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You can still make NA work, the issue is meeting emissions with high specific output. That's why the FA20 is (allegedly) 100bhp/litre but a NA FA24 would be a good chunk less (<90bhp/litre). The Civic Type R is totally different: it's over 300bhp now, which would've needed a big displacement NA engine. So of course they went turbo! The last NA Type R, the FN2, put out 198bhp. Subaru/Toyota aren't planning to increase the power significantly, and a 2.4 putting out ~215bhp is perfectly plausible. Unless Toyota/Subaru wanted more power (which they've shown many times they don't) or a significantly downsized engine, they will increase displacement rather than using a turbo.

There are so many things in that article that I don't agree with. The obvious one is a move to the 2.4l engine. Forget the numbers, it will feel much more flexible in real-world acceleration and pickup. Some people seem to be expecting a Supra for 86 money. Not going to happen. We should be grateful that such a car still exists in this age of anodyne electric bore-fest.

It's not related to fleet CO2 at all. The FA20 barely scrapes through Euro 6 emissions, which restricts the amount of other pollutants but doesn't have any CO2 limit whatsoever. Technically Toyota could emit as much CO2 as they want with the amount of hybrids they sell, and still keep the fleet average low. The issue is the other pollutants. Subaru/Toyota actually had to recalibrate the FA20 (for the MY16) to make it compliant with Euro 6 - and it's the same reason Europe doesn't get the performance upgrades that other markets got on the facelift. They won't get 240bhp out of the FA24 version whilst making it compliant with future emissions standards. Getting 240bhp is easy, meeting emissions requirements is where they'll struggle.

Red manifold is not cheap. And is not the only one repsonsible for slight perf gains, there was also reworked exhaust header, less resistive airfilter and different ecu tune. Speaking about later, imho most gains come from it .. heard that tuned prerestyle & kouki cars reach similar numbers, just that kouki "starts" stock a bit higher. So drop-in aftermarket airfilter + ecu tune imho much better price/performancy & gains investment, then trying to buy and retrofit red alu manifold. Too little gains from $500 part.

I think, exactly this, Toyota are not looking to significantly increase power, the balance is actually right where they want it and to give it a load more power misses the point and USP of what the car is designed to do. It makes sense on a lot of levels too. I am not sure that there will be a 2.0 turbo Supra sold in the UK, but it certainly gives Toyota the option of introducing one, which would be far less likely if the 2.0 Supra and GT86 end up with similar power levels. There is also the GR Yaris, but I would not expect the new GT to have more power than that, so a figure around the 220bhp fits in as one would expect with the rest of the Toyota range.

No UK cars got the red intake manifold as UK cars did not get the revised engine found in other markets like the USA. UK facelift cars also didn't get a few other bits like the shorter final drive found on US cars

The UK and Europe did not get the red aluminium intake manifold, nor the other revisions such as shorter final drive or the 5bhp increase. Ignore the US market stuff, they get lower spec versions in terms of trim. There is no difference between early facelift cars and later ones as far as the UK is concerned. The post facelift cars in the UK did get Alcantara on the dash panels, but it was later on, not in 2017 as the car you used as an example shows. See the example here of a later Blue Edition I reviewed with Alcantara on the dash:

A new GT86 Club Series has been launched and this time it's called the 'Blue Edition', with it's own colour of electric blue. You may remember the other Club Series edition in Solar Orange. That model was solely cosmetic, but whilst you could say the same of the Blue Edition it has an optional extra called the 'Performance Pack'. The interesting thing about the performance pack is what you get for the extra £1460. Richard from RRG Macclesfield invited me down on a sunny day to drive it. How about this for value? In the pack there are 4 piston Brembo calipers up front and two piston Brembo calipers a the rear. The Sachs dampers are revalved to increase their stiffness and gain more focus on handling. There is also some strengthening to the lower arms on the rear suspension and you get a set of different wheels. These are presumably to be able to clear the new bigger brake calipers and bigger discs. When you add up the cost of these extra and very nice parts, it seems like an absolute bargain for the money. The performance pack is only available on the Blue Edition, so could this be the best GT86 you can buy right now? Let's start with the colour, which if you want the performance pack you will have to like. Thankfully it's a lovely colour reminiscent of Porsche Maritime Blue which really is no bad thing at all. I rather like it. There is something just so appealing about a nice set of Brembo calipers on a car. Whilst the standard GT86 brakes are certainly adequate I have found their limits at times on Alpine descents and also on the race track. A big brake kit with greater stopping capacity is hugely confidence inspiring when you are pushing on and let's face it, you'd have it wouldn't you? Here's the fronts and rears respectively: This car supplied by RRG Macclesfield also has the addition of an HKS drop in air filter and a resonated Cobra exhaust. I totally agree with Richard here in that the first thing you should change on this car is the exhaust, the stock one is just way too quiet. When I review a GT86 for RRG Macclesfield I always follow my usual test route, the 'Lauren Triangle'. This takes the A523 out of Macclefield to Boseley, then the A54 up to the top with the downhill route being on the infamous A537 Cat and Fiddle road. Fifteen years ago I used to live in Macc' and this was my test route and practice route when I was racing back then. It's a spectacular drive with a real good variety of corners, compressions and perhaps more importantly a route I know intimately. So what do the changes mean? Well, setting off on the relative cruise in traffic out of Macc' and towards Boseley, the car maintains it's decent ride quality as the standard kouki car. It's a comfortable and more refined place to be than the earlier zenki car which I have. Richard told me that when he got out of a stock 2018 car and into this one that he felt that the car cornered more flattly and was better controlled. When I look for these comparisons it's really tricky as my benchmark is of course my car which I've driven for past 122,000 miles and my car has coilovers, poly bushings and pretty much everything done on the suspension, so a stock car always feels like more of a cooking version in comparison. But, compare I shall. There are no changes to the interior in the Blue Edition, so no orange stitching that you got in the Original Club Series car. After a sedate drive we turn left onto the A54 to Boseley and this is my chance to open the car up, so off we go. As I approach the first tricky set of S- bends I can see that the road is glistening somewhat. Perhaps not ideal when I remind myself I'm on the Primacy HP tyre, I've got the car set to track mode as well to allow me a little more slip, well some is better than none at all! The car inspires confidence and we navigate the first few tricky bends easily, not pushing too hard. This is my first time on the brakes and there is a lovely amount of feel to them. I note that they require a higher pedal pressure than my car running AP 4 piston calipers up front. That's not a bad thing as it allows you to modulate the brake pressure well. Then as we start to climb we inevitably happen upon a seemingly well driven Fiat Panda, though I'm barely trying to be honest. From here we end up behind a tractor for some time and end up in a line of traffic. Sometimes it goes your way, other times it doesn't. Never mind we pull over further up in a lay by to take some pictures and let the traffic go The traffic has gone and I know we are about to give this car a real test. The next section of road is very up and down with some hard compressions with sweeping bends and a good opportunity to push the car a bit harder. As we hit the first series of bends, the car loads up well maintaining it's composure and as the road dips and rises the damping is certainly keeping up with things, I feel confident to push the car harder and it's standard ride height, means I can push the car hard through compressions that would cause my car to be kissing the tarmac. We become briefly airborne over one of the rises, just leaving the tarmac, but the car deals with it no problem. I'm impressed and enjoying myself here. The difference in damping between this car and a standard one, feels for me fairly subtle, but perhaps coming from a car with bespoke dampers and active suspension it was always going to be far less of a difference when comparing to mine. What is important here is that there is some perceived to help to turn in and the damping has no problem dealing with mid corner bumps holding it's line and staying composed. As we rise towards the top of the A54 I notice they've laid new tarmac, time to update my records and I think that I haven't given the brakes much of a test yet, but there is the downhill on the Cat'n'Fiddle to come. We cross the plateau and pass the Cat and Fiddle pub which is still not open. Terrible pub in an iconic location. And so we begin our descent and through the first corner, 'Moisties', named so because it is always damp due to water running across it and then onto the 'Balcony' giving a great view over the Peak District. All the corners on the Cat'n'Fiddle have names. The best thing about this road is how far you can sight ahead and soon we easily pass the traffic in front of us. This car has only done 700 odd miles, so the engine feels a little tight and I'm being a bit easy on it. As we approach the first tight left hander at speed, I'm able to really get on the brakes. The car stops well, no doubt about that, pedal feel is more than my car but it is not difficult to modulate it well. I did find it a little hard to move the rear around under braking on the turn-in but I know that it's easier on my car with more front bias, but the car grips well and I can still neutralise any understeer, leading to the stability control just intervening on the exit with a smidge of opposite lock. This car just eggs you on and really a GT86 is simply made for roads like these. Even better the road is nice and dry for the most part, so I can work the suspension and the balance feels good. I'm aware with stock geommetry settings that more negative camber helps get rid of any understeer, but I think this car is doing a bit better with it's uprated dampers over the standard car. I can feel myself getting into the zone, relishing every heel and toe downchange, loading the car up ready for the next corner, nailing the exit and getting a little bit of oversteer in places. We pull over for a quick breather and more pictures and some five minutes later all the traffic we passed at the top, comes by! A quick glance and oil temperature is around 120C, which shows that you can get it to a fair old temperature if you are working it hard, but it never really seems to go above this at least on the road. The rest of the drive down is spoilt somewhat by traffic, but never mind, we've had a good few clear sections to test the car. This is really a test of the performance pack and it's no surprise that it is absolutely worth having. You'd have to be crazy to order a Blue Edition without ticking the Performance Pack it is just an absolute no brainer. The cost of individually buying the Brembo calipers all round would easily be more than the cost of the performance pack and you get wheels and uprated dampers as well. This car really is the ideal base model if you want to go modifying. My only observation with the brakes and this may relate to comparing them to mine is that I wondered if the pads didn't quite bite as well as mine. I've been mulling this over, but I think it is that mine require less pedal pressure to get them to bite and this could simply be more that I need to acclimatise to this set up. This car also has the improved JBL setup and Richard gave me a demonstration. It is way, way better than the original JBL setup, though seeming to use the same components there has been some retuning. The bass is more prominent and the clarity of sound is much clearer. Again, I have a £3000 pro-install in my car, but the new JBL system starts to look worth the money as the standard sound system is just so poor. I think they should offer the JBL set up as standard really! The spare wheel has gone and you have a sub instead, much like the old setup. I'm not sure whether a spare would fit underneath it, that's something to look into. The gear stick surround now has a leather gaiter which is much nicer than the cheap looking synthetic in earlier cars. My car next to the Blue Edition: In summary, the Performance Pack is a total no brainer. It would be absolutely brilliant if Toyota offered this as an option on all new GT86's but at the moment you'll have to order a Blue Edition to get it. I would!