I've received a number of requests for information about my project. I'll start posting some of it now.
For the rest: I started with a 1990 convertible that had many suspension and engine mods. It ran very well at Summit Point at last Fall's MADS, and I had thought to enjoy it for a few years, then replace the 2-rotor with a 3, when the next engine re-build became necessary. For personal reasons, I decided to skip the "few years" and "go for the gold", right now. I talked with Peter Farrell about it, and he was intrigued with the idea of a 20B convertible. To the best of his knowledge, no one else has made one.
With that as background, I'll discuss what's happening to the car, except for the engine--that'll be Part 2.
First of all, the drive train had to come out. It was agreed that the non-Turbo equipment wouldn't stand up to the increased torque. I've purchased a gearbox, driveshaft, rear end and half-shafts from a TII.
Mitch has fabricated a custom exhaust for the car. If you've seen a PFS cat-back, you've got a good idea of how it looks, though it is a dual system. Since I have to pass Maryland emissions, the system will include a high-flow cat.
Since I already had Tokico Illuminas and springs, Peter didn't think we would need an upgrade there. The stock, front sway bar won't clear the 20B, so Peter has ordered one from a friend of his in New Zealand who has already done a 20B-into-2nd-gen installation. We'll also add an adjustable rear bar, so we can compensate for the change in weight and weight distribution.
A standard PFS boost gauge will be mounted on the A-pillar. I didn't want that, particularly, since I want this car to be a real sleeper :) It's OK, though...I've sort of given up on being a true sleeper, because of the new front end. Peter was thinking that we might have to cut a hole in the hood and add a scoop to get cool air to the intercooler. Neither of us liked that idea, though.
I recalled hearing that Jim Hagerty at Design Energy had a 20B in a 2nd gen, so I called him. He's using a Mode 5 fiberglass nose that allows putting dual oil coolers mounted in front of the front wheels. (Design Energy sells the Mode 5 nose and the dual oil cooler kit.) It's worked for about five years for him, so I figured I'd go with the tried and true (with Peter's concurrence).
Moving the oil cooler out of the centerline provided a space for adequate airflow to the front-mounted intercooler without a hood scoop and without starving the larger radiator which was added to handle the increased heat load. With that, all is ready for the new motor.
In few days, I'll post Part 2 - the Motor. When the car is finished and running, I'll post Part 3 - First Impressions. After the break-in period, I'll try to do a Part 4 - the Numbers, i.e.,0 - 60 and 40 - 70 times, vehicle weight, possibly some GTech data, maybe even a trip to the drag strip =)
Originally, we hoped t have the car done in time for the Spring MADS, April 3, but it doesn't look like we'll make it. (d@mn!) This is one of those things where it should really be done right the first time, so it may take a little longer. I suppose I'll just have to drive my wife's old, slow 3rd gen that weekend ;)
Peter said that we might have it together for display at the Rotary Expo, but it wouldn't be ready to run on the track. I've had several offers from people who said they would drive it down to Summit Point for me, so that I could concentrate on driving the 3rd gen. It's great to know you have friends when you need them.
I think I've covered most of the questions that I can at this point. Someone did want to know about cost. Let me say this about that:
I don't want to talk about it!
All I can say is that there is no other car available with that kind of performance for the price.