Fitting from the secondary cats, the system is manufacturered in 70mm diameter stainless steel, TUV/EC approved and includes quad 5-inch angled tailpipes to complement the GT-R in both looks and sound departments.

Secondary cat-replacement pipes are also available which can be fitted together with the system as a complete primary cat-back system. However, both the system and cat replacement pipes can be fitted independently to the factory components.

The system (secondary cats back) is priced at £1273.00+VAT and the secondary cat replacement pipes are £357+VAT.

We have just finished adding the 2009/2010 Scorpion Exhaust full list to our site,

Theres quite a few new additions to the Scorpion Exhaust Systems like the un-resonated system for the Astra VXR and the 2008> Impreza STI.

We’ve reduced prices on many of the items aswell, for example the BMW E36 M3 Scorpion Exhaust is now just £317.35

Click the link to see a comprehensive range of Scorpion Back Boxes

Latest News  

We have changed this website slightly, we have now divided the company into two different sections. This website will be Car Accessories, Styling, Alloy Wheels & Body Kits with some Track day and Fast Road parts. All the Motorsport, Track Day & Drifting parts have now been put into their own dedicated website www.southwestmotorsport.com. We specialise in high performance parts for Fast Road, Race and Motorsport cars and our parts include exhausts, air filters, suspension, tuning and styling. Over the past 10 years we have experienced massive changes in product quality, prices and performance gains and we have always been actively looking for ways to offer our customers the best parts at the lowest possible prices. Our new website is packed full of the very latest of high end Motorsport Parts and technically advanced electrical systems to push your vehicle to its limits, whether its a Road, Race or Track car South West Motorsport can supply your parts TODAY……We are very excited to announce that our new body kit shop has just been finished and uploaded, there are hundreds of exciting new products available. We have teamed up with body kit giant Carzone Specials and are convinced that the best material to produce tuning orientated car body kits is GRP (Glass fibre Reinforced Plastic) due to its high strength and light weight. Every Carzone body kit is handcrafted making use of the best materials from the world’s leading suppliers, benefiting from their knowledge and thereby constantly improving our products in search of perfection.
 

Scorpion Exhausts	Powertec Induction Kits and Air Filters	Fire Extinguishers	Brembo Brakes

            Alloy Wheels

Air filters

For diesel-engine models fitting a panel filter has great benefits for both performance and money saving, with the entire range covered with the addition of Pipercross’s new PP1711 panel filter.

Braking

Improve braking on all E90/91/92 chassis models by fitting Goodridge braided brake lines. Often overlooked, this modification is essential to those looking to get the best performance from their cars. Goodridge brakelines cover all models including the M3.

Remus

When it comes to the exhaust, you’re really spoiled for choice with Remus! Each model has a number of tailpipe options, some with Powersound rear silencers to give the customer the biggest choice available coupled with amazing build quality and TUV approval.

V-Maxx
If you’re looking to improve the ride height and handling of your E90, E91 or E92 then V-Maxx now have the answer in the shape of their award-winning coilover range.

We have a classic shape impreza GC8 import as a works car and although the Impreza gives an awesome sound track we wanted that little bit more out of it. Anti lag was the answer, in order to have an ALS on your car it has to be mapped into a programmable ecu so a few grand later our car was fitted out with a Simtek Ecu, larger injectors and a by-passed air flow sensor and a larger turbo. We have anti lag and launch control installed aswell just to give that wrc feel which is a standard option for the simtek so is a relatively simple task for the mapper to set up. Although we have the same set up as the subaru wrc we have had the anti lag set up on a mild setting to preserve the life of the turbo this is wired through a switch to turn it on and off. To give an idea on what our car sounds like and most other anti lag systems for that matter check out this vid of a subaru impreza using the anti lag properly.

The write up below will explain in detail all about anti lag.

ALS was first used in the early days of turbocharged cars in Formula One racing till mid to late 1980s, until fuel restrictions made its use unsuitable. Later it became a common feature in rally cars because of the increased turbo lag from the mandated restrictors at the turbocharger inlet. Due to the pressure drop across the restriction, the pressure ratio for a given boost level is much higher and the turbocharger must spin much faster to produce the same boost as when the engine operates without restriction. This increases turbo lag significantly compared to unrestricted turbochargers.

An ALS requires an air bypass, generally done in one of two ways. The first method is to use a throttle air bypass; this may be an external bypass valve or a solenoid valve which opens the throttle 12-20 degrees. This allows air to bypass the closed throttle and to reach the engine. The second method is to use a bypass valve which feeds charge air directly to the exhaust manifold.

Retarding ignition

The throttle bypass/throttle solenoid system is combined with ignition retardation and slight fuel enrichment (mainly to provide cooling), typically ignition occurs at 35-45° ATDC. This late ignition causes very little expansion of the gas in the cylinder; hence the pressure and temperature will still be very high when the exhaust valve opens. At the same time, the amount of torque delivered to the crankshaft will be very small (just enough to keep the engine running). The higher exhaust pressure and temperature combined with the increased mass flow is enough to keep the turbocharger spinning at high speed thus reducing lag. When the throttle is opened up again the ignition and fuel injection goes back to normal operation. Since many engine components are exposed to very high temperatures during ALS operation and also high pressure pulses, this kind of system is very hard on the engine and turbocharger. For the latter not only the high temperatures are a problem but also the uncontrolled turbo speeds which can quickly destroy the turbocharger. In most applications the ALS is automatically shut down when the coolant reaches a temperature of 110-115°C to prevent overheating.

Inlet bypass

An ALS system working with a bypass valve which feeds air directly to the exhaust system can be made more refined than the system described above. Some of the earliest systems of this type were used by Ferrari in F1. Another well-known application of this type of anti-lag system was in the WRC version of the 1995 Mitsubishi Lancer Evolution III and Toyota Celica GT-Four (ST-205). Four brass tubes fed air from the turbocharger’s Compressor Bypass Valve (CBV) to each of the exhaust manifold tracts, in order to provide the necessary air for the combustion of the fuel. The system was controlled by two pressure valves, operated by the ECU. Besides the racing version, the hardware of the anti-lag system was also installed in the 2500 “Group A homologation base WRC method car” street legal Celica GT-Fours. However, in these cars the system was disabled and inactive. The tubes and valves were only present for homologation reasons.

Usage

Today’s WRC cars also use anti-lag systems which feed air directly to the exhaust system. The reason is that these systems are more refined, more effective with advanced computer control, and also quieter. Today this kind of system has reached such a refinement that it’s even possible to use the system in a road car. A recent example is the Prodrive P2 prototype. The system works by bypassing charge air directly to the exhaust manifold which acts as a combustor when fuel rich exhaust from the engine meets up with the fresh air from the bypass. This will provide a continuous combustion limited to the exhaust manifold which significantly reduces the heat and pressure loads on the engine and turbocharger. With the latest anti-lag systems the bypass valve can not only be opened or closed but it can actually control the flow of air to the exhaust manifold very accurately. The turbocharger is fitted with a turbo speed sensor and the engine management system has a map based on throttle position and car speed which is used to find a suitable turbocharger speed and boost pressure for every condition. When the engine alone can’t provide enough exhaust energy to reach the turbo speed/boost demanded by the management system, the bypass valve opens and exhaust manifold combustion begins. This not only reduces turbo lag, but it also allows boost to be produced at very low engine speeds where boost was previously limited by compressor surge or exhaust energy. With relatively high boost at low speeds, this makes the low end torque superior even to large naturally aspirated engines. The system is quite loud and is banned on some rallies because of the noise it produces.