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They seize on better with a BBK. More stiction, enhanced seizure performance. @VAD17's BBK is best for this. His kit performed so well he had to have his car recovered to a garage using a crane.

They do, same as OEM. Top marks for trying to justify a BBK to yourself by that issue though. 😁

Great article in Feb issue of EVO mag! GR Yaris versus 22b and Quattro Sport. GRY acquits itself well against these rally-bred giants. I had not realised that a 22B commands £150-200k, and a Quattro £500k. Makes the GRY appear great value to get that kind of buzz today.

I left my car last winter for ~2 months and the brakes didn't stick at all... They have stuck previously and held the car on a sloped drive way. Hopefully this is small enough that you don't really read it and only the sentence above and makes you get the BBK!

As you are talking about exhausts and as others have mentioned, a turbo will come with its own manifold (nearly always catless) and a second decat is recommended as the cats get damaged with the flow, which makes most turbos not Road legal [emoji848]. Friendly MOT mechanic is the only suggested way which i principally disagree to. SC works on intake side not exhaust , so with your gains of 230 WHP and not chasing silly figures, a fully OE exhaust will work easily keeping it road legal and MOT friendly. Sent from my SM-G970F using Tapatalk

They're not all equal TBH, this will be controversial... that's why people are suggesting you search on previous discussions. There's a fair difference between a turbo and an SC. An SC feels more like you've got a big 3.0 NA engine, probably a touch easier to drive on the limit. A turbo is more of a punch, the sort of push you back in the seat feeling, bit more drama. Cosworth SC's discontinued, getting replacements parts in the future might be interesting. HKS SC - there were some issues with the SC unit itself failing but it appears to have been quietly resolved. Not as much mid-range as a PD supercharger (i.e. Cosworth, Harrop), more of a screamer. Harrop SC's haven't seen much reliability issues reported, but they are expensive. Sprintex SC's run hot intake temperatures on track, bit of a first-gen SC. Fine on the road. The track issues can be worked around but if this is for regular track use you'd be advised to look elsewhere. TD Turbo - Can be clearance issues with the exhaust > coolant pipe, and the air filter with the oil cooler fittings. There's a regular trackdayer on here who has to take a spare filter with him to trackdays as the engine movement keeps contacting the airfilter and snapping it's mounting. I've seen it myself. AVO Turbo kit - I don't know of any reliability issues with these but probably a lot more TD kits out there at the moment due to the big price difference until recently. I get the impression the turbo unit itself in the cheaper kits is not of as good quality as the TD one. There you go, that's my unbiased anecdotal opinion guaranteed to annoy some people!

The AVO, as per all turbo kits really, are limited by the turbo you fit to it. AFAIK there is no difference between the higher power AVO vs lower other than turbo and supporting hardware. I also agree with you, the AVO setup is much nicer IMO. Many adopters in the USA and elsewhere as this was one of the early quality kits, then the cheaper ones came to market. Car's on 40k miles - no issues. Only just replaced the stock clutch, not because I had to (report was only minor wear) but as the engine was out so made sense to refresh it. The gearbox becomes an issue at around 350bhp apparently, so probably 275-300lb.ft, so will never become an issue for most. More likely to damage axles if you launch the car a lot, but again I don't try for 0-60s so not been a problem. In fact, bar servicing and wanting to mod the car it's not cost me anything. Stage 1/2 terminology is rubbish IMO, mine is just tuned for the setup, although much of that tuning has been done by myself from Abbey's foundation. Also with a SC you don't just turn up the boost I have also done almost all the spannering work on the car myself and the cost of what I've done had probably cost about half of £7k TBH. As I am in the process of selling the car my feedback is as follows: The GT86 is awesome when FI. I stopped chasing numbers as 240-250ish WHP on this platform is really fun without pushing the car too far. The chassis makes it great fun, make it playful and not without excess grip IMO and as the Sprintex is one of the PD blowers the torque for daily use is great. One reason I have kept it so long is that I have struggled to find something that I would want to replace it with and I find myself in the lucky position I can now get something that works both as a family car and is fun to drive. I've tried some more modern sports cars, such as the new Supra, and the SC on the 86 (and the 86 in general) I found more engaging and not far off the pace, despite the 100+hp deficit on paper. I'd have to spend way more than what the car is worth plus the mods value to get into something else that I would want.

The Fensport turbo kit used to be a lot more expensive, they brought the price down not long ago to be more competitive with the TD kit, which when it arrived blew the others out of the water on value. Personally if I was going for a turbo, I prefer the design of the Fensport kit with the turbo mounted low and keeping an enclosed air filter so less heat soak. Also Adrian has done a lot of track development with it's design in sprint series, and supports those series financially. I believe the cheaper AVO kits have less headroom for power increases than the standard TD turbo units, though - and the TD is dyno mapped, which is nice to get real data on the improvements beyond the arse-dyno.

If you would like to discuss any of the options we offer then feel free to give me a call or drop me a message. Thanks Mike

You can DIY the Harrop kit for a lot less if you’re half capable with a set of spanner’s. Have a look at the review I wrote at the end of lockdown 1 and see what you think (feel free to ask if you want more info on something).

You need to use the search functionality and read some threads and debates about SC vs TC etc and the dealers. All 3 of them are reputable in this community. TD do their own kit, the rest install kits from AVO etc. So choose based on convenience and preference than comparing one against the other. Superchargers are of 2 types , centrifugal ( HKS kit) which is more like a turbo and positive displacement ( Harrop , Cosworth). PD delivers torque from low down while all our turbo applications only deliver power beyond 3K RPM. So what application do you want it for - City/ Town driving or track days? All kits are generally reliable until you go overboard with tuning or forget additional oil cooling etc if you hit tracks regularly. PS: Spend a lot of time searching this forum reading up build threads and dyno graphs and any blown engine cases etc , where you will also know why. Sent from my SM-G970F using Tapatalk

All-in, including installation by Abbey and dyno tuning, just over £5k. About 30k miles. I've had it for 16 months. No issues with it at all, it's a superb bit of kit.

It's been interesting commuting to work on the motorway these last two weeks, in damp to fully wet and cold conditions. Dropping to 5th to overtake, I've several times heard it over-rev as traction breaks, just backing off the pedal a little to regain grip. It's actually done it in 6th a couple of times, too. The BRZ is incredibly stable and hasn't wagged its tail at all. The 235/40 PS4s are very predictable, too. Got to be careful with the supercharger sometimes!

I've been out doing testing on the tuning box. It's from DTE and we've been liaising with them, cue 3 hours of testing up and down the A34 yesterday and numerous phone calls discussing the incredibly subtle differences in feel between three maps. I guess that is road testing for you. In the end I settled on one map being a favourite, Richard agreed and it turned out so did three of the other four testers. We have a plan moving forward. What's it like. Well that struck both of us is just the crazy way it piles on speed, especially at the top end of the rev range. As expected it's f'ing quick, though the tuning box just adds to the stock madness of the car. It doesn't ruin it and it doesn't make the car feel over powered or dominated by the power which is good, though a stock car feels pretty pokey. I think that this is all you need in terms of power for the GRY. It's a little upgrade and just adds the required amount, a bit like a remap and manifold on the GT. I'm sold on this for sure.

I used stock air box before going FI, but I've got oil cooler at the same time as TD turbo kit. Sorry can't be more helpful, but by the look of it I think it should be fine. Sent from my SM-G973F using Tapatalk