Sonic

c'mon spill

nice write up not sure they've got all their facts straight though http://www.telegraph.co.uk/cars/first-drives/cosworth-gt86/ so do we think this will ever be an official toyota approved upgrade?

why not? too against the original ethos ?

its what £4800 for the kit plus a days labour to fit? so £5500?

you get 9% with the 2nd one which is reasonable but at £835 its not a cheap mod for whats likely to be a small increase

Nice item, what sort of gains and price can we expect?

Cool! how far along are you with the project ? is the turbo / sc already fitted?

Just a thought here ladies and germs but if there was a special edition that had more power what flavour should it be? An NA upgrade ? Forced induction ? Turbo or Super? Bear in mind that NA tuning is the most expensive in terms of performance per pound and without spending loads on uprated valvegear it seems that about 230Bhp is what you can expect whereas a bolt on turbo or supercharger will give you 280Bhp and if you went for uprated internals ( unlikely for a manfacturer) then you can get 350Bhp before worrying about the gearbox and dirveshafts ( although you'd need a clutch by this point) I've opened a poll and just interested on peoples thoughts ( trying to make my own mind up really)

thats a fair bit of work , as you would have to develop a manifold, intercoolers, pipework etc etc why not use a Cosworth kit that already has this developed that you can just bolt on? The cores are already sized for 400Bhp for the high boost version they're supposed to be releasing what would you have to change anyway? the intake pipe would need a bit of reworking but I think thats it in terms of major plumbing

I don't think the harrop kit is available yet though? maybe the cosworth kit to go with that turbo ? I look forward to seeing how it turns out

straight cut boxes are indecently loud, far more so than the engine usually..... that said I think you can get helical cut gears for sequential gear boxes these days not as strong but might be worth considering

Agreed, use a PD blower after a large turbo to pull through the turbo and multiply the boost when the turbo comes on song for this t for this to work though you'll need a really good intercooler setup for the SC as it'll be seeing hot air from the turbo when that comes on boost that is unless you run another intercooler for the turbo ie ; air comes into turbo - out to intercooler - into throttle then into SC - out through that intercooler - into engine You'd certainly want a water air setup for the SC at least to keep the air path short and so avoid lots of pipework I look forward to seeing this , with a built bottom end and a GT30 or similar turbo you'd get about 500 bhp and with no lag

just to drag this back on topic.... I see the most popular poll is for 280Bhp but turbo charged? this doens't make sense to me as the superchargers out there are more than capable of making 280Bhp without the attendent heat issues and the loss of the catylst so making it harder to pass an MOT if you want much more power thatn 280Bhp then yes a turbo is a better option as it has more potential but below the 280-300Bhp I 'd say a supercharger is a better option your thoughts?

seems to be plenty of guys on the US forum running '300RWHP' ( american dynos eh......?) and all they've had to change is the clutch, then as the power goes up the driveshafts and then the transmisson

a big benefit of damping out torsional vibrations is it allows a higher rev ceiling , increased piston / rod loads and more agressive cam profiles all of which are helpful to increasing performance as most tuned road engines don't do mega miles it takes a long time for a fatigue failure due to excessive torsional to appear so lets see where we are in 20K miles or so with these lightweight pullies

tasty mind you those radical V8's typically run to about £15-20K........

I'm suprised by the poll results to date that centrifugal chargers are beating postive displacement ones? I 've driven a mates with a CF blower on it and frankly I felt it wasn't very good, there was no push in the back just a gradual build of power with rpm - might be OK on a track but I drive my car most days on the road

Do the people who say a LW undamped pulley is OK , happen to sell them? Or perhaps own a set already? torsional vibraiton is a complex scary subject that can destroy an engine - its interesting to note that the last generation of Formula 1 V8's tended to have a fluid crank damper, fluid cam dampers, flexible drive quills in the front of each exhaust cam, flexible 'compound' gears to sit between the cams and crank and the auxilaries also driven by flexible drive quills ( shafts) this was mainly down to the engines having a very large rev range (3000 to 18,000rpm) and very big cam profiles so producing high levels of 'stab' torque into each engine revolution more mundane engines still suffer from these issues just not as much - but then they do run for 150K Km instead of 3K Km so to throw away the only damping element on the engine a bit daft in my book

the vibration angle graph is a scary one as a 6th order vibration ( meaning it occurs 6 times in 1 revolution) so the crank is torsionally vibrating +/ -0.25 degrees 6 times a rev at 6000 rpm... thats quite enough to buzz the nose of the crank off over time Still think a lightweight / undamped pulley a good idea......?

While the KERs stuff is nice in principle in reality to get any serious power you need quite a big or quite an expensive motor the Yaris system is about 10-12Bhp or so its way off whats required to give a decent boost obviously this tech is only going to get better and will probably be in all cars within a decade - at which point the govenment is going to have a wobbler when they realise their fuel tax income has dwindled somewhat ( cost of charging a plug-in hybrid is about £0.30 to give 25 miles range, cost of petrol to do that about £8) but for now I'm thinking a supercharger is the way to go as I doubt Toyota will want to re-do all the catylst and emssions work again plus you get that nice throttle response and big engine feel

Tricky to lose much I'd say its pretty light already and sparesly equipped if you were to do a stripped out version less AC and trim and dash, with carbon bootlid and plexi glass I doubt you'd get much less than 1050 ( original is 1200kg?)

there's an interesting thread on the american FRS forum by Element tuning about his search for revs bascially the rockers are rather poor in quality and the oil pump runs out of flow at high revs after 8000rpm once he'd tweaked the oil pump, rockers, front cover, rods, pistons, Valve springs and added an oil cooler and dry sump then finally it was reliable to 9Krpm..........

TVR all the way for me, I've had 3 of them ( wedge, Cerbera & griffith) the '86 seems very civilsed to me - obviously needs more power!

EBC greenstuff I'd say, its got the highest friction coefficent of all the EBC range and works well from cold plus the usual low dust generation and they're pretty reasoably priced, I'm running them on mine and am very happy with them

Agreed, some images on the american site regarding the rockers look like you've got to be pretty careful about just whacking in a set of springs and going for 9K rpm, nice though that would be