TRDness

Well the HKS Supercharger DIY install is now complete! I even threw in an AVO Oil Cooler for good measure.
I always try to do car work myself if I possibly can, I have a real passion for learning about cars and it saves me money at the same time. A garage would have charged around £700 labour fees to install this kit, instead I spent half of that on professional tools that I can use again, and pocketed the rest! As always with car projects it took a little longer than expected. The quoted install time by a professional mechanic is 6-8 hours, it took Joey Amateur here about 20 laid-back hours over the course of 5 days, why rush eh?
Unboxing:
My dog was just as excited for boost as me! (nothing at all to do with the fact that he likes to shred cardboard like it’s... well... cardboard)

As always with HKS kits they include everything you need in the box, even down to little cable ties to tidy up the routing of the pipes after you’re finished. The first thing you see when you open the box is a LOT of paper cushioning, it’s a weight off your mind to know that there’s no chance your supercharger or any components will arrive damaged. After you manage to remove the cushioning the first component you’ll see is the T59 Intercooler, it looks very well built and the welds are quality so there’s no chance of a boost leak here.


Dig a little deeper and you’ll unbox the GTS-7040L Centrifugal Supercharger, again very well protected and with a little note which warns you not to rotate the pulley the wrong way round to avoid damage to the gearing assembly. Looking inside at the compressor blades it looks very precisely made with quality materials. The unit is about the same size as my hand if I open it completely flat.


Further in and you have 4 other cardboard boxes containing the Supercharger Oil (HKS call it Traction Fluid), the Traction Fluid Oil Cooler and Reservoir, Intercooler piping, hose clamps, bolts etc all arranged logically so you know which part of the system they relate to.
HKS also include installation instructions in English (thank god) and Japanese versions that contain detailed and clear pictures to help you along the way.
Installation:
You can find the installation manual here, bear in mind that the manual I received in the box has been updated in January 2016 with a few extra install steps, this attachment here is the original version: http://www.ft86club.com/forums/attachment.php?attachmentid=123913&d=1446144364
Yes you have to cut a few small parts in the engine bay, all of them are brackets with the exception of the intake snorkel and a hose or two. It’s nothing that can’t be replaced easily enough at the dealership. I used an angle grinder and it made short work of the job with a table vice to hold what I needed to cut. The key here is patience so you don’t overheat the metal that you’re cutting. It’s a good idea to spray paint any steel parts that you cut to help prevent the bare metal that you’ve just exposed from rusting, this isn’t specified in the manual but gives me peace of mind, I just used high temperature engine paint.
What did I find Difficult?
The intercooler mounts on the bottom of the factory crash beam with Allen-key cap bolts that you do up from the top. What the manual doesn’t say is that you have to feed the bolts in through a tiny little hole in the top of the crash beam and do them up at an awkward angle. I found a ball-end Allen key set helped me massively with this, and used masking tape to hold the bolts to the Allen keys while I lowered them through the hole, so they would not drop off the end (you could buy a magnetic holder to do this too). You need to mount the intercooler as close as possible to the crash beam to allow room for the front bumper support to re-fit underneath it.
When you bolt the supercharger bracket to the car, there is a little bolt on the underside which is close to impossible to do up, you’ll see what I mean when you come to it. Again use a ball-end Allen key to help with this.
DO NOT tighten the Traction Fluid Reservoir Cap too tightly, trust me it will seize and you will have an absolute nightmare getting it off. If you are struggling, the red cap cover that says “OIL” on it actually lifts off, exposing a square structure underneath, you can get a pair of mole-grips or pliers on this square to twist the cap off with force.
AVO Oil Cooler Install:
I chose the AVO oil cooler as it is a lot cheaper than the HKS Type-S alternative, it’s thermostatic and mounts in the same area behind the fog lights. I knew full well that I may have problems with compatibility as HKS’s intercooler sits closer to the oil cooler than AVO’s does. The installation was actually pretty straight forward, I had to cut the intercooler mounting bracket slightly to allow the oil cooler to mount straight (it shares the exact same mounting point as the intercooler). Top tip, install the hose fittings to the cooler before attaching it to the car, it makes life a lot easier.


AVO’s oil cooler uses a duct to feed air to it from the front grille; I couldn’t use this because of where the HKS intercooler sits. Instead I run fog lights during street driving to prevent over-cooling, and remove them for track work to allow maximum air flow to the cooler.
Post Installation:
I installed a base map provided by my tuner to get me to his shop (2.5 hours away!). I’ve never babied a car so much as I did on the way there, I drove so carefully. At his shop I had the remap done and a charge air temperature sensor installed to allow the ECU to read the air temps after the air has been compressed, I also had the restrictor widened to 41mm to squeeze more power out of the supercharger! Depending on exhaust setup this is good for 300whp on Shell V-power.
More pictures below!

A small addition to the car with a big impact!

I've just installed a Laile Beatrush master cylinder stopper on my car, and for £23 it's one of the best bang for your buck mods you can do to this platform. The only downside is that you have to import it from japan, so postage is likely to cost about the same as the product itself. 

Why Install this Cheapo Part?

The 86/BRZ/FRS has a thin firewall (most probably to save weight and production cost), therefore when you press the brake pedal hard the firewall tends to flex noticeably and you can sometimes feel that you're not getting much more braking with the effort coming from your foot, making the brakes feel sloppy and less effective. The brakes feel normal until about half braking pressure, then the firewall flexing begins and you have to apply much more effort to get more brake response. I've got the TRD 6-pot brake kit on my car, so this part was logically the next step to upgrade the feel of the braking system and possibly unlock the higher bands of braking power with less effort on the pedal.

First Impressions:

On taking it out of the box it's a little heavier than I expected looking at the size of it, however being made out of steel it does feel very solid and up to the job of restricting the movement of the master cylinder under braking. It's painted nicely and the welds seem well done. All the required bolts/washers/nuts are included in a little bag in the box. Expect to find Japanese instructions that also have pictures so you can actually understand what to do instead of having to translate the Japanese.

Installation:

Very easy. Even easier with two people.

You simply have to peel off two black sticker grommits on the side of the driver's side (RHD) strut assembly to expose two existing holes which lead into the wheel arch behind the suspension strut. Take the driver's side wheel off to give you enough room to feed the two bolts in those holes behind the suspension strut, it's a little fiddly to access if you have big hands. Luckily my girlfriend came in handy for this bit! The smaller bolt is a 10mm head with a 10mm nut, and the larger bolt is a 17mm head with a 14mm nut. Slide the master cylinder brace over the bolts, align it so that the black brace part is in line with the master cylinder and tighten the nuts, holding the bolt heads with a wrench from inside the wheel arch, BE CAREFUL to not over tighten the 10mm bolt, it's aluminum and will snap easily if you put too much torque on it. 

The last bit is to screw the brace so that it extends and meets the master cylinder, once it does tighten the locking nut, you'll need a 12mm spanner for that.

Put the wheel back on and you're done! After 100km check the tightness of the brace and other bolts.

Verdict:

I took the car out for a drive straight away after installing and I must say I'm very impressed with this part, the difference in braking feel is most noticeable when braking hard, I no longer feel like I'm pushing the pedal through the firewall. It's a lot easier to get full braking power now, and even on my daily commute I can feel a difference. The pedal gives a crisp, predictable and linear response instead of the sloppy, effort-filled results I had before.

There are other manufacturers that sell similar products that do the same job, but with a slightly different design and a much higher price, sometimes even 3 times as expensive! The Laile Beatrush one is excellent value for money and one that I would recommend, but then again if you're looking to maximise your weight reduction, then perhaps this one isn't for you.

Well the HKS Supercharger DIY install is now complete! I even threw in an AVO Oil Cooler for good measure.
I always try to do car work myself if I possibly can, I have a real passion for learning about cars and it saves me money at the same time. A garage would have charged around £700 labour fees to install this kit, instead I spent half of that on professional tools that I can use again, and pocketed the rest! As always with car projects it took a little longer than expected. The quoted install time by a professional mechanic is 6-8 hours, it took Joey Amateur here about 20 laid-back hours over the course of 5 days, why rush eh?
Unboxing:
My dog was just as excited for boost as me! (nothing at all to do with the fact that he likes to shred cardboard like it’s... well... cardboard)

As always with HKS kits they include everything you need in the box, even down to little cable ties to tidy up the routing of the pipes after you’re finished. The first thing you see when you open the box is a LOT of paper cushioning, it’s a weight off your mind to know that there’s no chance your supercharger or any components will arrive damaged. After you manage to remove the cushioning the first component you’ll see is the T59 Intercooler, it looks very well built and the welds are quality so there’s no chance of a boost leak here.


Dig a little deeper and you’ll unbox the GTS-7040L Centrifugal Supercharger, again very well protected and with a little note which warns you not to rotate the pulley the wrong way round to avoid damage to the gearing assembly. Looking inside at the compressor blades it looks very precisely made with quality materials. The unit is about the same size as my hand if I open it completely flat.


Further in and you have 4 other cardboard boxes containing the Supercharger Oil (HKS call it Traction Fluid), the Traction Fluid Oil Cooler and Reservoir, Intercooler piping, hose clamps, bolts etc all arranged logically so you know which part of the system they relate to.
HKS also include installation instructions in English (thank god) and Japanese versions that contain detailed and clear pictures to help you along the way.
Installation:
You can find the installation manual here, bear in mind that the manual I received in the box has been updated in January 2016 with a few extra install steps, this attachment here is the original version: http://www.ft86club.com/forums/attachment.php?attachmentid=123913&d=1446144364
Yes you have to cut a few small parts in the engine bay, all of them are brackets with the exception of the intake snorkel and a hose or two. It’s nothing that can’t be replaced easily enough at the dealership. I used an angle grinder and it made short work of the job with a table vice to hold what I needed to cut. The key here is patience so you don’t overheat the metal that you’re cutting. It’s a good idea to spray paint any steel parts that you cut to help prevent the bare metal that you’ve just exposed from rusting, this isn’t specified in the manual but gives me peace of mind, I just used high temperature engine paint.
What did I find Difficult?
The intercooler mounts on the bottom of the factory crash beam with Allen-key cap bolts that you do up from the top. What the manual doesn’t say is that you have to feed the bolts in through a tiny little hole in the top of the crash beam and do them up at an awkward angle. I found a ball-end Allen key set helped me massively with this, and used masking tape to hold the bolts to the Allen keys while I lowered them through the hole, so they would not drop off the end (you could buy a magnetic holder to do this too). You need to mount the intercooler as close as possible to the crash beam to allow room for the front bumper support to re-fit underneath it.
When you bolt the supercharger bracket to the car, there is a little bolt on the underside which is close to impossible to do up, you’ll see what I mean when you come to it. Again use a ball-end Allen key to help with this.
DO NOT tighten the Traction Fluid Reservoir Cap too tightly, trust me it will seize and you will have an absolute nightmare getting it off. If you are struggling, the red cap cover that says “OIL” on it actually lifts off, exposing a square structure underneath, you can get a pair of mole-grips or pliers on this square to twist the cap off with force.
AVO Oil Cooler Install:
I chose the AVO oil cooler as it is a lot cheaper than the HKS Type-S alternative, it’s thermostatic and mounts in the same area behind the fog lights. I knew full well that I may have problems with compatibility as HKS’s intercooler sits closer to the oil cooler than AVO’s does. The installation was actually pretty straight forward, I had to cut the intercooler mounting bracket slightly to allow the oil cooler to mount straight (it shares the exact same mounting point as the intercooler). Top tip, install the hose fittings to the cooler before attaching it to the car, it makes life a lot easier.


AVO’s oil cooler uses a duct to feed air to it from the front grille; I couldn’t use this because of where the HKS intercooler sits. Instead I run fog lights during street driving to prevent over-cooling, and remove them for track work to allow maximum air flow to the cooler.
Post Installation:
I installed a base map provided by my tuner to get me to his shop (2.5 hours away!). I’ve never babied a car so much as I did on the way there, I drove so carefully. At his shop I had the remap done and a charge air temperature sensor installed to allow the ECU to read the air temps after the air has been compressed, I also had the restrictor widened to 41mm to squeeze more power out of the supercharger! Depending on exhaust setup this is good for 300whp on Shell V-power.
More pictures below!

Well the HKS Supercharger DIY install is now complete! I even threw in an AVO Oil Cooler for good measure.
I always try to do car work myself if I possibly can, I have a real passion for learning about cars and it saves me money at the same time. A garage would have charged around £700 labour fees to install this kit, instead I spent half of that on professional tools that I can use again, and pocketed the rest! As always with car projects it took a little longer than expected. The quoted install time by a professional mechanic is 6-8 hours, it took Joey Amateur here about 20 laid-back hours over the course of 5 days, why rush eh?
Unboxing:
My dog was just as excited for boost as me! (nothing at all to do with the fact that he likes to shred cardboard like it’s... well... cardboard)

As always with HKS kits they include everything you need in the box, even down to little cable ties to tidy up the routing of the pipes after you’re finished. The first thing you see when you open the box is a LOT of paper cushioning, it’s a weight off your mind to know that there’s no chance your supercharger or any components will arrive damaged. After you manage to remove the cushioning the first component you’ll see is the T59 Intercooler, it looks very well built and the welds are quality so there’s no chance of a boost leak here.


Dig a little deeper and you’ll unbox the GTS-7040L Centrifugal Supercharger, again very well protected and with a little note which warns you not to rotate the pulley the wrong way round to avoid damage to the gearing assembly. Looking inside at the compressor blades it looks very precisely made with quality materials. The unit is about the same size as my hand if I open it completely flat.


Further in and you have 4 other cardboard boxes containing the Supercharger Oil (HKS call it Traction Fluid), the Traction Fluid Oil Cooler and Reservoir, Intercooler piping, hose clamps, bolts etc all arranged logically so you know which part of the system they relate to.
HKS also include installation instructions in English (thank god) and Japanese versions that contain detailed and clear pictures to help you along the way.
Installation:
You can find the installation manual here, bear in mind that the manual I received in the box has been updated in January 2016 with a few extra install steps, this attachment here is the original version: http://www.ft86club.com/forums/attachment.php?attachmentid=123913&d=1446144364
Yes you have to cut a few small parts in the engine bay, all of them are brackets with the exception of the intake snorkel and a hose or two. It’s nothing that can’t be replaced easily enough at the dealership. I used an angle grinder and it made short work of the job with a table vice to hold what I needed to cut. The key here is patience so you don’t overheat the metal that you’re cutting. It’s a good idea to spray paint any steel parts that you cut to help prevent the bare metal that you’ve just exposed from rusting, this isn’t specified in the manual but gives me peace of mind, I just used high temperature engine paint.
What did I find Difficult?
The intercooler mounts on the bottom of the factory crash beam with Allen-key cap bolts that you do up from the top. What the manual doesn’t say is that you have to feed the bolts in through a tiny little hole in the top of the crash beam and do them up at an awkward angle. I found a ball-end Allen key set helped me massively with this, and used masking tape to hold the bolts to the Allen keys while I lowered them through the hole, so they would not drop off the end (you could buy a magnetic holder to do this too). You need to mount the intercooler as close as possible to the crash beam to allow room for the front bumper support to re-fit underneath it.
When you bolt the supercharger bracket to the car, there is a little bolt on the underside which is close to impossible to do up, you’ll see what I mean when you come to it. Again use a ball-end Allen key to help with this.
DO NOT tighten the Traction Fluid Reservoir Cap too tightly, trust me it will seize and you will have an absolute nightmare getting it off. If you are struggling, the red cap cover that says “OIL” on it actually lifts off, exposing a square structure underneath, you can get a pair of mole-grips or pliers on this square to twist the cap off with force.
AVO Oil Cooler Install:
I chose the AVO oil cooler as it is a lot cheaper than the HKS Type-S alternative, it’s thermostatic and mounts in the same area behind the fog lights. I knew full well that I may have problems with compatibility as HKS’s intercooler sits closer to the oil cooler than AVO’s does. The installation was actually pretty straight forward, I had to cut the intercooler mounting bracket slightly to allow the oil cooler to mount straight (it shares the exact same mounting point as the intercooler). Top tip, install the hose fittings to the cooler before attaching it to the car, it makes life a lot easier.


AVO’s oil cooler uses a duct to feed air to it from the front grille; I couldn’t use this because of where the HKS intercooler sits. Instead I run fog lights during street driving to prevent over-cooling, and remove them for track work to allow maximum air flow to the cooler.
Post Installation:
I installed a base map provided by my tuner to get me to his shop (2.5 hours away!). I’ve never babied a car so much as I did on the way there, I drove so carefully. At his shop I had the remap done and a charge air temperature sensor installed to allow the ECU to read the air temps after the air has been compressed, I also had the restrictor widened to 41mm to squeeze more power out of the supercharger! Depending on exhaust setup this is good for 300whp on Shell V-power.
More pictures below!

Exciting things are happening in my garage at the moment... 

Exciting things are happening in my garage at the moment... 

Exciting things are happening in my garage at the moment... 

Exciting things are happening in my garage at the moment... 

Exciting things are happening in my garage at the moment... 

Hi everyone, an update!
I have ordered my HKS V2 Supercharger and will be DIY installing it towards the middle of April. I’ll be putting up another post showing the (inevitable) difficulties that I will come across installing this kit. In preparation for this I have just DIY installed an Xtreme Clutches HD Stage 1 Organic Clutch, this company is Australian based and have a number of good clutch options for the 86/BRZ/FRS. A few of the GT86 tuners here in the UK offer them as their preferred supplier, and after haggling with a couple of them I managed to get it at £300 which is trade price. The stage one is more than enough to hold the 300whp/340nm torque that I am looking for.
I decided to go without a lightweight flywheel because of the drivability issues and chattering noises, so I have re-used the OEM flywheel. I didn’t resurface it and I have no issues so far, it was in a very good condition when I removed the clutch and has no hotspots. Understandable considering it’s only three years old.
What’s in the box?
Organic Stage 1 Clutch Disc
Heavy Duty Pressure Plate 830kg Clamp Load
Clutch Alignment Tool
Replacement Throw-out Bearing
Replacement Flywheel Bearing
ACS Transmission Spline Grease
A couple of Xtreme company stickers and information leaflet
The install took me about a day and a half working by myself for the most part, I asked a couple of my friends to help me with removing the transmission from the engine and putting it back on. I used this DIY as a guide: http://www.ft86club.com/forums/showthread.php?t=25054 along with the service manual for all the correct torque specs for everything I removed, downloaded here http://www.ft86club.com/forums/showthread.php?t=12135
I’d say the hard parts of the install were removing the driveshaft bolts and nuts at the differential; they are quite difficult to get to and muscle off with a socket and spanner, especially working on the cold garage floor! There are also 8 bolts that hold the transmission to the engine, the top one above the starter motor was a royal PITA to get to because of all the wires concealing it from above, and the lack of room to fit a ratchet there to undo it from underneath.
A lot of people say that fitting the transmission back onto the engine is the hardest part, and I agree. Having two of my friends and a floor jack helping me made light work of it though, if I was by myself it would have taken a LOT longer. A tip to help with this is jacking the engine up by the oil pan, this tilts it backwards and gives you a better angle to attack it with the transmission.
I’m currently bedding the clutch in and time will tell how good it really is! It is running very well so far. Doing this DIY probably saves about £200-300 in labour fees.
I’ve included some pictures below, and as always if you have any questions I’ll be happy to help out!

Hi everyone, an update!
I have ordered my HKS V2 Supercharger and will be DIY installing it towards the middle of April. I’ll be putting up another post showing the (inevitable) difficulties that I will come across installing this kit. In preparation for this I have just DIY installed an Xtreme Clutches HD Stage 1 Organic Clutch, this company is Australian based and have a number of good clutch options for the 86/BRZ/FRS. A few of the GT86 tuners here in the UK offer them as their preferred supplier, and after haggling with a couple of them I managed to get it at £300 which is trade price. The stage one is more than enough to hold the 300whp/340nm torque that I am looking for.
I decided to go without a lightweight flywheel because of the drivability issues and chattering noises, so I have re-used the OEM flywheel. I didn’t resurface it and I have no issues so far, it was in a very good condition when I removed the clutch and has no hotspots. Understandable considering it’s only three years old.
What’s in the box?
Organic Stage 1 Clutch Disc
Heavy Duty Pressure Plate 830kg Clamp Load
Clutch Alignment Tool
Replacement Throw-out Bearing
Replacement Flywheel Bearing
ACS Transmission Spline Grease
A couple of Xtreme company stickers and information leaflet
The install took me about a day and a half working by myself for the most part, I asked a couple of my friends to help me with removing the transmission from the engine and putting it back on. I used this DIY as a guide: http://www.ft86club.com/forums/showthread.php?t=25054 along with the service manual for all the correct torque specs for everything I removed, downloaded here http://www.ft86club.com/forums/showthread.php?t=12135
I’d say the hard parts of the install were removing the driveshaft bolts and nuts at the differential; they are quite difficult to get to and muscle off with a socket and spanner, especially working on the cold garage floor! There are also 8 bolts that hold the transmission to the engine, the top one above the starter motor was a royal PITA to get to because of all the wires concealing it from above, and the lack of room to fit a ratchet there to undo it from underneath.
A lot of people say that fitting the transmission back onto the engine is the hardest part, and I agree. Having two of my friends and a floor jack helping me made light work of it though, if I was by myself it would have taken a LOT longer. A tip to help with this is jacking the engine up by the oil pan, this tilts it backwards and gives you a better angle to attack it with the transmission.
I’m currently bedding the clutch in and time will tell how good it really is! It is running very well so far. Doing this DIY probably saves about £200-300 in labour fees.
I’ve included some pictures below, and as always if you have any questions I’ll be happy to help out!

Hi everyone, an update!
I have ordered my HKS V2 Supercharger and will be DIY installing it towards the middle of April. I’ll be putting up another post showing the (inevitable) difficulties that I will come across installing this kit. In preparation for this I have just DIY installed an Xtreme Clutches HD Stage 1 Organic Clutch, this company is Australian based and have a number of good clutch options for the 86/BRZ/FRS. A few of the GT86 tuners here in the UK offer them as their preferred supplier, and after haggling with a couple of them I managed to get it at £300 which is trade price. The stage one is more than enough to hold the 300whp/340nm torque that I am looking for.
I decided to go without a lightweight flywheel because of the drivability issues and chattering noises, so I have re-used the OEM flywheel. I didn’t resurface it and I have no issues so far, it was in a very good condition when I removed the clutch and has no hotspots. Understandable considering it’s only three years old.
What’s in the box?
Organic Stage 1 Clutch Disc
Heavy Duty Pressure Plate 830kg Clamp Load
Clutch Alignment Tool
Replacement Throw-out Bearing
Replacement Flywheel Bearing
ACS Transmission Spline Grease
A couple of Xtreme company stickers and information leaflet
The install took me about a day and a half working by myself for the most part, I asked a couple of my friends to help me with removing the transmission from the engine and putting it back on. I used this DIY as a guide: http://www.ft86club.com/forums/showthread.php?t=25054 along with the service manual for all the correct torque specs for everything I removed, downloaded here http://www.ft86club.com/forums/showthread.php?t=12135
I’d say the hard parts of the install were removing the driveshaft bolts and nuts at the differential; they are quite difficult to get to and muscle off with a socket and spanner, especially working on the cold garage floor! There are also 8 bolts that hold the transmission to the engine, the top one above the starter motor was a royal PITA to get to because of all the wires concealing it from above, and the lack of room to fit a ratchet there to undo it from underneath.
A lot of people say that fitting the transmission back onto the engine is the hardest part, and I agree. Having two of my friends and a floor jack helping me made light work of it though, if I was by myself it would have taken a LOT longer. A tip to help with this is jacking the engine up by the oil pan, this tilts it backwards and gives you a better angle to attack it with the transmission.
I’m currently bedding the clutch in and time will tell how good it really is! It is running very well so far. Doing this DIY probably saves about £200-300 in labour fees.
I’ve included some pictures below, and as always if you have any questions I’ll be happy to help out!

SOLD in about 15 hours!

Done, thanks.

Hi everyone. I’ve decided to make a build thread of my 2013 GT86 TRD edition, a lot of work has already been done to it so I thought I’d share its progress so far. The GT86 TRD is a special edition in the UK and 250 were made for the country, it comes with the Japanese TRD body kit, TRD TF6 wheels, and a variety of other TRD upgrades. I have built the car to be TRD themed visually but it also has a lot of other quality aftermarket parts where you can’t see! I’m based in the UK where car modification to this type of car is less popular than in the USA due to insurance costs and the general fact that parts are more expensive to source due to tax, but that doesn’t put me off! I have spent the last year modifying the car in preparation for track use and forced induction, and it is nearly complete.
The next thing on the list for this car is to be HKS V2 supercharged. Now I’ve been through a lot of ups and downs with this and the whole turbo vs supercharger thing, and also which type of supercharger to go for. I chose the HKS centrifugal supercharger for a variety of reasons, reliability and simplicity being the top factor as my car is my daily driver and the last thing I want is a blown rod on the way to work. Centrifugals don’t make a lot of boost down low in the RPM range, which is when the rods are vulnerable, and I don’t want the mechanical complexities that come with turbo’s, so centrifugal is the way for me. I am very aware of its pros and cons compared to other methods of forced induction. My target is 300whp on 99 octane (93/94 for Americans) and I’ll also look into the prospect of forging the engine, changing the fuel pump and injectors and taking it up to 400whp in the future, which is about the limit of what the HKS supercharger can do.
Factory features in addition to the regular GT86 UK Spec:
TRD Quad Exhaust and Diffuser
TRD Rear Bumper
TRD Side Skirts
TRD Front Splitter
TRD Fuel Cap
TRD Shift Knob
TRD Radiator Cap
TRD TF6 Styling Wheels 18X7.5 +46
Yokohama Advan Sport V105 Tyres 225/40/18
Current Mods:
Wheels:
Yokohama Advan GT Forged 18X9.5 + 40 in Machining Hyper Black all around
Yokohama Advan Sport V105 Tyres 255/35/18 all around
Camber, Caster and Toe Specs: -2 Degrees Front, 0 Toe. -1.5 Degrees Rear, 0 Toe. Factory Caster
Suspension and Chassis:
TRD 40-Way Damping Adjustable Coilovers with Optional Racing Springs, Bump Stops and Pillow-ball Camber-Adjustable Top Mounts.
Spring Rates – Front: 49.5 N/mm, Rear: 72 N/mm
TRD Front Strut Brace
Cusco Rear Carbon Fibre Strut Brace
Summit S-Wave Rear Lower Adjustable Camber Control Arms
TRD Transmission Mount
TRD Differential Mounts LH and RH
Braking:
TRD Monoblock Brake Kit (Produced by Brembo) – 6 Piston Front with 355mm Slotted Rotors, 4 Piston Rear with 345mm Slotted Rotors
TRD Brake Lines
Brembo Racing Brake Pads
Motul RBF 600 Dot 4 Performance Racing Brake Fluid
Engine, Transmission and Exhaust:
HKS Version 2 Supercharger 41mm Restrictor
AVO Oil Cooler
Charge Air Temperature Sensor
ACS Xtreme HD Stage 1 Organic Clutch
Motul Gear 300 75W-90 Synthetic Racing Gear and Differential Oil
HKS Super Hybrid Drop-In Air Filter
TRD Sports Oil Filter
TRD Oil Filler Cap
TRD Radiator Cap
TRD Fuel Cap
TRD Engine Mounts LH and RH
HKS Equal Length 4-2-1 Exhaust Manifold (Header)
Milltek Overpipe
TRD Quad Exhaust with TRD rear Diffuser
Berk Front Pipe with 200-cell High Flow Cat
RaceSeng Cam Plate
Fensport Lightweight Crankshaft Pulley – Harmonically Balanced
Outer Body:
TRD Rear Trunk Spoiler and Side Spoilers
TRD Side Skirts
TRD Rear Bumper
TRD Front Splitter
TRD Shark Fin Aerial
TRD Fender Extensions
TRD Chrome Rear Badge
LED Licence Plate Lights
TOM’S Red Tail Lights
Valenti Red Rear Bumper Light
Import Licence Plate with Custom Registration
Interior:
TRD Gauges – Oil Pressure, Oil Temperature, Water Temperature
Blitz Racing Meter Panel Black
P3 Cars Vent-Mounted Multi Gauge
TRD Momo Steering Wheel
OEM Toyota Arm Rest
TRD Push-Start Button
TRD Shift Knob
Carbon Fibre Wrapped Interior Panels
LED Dome Light
Dealer fixed the following under warranty:
Leaking Noisy Window Seals – replaced seals and adjusted windows
Poor Battery Life – upgraded from 30ah battery to new more powerful 45ah battery
Locking Wheel Nut Key Sheared – removed and replaced locking wheel nuts and refurbished TRD wheels damaged in process
Poor down-shift into 2nd gear when car is cold – replaced and adjusted shift plate

Any questions/comments? Post below! I'm happy to help with technical questions on the parts I've used.

Hi everyone. I’ve decided to make a build thread of my 2013 GT86 TRD edition, a lot of work has already been done to it so I thought I’d share its progress so far. The GT86 TRD is a special edition in the UK and 250 were made for the country, it comes with the Japanese TRD body kit, TRD TF6 wheels, and a variety of other TRD upgrades. I have built the car to be TRD themed visually but it also has a lot of other quality aftermarket parts where you can’t see! I’m based in the UK where car modification to this type of car is less popular than in the USA due to insurance costs and the general fact that parts are more expensive to source due to tax, but that doesn’t put me off! I have spent the last year modifying the car in preparation for track use and forced induction, and it is nearly complete.
The next thing on the list for this car is to be HKS V2 supercharged. Now I’ve been through a lot of ups and downs with this and the whole turbo vs supercharger thing, and also which type of supercharger to go for. I chose the HKS centrifugal supercharger for a variety of reasons, reliability and simplicity being the top factor as my car is my daily driver and the last thing I want is a blown rod on the way to work. Centrifugals don’t make a lot of boost down low in the RPM range, which is when the rods are vulnerable, and I don’t want the mechanical complexities that come with turbo’s, so centrifugal is the way for me. I am very aware of its pros and cons compared to other methods of forced induction. My target is 300whp on 99 octane (93/94 for Americans) and I’ll also look into the prospect of forging the engine, changing the fuel pump and injectors and taking it up to 400whp in the future, which is about the limit of what the HKS supercharger can do.
Factory features in addition to the regular GT86 UK Spec:
TRD Quad Exhaust and Diffuser
TRD Rear Bumper
TRD Side Skirts
TRD Front Splitter
TRD Fuel Cap
TRD Shift Knob
TRD Radiator Cap
TRD TF6 Styling Wheels 18X7.5 +46
Yokohama Advan Sport V105 Tyres 225/40/18
Current Mods:
Wheels:
Yokohama Advan GT Forged 18X9.5 + 40 in Machining Hyper Black all around
Yokohama Advan Sport V105 Tyres 255/35/18 all around
Camber, Caster and Toe Specs: -2 Degrees Front, 0 Toe. -1.5 Degrees Rear, 0 Toe. Factory Caster
Suspension and Chassis:
TRD 40-Way Damping Adjustable Coilovers with Optional Racing Springs, Bump Stops and Pillow-ball Camber-Adjustable Top Mounts.
Spring Rates – Front: 49.5 N/mm, Rear: 72 N/mm
TRD Front Strut Brace
Cusco Rear Carbon Fibre Strut Brace
Summit S-Wave Rear Lower Adjustable Camber Control Arms
TRD Transmission Mount
TRD Differential Mounts LH and RH
Braking:
TRD Monoblock Brake Kit (Produced by Brembo) – 6 Piston Front with 355mm Slotted Rotors, 4 Piston Rear with 345mm Slotted Rotors
TRD Brake Lines
Brembo Racing Brake Pads
Motul RBF 600 Dot 4 Performance Racing Brake Fluid
Engine, Transmission and Exhaust:
HKS Version 2 Supercharger 41mm Restrictor
AVO Oil Cooler
Charge Air Temperature Sensor
ACS Xtreme HD Stage 1 Organic Clutch
Motul Gear 300 75W-90 Synthetic Racing Gear and Differential Oil
HKS Super Hybrid Drop-In Air Filter
TRD Sports Oil Filter
TRD Oil Filler Cap
TRD Radiator Cap
TRD Fuel Cap
TRD Engine Mounts LH and RH
HKS Equal Length 4-2-1 Exhaust Manifold (Header)
Milltek Overpipe
TRD Quad Exhaust with TRD rear Diffuser
Berk Front Pipe with 200-cell High Flow Cat
RaceSeng Cam Plate
Fensport Lightweight Crankshaft Pulley – Harmonically Balanced
Outer Body:
TRD Rear Trunk Spoiler and Side Spoilers
TRD Side Skirts
TRD Rear Bumper
TRD Front Splitter
TRD Shark Fin Aerial
TRD Fender Extensions
TRD Chrome Rear Badge
LED Licence Plate Lights
TOM’S Red Tail Lights
Valenti Red Rear Bumper Light
Import Licence Plate with Custom Registration
Interior:
TRD Gauges – Oil Pressure, Oil Temperature, Water Temperature
Blitz Racing Meter Panel Black
P3 Cars Vent-Mounted Multi Gauge
TRD Momo Steering Wheel
OEM Toyota Arm Rest
TRD Push-Start Button
TRD Shift Knob
Carbon Fibre Wrapped Interior Panels
LED Dome Light
Dealer fixed the following under warranty:
Leaking Noisy Window Seals – replaced seals and adjusted windows
Poor Battery Life – upgraded from 30ah battery to new more powerful 45ah battery
Locking Wheel Nut Key Sheared – removed and replaced locking wheel nuts and refurbished TRD wheels damaged in process
Poor down-shift into 2nd gear when car is cold – replaced and adjusted shift plate

Any questions/comments? Post below! I'm happy to help with technical questions on the parts I've used.

Hi everyone. I’ve decided to make a build thread of my 2013 GT86 TRD edition, a lot of work has already been done to it so I thought I’d share its progress so far. The GT86 TRD is a special edition in the UK and 250 were made for the country, it comes with the Japanese TRD body kit, TRD TF6 wheels, and a variety of other TRD upgrades. I have built the car to be TRD themed visually but it also has a lot of other quality aftermarket parts where you can’t see! I’m based in the UK where car modification to this type of car is less popular than in the USA due to insurance costs and the general fact that parts are more expensive to source due to tax, but that doesn’t put me off! I have spent the last year modifying the car in preparation for track use and forced induction, and it is nearly complete.
The next thing on the list for this car is to be HKS V2 supercharged. Now I’ve been through a lot of ups and downs with this and the whole turbo vs supercharger thing, and also which type of supercharger to go for. I chose the HKS centrifugal supercharger for a variety of reasons, reliability and simplicity being the top factor as my car is my daily driver and the last thing I want is a blown rod on the way to work. Centrifugals don’t make a lot of boost down low in the RPM range, which is when the rods are vulnerable, and I don’t want the mechanical complexities that come with turbo’s, so centrifugal is the way for me. I am very aware of its pros and cons compared to other methods of forced induction. My target is 300whp on 99 octane (93/94 for Americans) and I’ll also look into the prospect of forging the engine, changing the fuel pump and injectors and taking it up to 400whp in the future, which is about the limit of what the HKS supercharger can do.
Factory features in addition to the regular GT86 UK Spec:
TRD Quad Exhaust and Diffuser
TRD Rear Bumper
TRD Side Skirts
TRD Front Splitter
TRD Fuel Cap
TRD Shift Knob
TRD Radiator Cap
TRD TF6 Styling Wheels 18X7.5 +46
Yokohama Advan Sport V105 Tyres 225/40/18
Current Mods:
Wheels:
Yokohama Advan GT Forged 18X9.5 + 40 in Machining Hyper Black all around
Yokohama Advan Sport V105 Tyres 255/35/18 all around
Camber, Caster and Toe Specs: -2 Degrees Front, 0 Toe. -1.5 Degrees Rear, 0 Toe. Factory Caster
Suspension and Chassis:
TRD 40-Way Damping Adjustable Coilovers with Optional Racing Springs, Bump Stops and Pillow-ball Camber-Adjustable Top Mounts.
Spring Rates – Front: 49.5 N/mm, Rear: 72 N/mm
TRD Front Strut Brace
Cusco Rear Carbon Fibre Strut Brace
Summit S-Wave Rear Lower Adjustable Camber Control Arms
TRD Transmission Mount
TRD Differential Mounts LH and RH
Braking:
TRD Monoblock Brake Kit (Produced by Brembo) – 6 Piston Front with 355mm Slotted Rotors, 4 Piston Rear with 345mm Slotted Rotors
TRD Brake Lines
Brembo Racing Brake Pads
Motul RBF 600 Dot 4 Performance Racing Brake Fluid
Engine, Transmission and Exhaust:
HKS Version 2 Supercharger 41mm Restrictor
AVO Oil Cooler
Charge Air Temperature Sensor
ACS Xtreme HD Stage 1 Organic Clutch
Motul Gear 300 75W-90 Synthetic Racing Gear and Differential Oil
HKS Super Hybrid Drop-In Air Filter
TRD Sports Oil Filter
TRD Oil Filler Cap
TRD Radiator Cap
TRD Fuel Cap
TRD Engine Mounts LH and RH
HKS Equal Length 4-2-1 Exhaust Manifold (Header)
Milltek Overpipe
TRD Quad Exhaust with TRD rear Diffuser
Berk Front Pipe with 200-cell High Flow Cat
RaceSeng Cam Plate
Fensport Lightweight Crankshaft Pulley – Harmonically Balanced
Outer Body:
TRD Rear Trunk Spoiler and Side Spoilers
TRD Side Skirts
TRD Rear Bumper
TRD Front Splitter
TRD Shark Fin Aerial
TRD Fender Extensions
TRD Chrome Rear Badge
LED Licence Plate Lights
TOM’S Red Tail Lights
Valenti Red Rear Bumper Light
Import Licence Plate with Custom Registration
Interior:
TRD Gauges – Oil Pressure, Oil Temperature, Water Temperature
Blitz Racing Meter Panel Black
P3 Cars Vent-Mounted Multi Gauge
TRD Momo Steering Wheel
OEM Toyota Arm Rest
TRD Push-Start Button
TRD Shift Knob
Carbon Fibre Wrapped Interior Panels
LED Dome Light
Dealer fixed the following under warranty:
Leaking Noisy Window Seals – replaced seals and adjusted windows
Poor Battery Life – upgraded from 30ah battery to new more powerful 45ah battery
Locking Wheel Nut Key Sheared – removed and replaced locking wheel nuts and refurbished TRD wheels damaged in process
Poor down-shift into 2nd gear when car is cold – replaced and adjusted shift plate

Any questions/comments? Post below! I'm happy to help with technical questions on the parts I've used.

Hi everyone. I’ve decided to make a build thread of my 2013 GT86 TRD edition, a lot of work has already been done to it so I thought I’d share its progress so far. The GT86 TRD is a special edition in the UK and 250 were made for the country, it comes with the Japanese TRD body kit, TRD TF6 wheels, and a variety of other TRD upgrades. I have built the car to be TRD themed visually but it also has a lot of other quality aftermarket parts where you can’t see! I’m based in the UK where car modification to this type of car is less popular than in the USA due to insurance costs and the general fact that parts are more expensive to source due to tax, but that doesn’t put me off! I have spent the last year modifying the car in preparation for track use and forced induction, and it is nearly complete.
The next thing on the list for this car is to be HKS V2 supercharged. Now I’ve been through a lot of ups and downs with this and the whole turbo vs supercharger thing, and also which type of supercharger to go for. I chose the HKS centrifugal supercharger for a variety of reasons, reliability and simplicity being the top factor as my car is my daily driver and the last thing I want is a blown rod on the way to work. Centrifugals don’t make a lot of boost down low in the RPM range, which is when the rods are vulnerable, and I don’t want the mechanical complexities that come with turbo’s, so centrifugal is the way for me. I am very aware of its pros and cons compared to other methods of forced induction. My target is 300whp on 99 octane (93/94 for Americans) and I’ll also look into the prospect of forging the engine, changing the fuel pump and injectors and taking it up to 400whp in the future, which is about the limit of what the HKS supercharger can do.
Factory features in addition to the regular GT86 UK Spec:
TRD Quad Exhaust and Diffuser
TRD Rear Bumper
TRD Side Skirts
TRD Front Splitter
TRD Fuel Cap
TRD Shift Knob
TRD Radiator Cap
TRD TF6 Styling Wheels 18X7.5 +46
Yokohama Advan Sport V105 Tyres 225/40/18
Current Mods:
Wheels:
Yokohama Advan GT Forged 18X9.5 + 40 in Machining Hyper Black all around
Yokohama Advan Sport V105 Tyres 255/35/18 all around
Camber, Caster and Toe Specs: -2 Degrees Front, 0 Toe. -1.5 Degrees Rear, 0 Toe. Factory Caster
Suspension and Chassis:
TRD 40-Way Damping Adjustable Coilovers with Optional Racing Springs, Bump Stops and Pillow-ball Camber-Adjustable Top Mounts.
Spring Rates – Front: 49.5 N/mm, Rear: 72 N/mm
TRD Front Strut Brace
Cusco Rear Carbon Fibre Strut Brace
Summit S-Wave Rear Lower Adjustable Camber Control Arms
TRD Transmission Mount
TRD Differential Mounts LH and RH
Braking:
TRD Monoblock Brake Kit (Produced by Brembo) – 6 Piston Front with 355mm Slotted Rotors, 4 Piston Rear with 345mm Slotted Rotors
TRD Brake Lines
Brembo Racing Brake Pads
Motul RBF 600 Dot 4 Performance Racing Brake Fluid
Engine, Transmission and Exhaust:
HKS Version 2 Supercharger 41mm Restrictor
AVO Oil Cooler
Charge Air Temperature Sensor
ACS Xtreme HD Stage 1 Organic Clutch
Motul Gear 300 75W-90 Synthetic Racing Gear and Differential Oil
HKS Super Hybrid Drop-In Air Filter
TRD Sports Oil Filter
TRD Oil Filler Cap
TRD Radiator Cap
TRD Fuel Cap
TRD Engine Mounts LH and RH
HKS Equal Length 4-2-1 Exhaust Manifold (Header)
Milltek Overpipe
TRD Quad Exhaust with TRD rear Diffuser
Berk Front Pipe with 200-cell High Flow Cat
RaceSeng Cam Plate
Fensport Lightweight Crankshaft Pulley – Harmonically Balanced
Outer Body:
TRD Rear Trunk Spoiler and Side Spoilers
TRD Side Skirts
TRD Rear Bumper
TRD Front Splitter
TRD Shark Fin Aerial
TRD Fender Extensions
TRD Chrome Rear Badge
LED Licence Plate Lights
TOM’S Red Tail Lights
Valenti Red Rear Bumper Light
Import Licence Plate with Custom Registration
Interior:
TRD Gauges – Oil Pressure, Oil Temperature, Water Temperature
Blitz Racing Meter Panel Black
P3 Cars Vent-Mounted Multi Gauge
TRD Momo Steering Wheel
OEM Toyota Arm Rest
TRD Push-Start Button
TRD Shift Knob
Carbon Fibre Wrapped Interior Panels
LED Dome Light
Dealer fixed the following under warranty:
Leaking Noisy Window Seals – replaced seals and adjusted windows
Poor Battery Life – upgraded from 30ah battery to new more powerful 45ah battery
Locking Wheel Nut Key Sheared – removed and replaced locking wheel nuts and refurbished TRD wheels damaged in process
Poor down-shift into 2nd gear when car is cold – replaced and adjusted shift plate

Any questions/comments? Post below! I'm happy to help with technical questions on the parts I've used.

Hi everyone. I’ve decided to make a build thread of my 2013 GT86 TRD edition, a lot of work has already been done to it so I thought I’d share its progress so far. The GT86 TRD is a special edition in the UK and 250 were made for the country, it comes with the Japanese TRD body kit, TRD TF6 wheels, and a variety of other TRD upgrades. I have built the car to be TRD themed visually but it also has a lot of other quality aftermarket parts where you can’t see! I’m based in the UK where car modification to this type of car is less popular than in the USA due to insurance costs and the general fact that parts are more expensive to source due to tax, but that doesn’t put me off! I have spent the last year modifying the car in preparation for track use and forced induction, and it is nearly complete.
The next thing on the list for this car is to be HKS V2 supercharged. Now I’ve been through a lot of ups and downs with this and the whole turbo vs supercharger thing, and also which type of supercharger to go for. I chose the HKS centrifugal supercharger for a variety of reasons, reliability and simplicity being the top factor as my car is my daily driver and the last thing I want is a blown rod on the way to work. Centrifugals don’t make a lot of boost down low in the RPM range, which is when the rods are vulnerable, and I don’t want the mechanical complexities that come with turbo’s, so centrifugal is the way for me. I am very aware of its pros and cons compared to other methods of forced induction. My target is 300whp on 99 octane (93/94 for Americans) and I’ll also look into the prospect of forging the engine, changing the fuel pump and injectors and taking it up to 400whp in the future, which is about the limit of what the HKS supercharger can do.
Factory features in addition to the regular GT86 UK Spec:
TRD Quad Exhaust and Diffuser
TRD Rear Bumper
TRD Side Skirts
TRD Front Splitter
TRD Fuel Cap
TRD Shift Knob
TRD Radiator Cap
TRD TF6 Styling Wheels 18X7.5 +46
Yokohama Advan Sport V105 Tyres 225/40/18
Current Mods:
Wheels:
Yokohama Advan GT Forged 18X9.5 + 40 in Machining Hyper Black all around
Yokohama Advan Sport V105 Tyres 255/35/18 all around
Camber, Caster and Toe Specs: -2 Degrees Front, 0 Toe. -1.5 Degrees Rear, 0 Toe. Factory Caster
Suspension and Chassis:
TRD 40-Way Damping Adjustable Coilovers with Optional Racing Springs, Bump Stops and Pillow-ball Camber-Adjustable Top Mounts.
Spring Rates – Front: 49.5 N/mm, Rear: 72 N/mm
TRD Front Strut Brace
Cusco Rear Carbon Fibre Strut Brace
Summit S-Wave Rear Lower Adjustable Camber Control Arms
TRD Transmission Mount
TRD Differential Mounts LH and RH
Braking:
TRD Monoblock Brake Kit (Produced by Brembo) – 6 Piston Front with 355mm Slotted Rotors, 4 Piston Rear with 345mm Slotted Rotors
TRD Brake Lines
Brembo Racing Brake Pads
Motul RBF 600 Dot 4 Performance Racing Brake Fluid
Engine, Transmission and Exhaust:
HKS Version 2 Supercharger 41mm Restrictor
AVO Oil Cooler
Charge Air Temperature Sensor
ACS Xtreme HD Stage 1 Organic Clutch
Motul Gear 300 75W-90 Synthetic Racing Gear and Differential Oil
HKS Super Hybrid Drop-In Air Filter
TRD Sports Oil Filter
TRD Oil Filler Cap
TRD Radiator Cap
TRD Fuel Cap
TRD Engine Mounts LH and RH
HKS Equal Length 4-2-1 Exhaust Manifold (Header)
Milltek Overpipe
TRD Quad Exhaust with TRD rear Diffuser
Berk Front Pipe with 200-cell High Flow Cat
RaceSeng Cam Plate
Fensport Lightweight Crankshaft Pulley – Harmonically Balanced
Outer Body:
TRD Rear Trunk Spoiler and Side Spoilers
TRD Side Skirts
TRD Rear Bumper
TRD Front Splitter
TRD Shark Fin Aerial
TRD Fender Extensions
TRD Chrome Rear Badge
LED Licence Plate Lights
TOM’S Red Tail Lights
Valenti Red Rear Bumper Light
Import Licence Plate with Custom Registration
Interior:
TRD Gauges – Oil Pressure, Oil Temperature, Water Temperature
Blitz Racing Meter Panel Black
P3 Cars Vent-Mounted Multi Gauge
TRD Momo Steering Wheel
OEM Toyota Arm Rest
TRD Push-Start Button
TRD Shift Knob
Carbon Fibre Wrapped Interior Panels
LED Dome Light
Dealer fixed the following under warranty:
Leaking Noisy Window Seals – replaced seals and adjusted windows
Poor Battery Life – upgraded from 30ah battery to new more powerful 45ah battery
Locking Wheel Nut Key Sheared – removed and replaced locking wheel nuts and refurbished TRD wheels damaged in process
Poor down-shift into 2nd gear when car is cold – replaced and adjusted shift plate

Any questions/comments? Post below! I'm happy to help with technical questions on the parts I've used.

I'm up for this, will be good to meet you guys. I'm on call that day until 14:15, so as long as work don't want me i'll be around after then!

Doesn't "Scion" directly translate to poverty spec?

They're also selling revamped valenti headlights for $900... http://www.nigel-jdmparts.com/valenti-japan-86frsbrz-head-lamp?manufacturer_id=12923

Sneak preview:

Glad to hear! Thinking of combining them with the red version of the lower valenti light, but without that "V" lighting up at all, too much bling for me!

Hi Ajay!
Welcome along. Great choice in car and lovely colour!
Hope to see you out and about throughout this year.

All the best

John