues are there? Has this engine had cam and other type of internal work? 240bhp is achievable quite easily without major internal work I would have thought?
Power is nothing without control
Not to mention a 10,000rpm NA screamer:
a) Going to cost as much as the car is worth.
b) Going to be pants in the real world.
c) Not going to be bullet-proof.
With an SiR if you want 250bhp you stick a turbo on it, they take it really well unlike the Type-R.
Not to mention a 10,000rpm NA screamer:
a) Going to cost as much as the car is worth.
b) Going to be pants in the real world.
c) Not going to be bullet-proof.
With an SiR if you want 250bhp you stick a turbo on it, they take it really well unlike the Type-R.
The all important question - how much for the new engine?
/EDIT
Depending on the answer to my above question, i'd go supercharger if the money is similar. Would moreso retain the characteristics of the engine whilst increasing overall output.
/EDIT
Power is nothing without control
Not to mention a 10,000rpm NA screamer:
a) Going to cost as much as the car is worth.
b) Going to be pants in the real world.
c) Not going to be bullet-proof.
With an SiR if you want 250bhp you stick a turbo on it, they take it really well unlike the Type-R.
Depending on the answer to my above question, i'd go supercharger if the money is similar. Would moreso retain the characteristics of the engine whilst increasing overall output.
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2800, plus obviously I'd need to add mapping etc on to that. The guy has 5k of reciepts for the build.
As for going down the forced induction route, yes the thought has crossed my mind, especially as my engine is more suited to it. But I can't help but find the idea of an N/A screamer very appealing.
Stage 3 cams will just make you look like a driving n00b every time you try and park in Tescos
Good thing the 'teg is never used for trips to Tesco then
drex,
I've got a BMI DVD on the SiR and Type R Differences, and I was under the impression there were quite a few...
HOWEVER...
by the sounds of it your planning on swapping most of the stuff out...
Sounds like that engine could be awesome aswell.... why not eh?
I've got a BMI DVD on the SiR and Type R Differences, and I was under the impression there were quite a few...
HOWEVER...
by the sounds of it your planning on swapping most of the stuff out...
Sounds like that engine could be awesome aswell.... why not eh?
Soldato
- Joined
- 18 Oct 2002
- Posts
- 4,457
- Location
- between Blandford Street and Mars
The spec:
B18c
LSD BOX
Polished head
2 Skims to head (raise compression)
1 Skim to block (raise compression)
Skunk 2 stage 3 cams
KMS retainers
KMS valves (Valves Re-adjusted to work with high spec cams)
KMS springs
Top line Oil pump
Top line Water pump
OEM Head bolts
OEM headgasket
All other gaskets OEM replaced
Skunk 2 pro series inlet manifold
Spoon pistons 11.6.1
Tuning Worx clutch (capable for 350BHP)
Aftermarket fuel rail
After market fuel regulator
10,000 rpm was just a figure I am bandying about to get the 'monster N/A' point across, I'm fully aware that this spec may not be good for 10k
I'd say get the coilovers, etc. and forget the engine... but that does sound tastier than Avril Lavigne* dipped in chocolate
*insert own choice of hot totty here
There are a fair few differences in the overall spec, but the figures and real-world performance difference isn't huge. Indeed, my car makes more on a R/R than a stock UK Type-R
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Associate
- Joined
- 6 Feb 2006
- Posts
- 1,748
- Location
- Glasgow
I was under the impression the car was a track weapon.
Found the sellers post on itr-dc2.com
The first question is why spend 5k on a rebuild then go for a k20 conversion? Sounds like he was disappointed with the outcome of the mods to me...
And be 250bhp claims without even a dyno to back it up...
Not entirely convinced, it has to be said.
The first question is why spend 5k on a rebuild then go for a k20 conversion? Sounds like he was disappointed with the outcome of the mods to me...
And be 250bhp claims without even a dyno to back it up...
Not entirely convinced, it has to be said.
Well, more of a 'toy' that sees some tracktime than an out-and-out track weapon.