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.

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?

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.

Generally they are open differential unless optioned up.  Being a Cup 260 variant this comes with a Torsen differential of which make I would only be guessing but I guess a reasonable educated guess would be a Quaife unit, considering both Quaife and Lotus and UK brands.  Not completely sure though, was the C64 ever offered in any toyota cars with a torsen LSD?

Had a look on the forum there already after I noticed a large plenum charger option in the software, looks like this should help with the situation, I'll see if its been enabled on my car soon.  My trusty old laptop is pretty rooted nowadays and have zero battery life or I'd have checked already.

Plenty of laptops down my way if need be.

cogs

-Totenkopf-
Any ideas for some workarounds rob or things I can try

Enabling decel fuel cut should eliminate this problem.  Set the threshold to say 1500RPM, or whatever is needed to recover to a stable idle.  Zero throttle, above 1500RPM = no fuel, revs drop quickly.
 
I tackled a similar issue for a completely different reason - a Fairlady Z that had a prehistoric blow off valve that vented into the inlet manifold.  Essentially it was a pressure actuated throttle bypass, and fuel HAD to be cut to make the car drivable.

Hey cogs, haven't seen your name pop up for a while!
I'd be surprised if decel/over-run fuel cut isn't already enabled in tot's ECU, but if not then yes that could explain it.

Baller!
 
Lost two of the MR2 crew to Lotus this year so far.
 
Oh and Rob who went over to the UK to work with them :)