Thanks for the info.

Mandalay...
When are you going to start selling a bolt on supercharger kit for NA mr2s :D

Dont think that will happen.
 
But if anyone ever wants a bracket made no worries ill point them to the right direction

Few more parts

The other knuckle



Pair of hubs, gee they look good new



And to round up the big parts for the conversion to the E153 a pair of new shifter cables



Waiting on the CRW upgrade to the CV joints and bushings for the cables and lots of nuts and bolts.

In the meantime the spare engine is being mated to the E153 to start working out the intercooler and checking the bracket for alignment.
Crazy wet weather already here but regardless wont be dropping the engine for another 3 months as i still want to drive my car on those few sunny days

So since im upgrading the power the Intercooler set up is also being looked at.

The water pump i have after talking to board members and expert Intercooler builders have all said to get big lines and a bigger pump.
Well the pipes are a no go as im not doing them again but i will change a few things .
Firstly the water pump.
The Bosch pump is going to be replaced with a mother of a pump the Johnson CM90
Its nearly double the size with triple the flow.
Compared to the pump that Rogue sells with their water set up its a Giant !



My IAT's are low being a SC which is great one of the things over a Turbo but i want to get it as close to ambient as possible and to improve recovery

Few more goodies thanks to Josh CRW :) Clevis  for the clutch and the bearings for the shifter cables

Rewinding back 10 pages and you saw the ID1000's .





Well CRW got me the 16 mm rubber gaskets for them with a few to spare. Makes a nice tight fit :)

More parts from CRW . Great kit and complete. Anyone would think im building a 700 Hp engine :)

CV upgrade. Thanks josh.

Well the shop put the E153 on the bench and put a few bolts to bolt up the spare engine.
Sorry for the fuzzy shot. Put the bearing bracket for the axle to make sure it clears the bracket. All ok , the CV is about 15 mm from it.

MANDALAY
My IAT's are low being a SC which is great one of the things over a Turbo but i want to get it as close to ambient as possible and to improve recovery 

You've mentioned your low intake temps a few times as compared to turbos, implying that the Rotrex heats the air less.  In fact the opposite is true, and I'd suspect your low intake temps are testament to the effectiveness of your intercooling system.
 
It is a known physical property of gases that an increase of pressure results in an increase of temperature in the absence of any other energy transfer.  This is known as an adiabatic process and can be approximated with the ideal gas laws.  It doesn't matter how the pressure is raised, if no further heat energy is added the final temperature is the same.
 
The other significant factor affecting the final gas temperature is the compressor efficiency.  Centrifugal compressors by their nature have a rotational speed range where their efficiency peaks, and the highest absolute peak efficiency is achieved in designs where this speed range is narrow.  The Rotrex compressor must provide usable efficiency over a wide range of compressor speeds, dictating that its efficiency island is wide but not terribly high.  Therefore its peak efficiency cannot by its nature match a turbo which can be optimised for the narrow speed range that the wastegate regulates it to.  It should be noted that a centrifugal compressor's pressure ratio is loosely proportional to its shaft speed, regardless of actual flow rate.  For example, on a given engine/turbo configuration, the turbo might be doing 90K RPM at 12 PSI boost and 3000 engine RPM, but at 6500 engine RPM with double the air flow but the same 12PSI, the turbo would only have raised to maybe 105K RPM.
 
So the net temperature rise through the compressor is defined as the product of compressor efficiency and adiabatic thermal effect.  The former is lower in a turbo due to its higher peak efficiency and its ability to operate within that narrow efficiency range, the latter is an unchangeable physical property identical between the Rotrex and turbo.  It therefore makes sense that the Rotrex producing the same boost as an equally well matched turbo will have a higher compressor outlet temperature.