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Go Back   Madabout Kitcars Forum > Mad Build Area > Marlin 5exi builds

Marlin 5exi builds Calling all you sexi builders....sorry 5exi builders, show us your progress.

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  #1  
Old 20th December 2017, 20:05
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gw302 gw302 is offline
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Default Rebuild & engine conversion

I have been very remiss in getting involved on the forum - this is my second post and I've had a my 5exi for 7 years now :S I wanted to post as I'm embarking on a new project - clearly I didn't have enough fun building her the first time around so I thought I would have another go! My chassis had sadly started to rust - pictures before and after attached - (powder coat peeling on road accessible surfaces) so I've stripped the car, shot-blasted, hot zinc sprayed & powder coated which hopefully will future-proof it for a while! I'm also taking the opportunity to switch the engine from 125bhp (AGN) to 225bhp (BAM - written off TT Quattro @ 66k ) - I hope I haven't underestimated the amount of effort this will all take, and how much more rapid the car will be when re-assembled!
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Old 20th December 2017, 22:07
Leadfoot Leadfoot is offline
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Good luck with that! :-)

Just coming to the end of a rebuild myself. Nearly 2yrs now. No engine swap though..!
I've posted mainly on the MOC site as I didn't find out about Madabout until sometime afterward.
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Old 27th December 2017, 10:10
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Hi and welcome

One of the decsions you are going to need to make, going from a non turbo. What type of air induction. Chargecooler or intercooler. After market ECU or recoded VAG.
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Old 28th December 2017, 21:10
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Well done re re-build, I have my fingers crossed that I'll get it up and running in the next 6 months or so although it's probably wishful thinking...

In terms of those decisions, any advice of what works will be greatly appreciated! Given it's mid-engined and I don't wish to run boost pipes all the way to the intercooler bracket in the front I was planning on using a chargecooler and piping to a second front radiator- unless there is sufficient airflow in the back to cool sufficiently (modify the bodywork to increase airflow)? For air induction I was planning on keeping my current conical K&N air fliter (unless I've misunderstood your question...)

The wiring is going to be complicated - I currently have a recoded VAG ECU but I've just discovered the new ECU from my turbo donor car is different. If I go the recode VAG route I imagine it would be more sensible to keep the ECU that is paired to the engine and swap all the connections on the car side loom to the new ECU socket, then recode the ECU. I don't know anything about aftermarket ECUs - I imagine you get more control over the software but I don't know how easy it would be to wire up.
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Old 12th February 2018, 23:52
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Sorry for the lack of a response.

Quote:
Originally Posted by gw302 View Post
In terms of those decisions, any advice of what works will be greatly appreciated! Given it's mid-engined and I don't wish to run boost pipes all the way to the intercooler bracket in the front I was planning on using a chargecooler and piping to a second front radiator- unless there is sufficient airflow in the back to cool sufficiently (modify the bodywork to increase airflow)? For air induction I was planning on keeping my current conical K&N air fliter (unless I've misunderstood your question...)
Yes, I went the charge cooler route. I went for the cheap mustang chargecooler from ebay which sits just behind the engine on the rear firewall. But in my experience, is not a very efficient charge cooler going by inlet temps. Not a cheap route but got most of the bits (excluding piping) from below. I would spec the chargecooler for more power than you are planning at present 300+ is quite easy to achieve on standard internals.
www.chargecooler.co.uk/

Quote:
Originally Posted by gw302 View Post
The wiring is going to be complicated - I currently have a recoded VAG ECU but I've just discovered the new ECU from my turbo donor car is different. If I go the recode VAG route I imagine it would be more sensible to keep the ECU that is paired to the engine and swap all the connections on the car side loom to the new ECU socket, then recode the ECU. I don't know anything about aftermarket ECUs - I imagine you get more control over the software but I don't know how easy it would be to wire up.
5EXI VAG owners have gone all sorts of different routes. Depending on there choice. Some have completed the own complete wiring looms. I just used the original 5EXI loom (Rover) and tapped into that with the Rover dials. Only extra for conversion I needed, was a different temperature sender to work with Rover dials. Which is just a screw in to the engine.
Aftermarket ECU will be no different wiring wise to a VAG ECU. Still need to match wire for wire where to connect up.

At this stage, you have a big discussion to make. The cost and work involved in the future, will depend on it. Stay standard'ish power or breaking the 300 barrier in the future. Wiring in standard, then have to rewire for aftermarket, redo piping for turbo etc for more power.
If over 300+, I would recommend the aftermarket ECU route. Bigger injectors, turbo, etc. Have more control for mapping (Also another cost consideration). Also very easy to data log and diagnose from ECU.

Hope that helps.
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