-Totenkopf-
1.8L but supercharged. 

For how long........?

Good question, I think it may be the SC setup (or could be the DBW) that is already giving me the ****s.  Its a large blower, too large for the engine really and the inlet tract is long.  Most fitment of these blowers mount direct on the manifold and dont have an IC.  These have an IC and associated pipework etc and the TB is mounted pre supercharger.  At the moment when you lift off the throttle and depress the clutch to change gears revs don't drop for quite a period, I dunno, at a guess, probably a second or so before revs start to decrease.  This is epicly annoying, makes it sound like you don't get off the throttle between gears and is likely working the synchros harder then is necessary.  Its either the DBW being gay, or, it could also be due to the large pressurized inlet tract that must allow air to flow somewhere (into the engine, ecus still seeing manifold pressure so keeps feeding it fuel, revs are sustained until air is consumed from the inlet tract).
 
Annoying as hell, biggest gripe with this car.

In terms of drivability, the post-throttle superchargers make tuning the ECUs on the SSC Lotus cars more difficult, I know this for a fact! It takes a significant amount of time for the engine to consume the post-throttle air when the TB closes, which basically adds a few complications which don't usually exist.

The back roads from North to Orange are still ' ordinary' but the road highway is good and the road from Oberon to Goulburn is good.
Towing the car sounds like a good idea. Less chance of getting booked!

Awesome! Congrats.

robk
In terms of drivability, the post-throttle superchargers make tuning the ECUs on the SSC Lotus cars more difficult, I know this for a fact! It takes a significant amount of time for the engine to consume the post-throttle air when the TB closes, which basically adds a few complications which don't usually exist.

Any ideas for some workarounds rob or things I can try considering this thing has an adaptronic ecu essentially.  I don't see why the throttle body couldn't be moved post charger on the manifold and then vacuum line for the supercharger bypass (SC is always spinning so it bypasses air when there is a vacuum on the inlet side of the charger caused by a closed throttle butterfly, essentially allowing the SC to freewheel and consume little power) sourced post TB from the manifold, though I am no SC expert.  If there is an ECU work around that can improve the situation this would be much better though I cant think of much thats reliable.  Maybe at revs above 2000rpm with the clutch depressed (assuming there is a clutch switch, else fit one) you could apply ignition cut so that the engine isn't still trying to produce power when you go to shift gears.  
 
Obviously it would be good for me to confirm it is actually the supercharger causing the issue and not something to do with DBW throttle.  Hopefully there is some logging functionality in the ECU so I can log throttle percentages vs boost pressure and see if pressure remains after throttle is removed.

Jay, was going to try meet up and say hi but didn't have your phone number, and my GF was at her wits end with the experience so was very disgruntled and just wanted to go home, haha.

One of these took itself out in a big way in the Royal National Park at Audley yesterday.
 
How do you find the feel of the cornering compared to the SW in the short time you have had it?

Haha! Fair enough mate, next time.

Yeah hard to say Dudeman, haven't really experimented with the full cornering effect, went for a quick drive with 5SGTE from these forums this morning which is probably the quickest corner work I've done.  I don't think its a terribly fair comparison as R compound tyres are fitted to this thing.  In essence they feel very similar in the handling dynamics department, they have very similar weight distributions so that isn't too suprising.  Light throttle too early in the corner tends to bring on mild understeer and I am assuming (but haven't ventured so far as to find out) that too much application too early would lead to oversteer, similar to what I had always found with the MR2.  The MR2 had  basically twice as much power so in a straight line and from highway speeds it certainly pulled alot harder, but from a standstill due to the traction of this thing and the low weight I think a sprint to 100km/hr would be pretty similar.  The MR2 used to break traction in first and second gears and even third if the tyres were stone cold and actually felt quicker from a standstill with the boost dialled back a bit such that it didn't spin the tyres as much.  The brakes FEEL alot more effective in this thing, maybe its just because the pedal is a little more sensitive though, but you don't have to get on the brakes too hard to really feel like your pulling up in a hurry.
 
Think the spring rates in this exige are 550lbs/" front and 700lbs/" rear, so rather stiff.  Stiffer then what I had in my MR2 and the car weighs approx 350kg less.  Turning at slow speeds is very heavy as its a manual rack, anything over 40km/hr feels good though.