spikyone

One from the other week.
y
 

Almost a dead thread - until now!
Some 'new' (for me) wheels arrived after much searching and looking!
6.56 to 6.64kg each - nice and light!  Well pleased!

Sign me up too please - looks like being a good meet 

Got these fitted today, 18x8.5 ET45, on 225/40 PS4s. Stock suspension and no spacers. Not too far from perfect, if I do say so myself 


(yep, I know it needs a clean...)

Good to hear you're enjoying them, I had a similar discussion with Mike when he fitted my NA kit and he spoke quite highly of the BC coilovers.  Even from a quick passenger ride in the turbo car, they seemed to give a nice level of stability without any crashiness.  My wallet is currently suffering from a new set of wheels but once I've recovered from that hit I'll probably be looking for a set.  Your car looks good, that ride height is exactly what I'd want! 

Good to hear you're enjoying them, I had a similar discussion with Mike when he fitted my NA kit and he spoke quite highly of the BC coilovers.  Even from a quick passenger ride in the turbo car, they seemed to give a nice level of stability without any crashiness.  My wallet is currently suffering from a new set of wheels but once I've recovered from that hit I'll probably be looking for a set.  Your car looks good, that ride height is exactly what I'd want! 

Grab the shaft in your hand and thrust it and up and down a bit. You may end up with stuff on your hand.
 
Oh wait, this is a car forum.

Hi all, 
Not sure if this is the right place for this. 
Thought some of you might enjoy watching this. Nice in car camera views, loads of close racing and side by side for 3 or 4 corners in a row. All equal and obviously a few sideways. Even a few 15 year old's in it and one Brit. 
 

I'm another one that got converted! 
Background
Been meaning to get this package for a while, and decided to finally bite the bullet convincing myself it's my birthday present to me...from me. After exchanging a couple of emails with @Mike@TD.co.uk, I booked myself in for the NA tuning package (UEL), MTEC Shifter Springs, Powerflex Gearbox Insert and also their intake hose (just wanted to get the noise generator deleted). I had originally wanted to buy the parts and do it all myself at home as I love tinkering, but it was hard to justify with the cost of the overall package being so good.
The Day
So I booked some time off work, and headed up to Warrington bright and early to get there for around 9am (dragging my dad out with me too). After watching Mike and team empty out their workshop of cars (some amazing ones they have in there!), they took my car in and put it on their dyno for the before run:

Unfortunately I couldn't watch any of the work go on inside the workshop, but I had a good time chatting to Mike, relaxing in the reception and staring at the turbo & manifold they had in there (next time...). Also for anyone wondering, there's a nice sandwich place called Cafe Ocho nearby for lunch. After food I had a look at Mike's Turbo'd GT86 (again..next time!) and around 2pm I could hear the car on the dyno again for the post-runs...
Now, one of my worries was that I had installed a Milltek Secondary Catback Non-Resonated system beforehand, and as it was non-resonated it would make the car unbearably loud for daily driving and track limits (it was only loud on cold starts mainly). Hearing post-install dyno runs and then them setting off for some road testing, did not settle my concerns! Mike handed me the dyno graph and said that for a near enough stock car, it made surprisingly good power, but even so, look at the difference in torque at 3500 to 5000rpm between old and new:

I was really looking forward to feel the results!
On the Road
Once I started to drive out of the estate I was smiling straight away. The car pulled away so smoothly and the torque dip was gone! I straight away noticed the changes the shifter springs and gearbox bush had made, as changing gears felt more positive. The biggest relief though was the noise. Under 3500rpm the car sounded the same as previously, and it's only above this rpm and especially under load, can you hear a very noticeable difference, a raspier tone. Cruising on the M6 back to Walsall, I could happily have a conversation with my dad just as before. I could not be happier! Also when starting the car the next day early in the morning, I did not wake up any neighbors thanks to the cold start being tuned out .
Later in the week I met a friend in his turbo'd MX5 in Banbury to do a spirited drive towards Bicester along the back roads I know, and I could feel the difference the upgrades had immediately as you could just power out the corners. The added bonus is that the exhaust sometimes crackles when downshifting, which just made me smile and laugh everytime.
On the Track
I had booked Snetterton on the same week too (yesterday), again with my friend in the turbo'd MX5, and I was slightly nervous for noise testing. Thankfully I passed at 95Db, but the tester did say it sounds really aggressive when the throttle is let go. Just for a bit of context:
Standard Car (Bedford @5500rpm)-82Db (I think)
Milltek Non Res (Bedford @5000rpm)- 85Db (I was actually disappointed with this one!)
TD NA Package + Milltek Non-Res (Snetterton @5000rpm)- 95Db
It was a bit difficult to judge the upgrades on track, as this was my first time at Snetterton (and only my 3rd ever track day), but what I definitely did notice was coming out of Montreal in 2nd gear, the car pulled really nicely, which I know the old set up would not have done. Surprisingly though I was miss-shifting a bit, but I put that down to driver error more than anything! Power wise I think I'm done. The next upgrades will be suspension, wheels and tyres, and just more track time. I've done a short noise comparison video of old vs new set up (please don't criticise me too much on my driving! Still learning!):
https://www.youtube.com/watch?v=8T-vkAkReas
Conclusion
As you can probably tell, I am over the moon with the NA package, and it has transformed the car for such good value. TD have been excellent too, responding to emails quickly and answering all the questions I had! Thanks guys!

So yesterday was the day I'd been looking forward to for the best part of a month - parts fitting day! @Mark-in-Stoke and I were booked in with Rich at Tuned UK to have suspension work done to both our cars. I won't spoil Mark's update, but in a nutshell we were taking his 'temporary' suspension and putting it on mine, and he was having his newly resprung Ohlins coilovers put back on. This all came about after the OcUK meet in April. Mark had popped over and took me out in his car, after being somewhat surprised at how good TunedUK's 40mm spring collaboration with Eibach was. I was very sceptical expecting the ride to be trashy, rock hard and sat on the bump stops. I couldn't have been more wrong; the ride was firm yes, but not uncomfortably so. Body roll is far better controlled and the stance looks fantastic. No issues with clearance and no smashing of bump stops. Given I don't do track work and have no intention to, coilovers would be nice but probably overkill for me. So Mark offered me these once his resprung Ohlins were ready. 
We got to TunedUK nice and early and whilst Rich set about Mark's car, Mark and I set about mine with a couple of body mods. I'd been away recently and managed to get a set of rear quarter louvres brought back from the USA. The company (Ikon Motorsports) were great and sent them to my hotel and the package was small enough to bring back in my hand luggage so no problems with them being damaged.

As I've seen from Facebook these are very much a marmite thing, plenty of hate for them (including 'oh noes, how will you see out the back of the car?). I can't actually see through my rear quarters due to the passenger headrest, so it makes no odds to me. They attach easily with 3M tape and the fitment is absolutely spot on. We also fitted the carbon winglets to the front wings properly and with the weather being so hot yesterday we got a really good solid fit. 
Before long Mark's car was sorted so it was time for mine to get on the ramps. I was nervous to say the least, I wasn't 100% sure if everything (especially the CE28's) would fit. But everything came good bar my drop links being stuck and needing to be cut off. Luckily Rich had a set of Whiteline adjustables in stock so we chucked those on and then he got to work with the alignment. The springs drop the car 40mm, but the 18's with 225/40/18 tyres raise the height by about 5mm. Even so, this was putting a fair bit of negative camber to say the least. The back was virtually spot on even and ended up sitting at -2. For the fronts on Rich's advice for my type of driving we put the camber bolts in the other way around and neutralised the camber a little. I've never known someone so precise and OCD about alignment, everything was done with a real sense of care to get the best possible result. This was the end result, pleased is an understatement! Note the car hasn't been cleaned and is in strong sunlight so yes, tyres and louvres aren't as black as they'll normally look.



Under more normal light:



 
On the drive back home even with the car full of stock wheels I was able to get a sense of the improvements over stock. We took a scenic route down lots of twisty A roads to avoid traffic which was great fun. Turn in is nice and quick, body roll is loads better and I feel a lot more confident. I'm looking forward to trying it out more over the weekend.
 
 

So I’m sat at TunedUK with @Mark-in-Stoke
My car’s had a fair transformation. Last few bits being done. Pics and write up to follow...

Hadn't checked in on this thread for a while - @Lowe, I can't believe you haven't got the wheels fitted yet!  They look lovely though, and us grey owners definitely know a nice metallic flake when we see one 
Just thought I'd quickly comment on those Depo lights; they're done in a different way to the Grazios, which look like this:


The red is a gel coat (or something similar); you can feel the raised edges.  IMO they look a lot nicer than the Depos, which still look a bit aftermarket.  If the Depo internals were red instead of black they would look much better.  My only - very minor - gripe with the Grazios is that they aren't full red over the tail/brake lights, which looks a bit less OEM from the side:

Sorry for the hijack, and hope to see some more updates soon!

No worries on the hijack. Big update next week, busy busy  

Cheers! Yeah, all good, I'll need a new TPMS sensor and will get the alignment checked just in case, but otherwise it was just a bit of ego damage. Lessons learned - with Primacies and no nannies 9/10ths is more than enough, and if you're ever catching a Cayman GT4 it's because they're smart enough not to take the piss with it rather than because you're far more talented than them... 

Cheers! Yeah, all good, I'll need a new TPMS sensor and will get the alignment checked just in case, but otherwise it was just a bit of ego damage. Lessons learned - with Primacies and no nannies 9/10ths is more than enough, and if you're ever catching a Cayman GT4 it's because they're smart enough not to take the piss with it rather than because you're far more talented than them... 

My old flat made did that. Span off on Paddock on the first session of an evening event then spent the rest of the time digging gravel out of his MR2's tyres.
Hope you're all sorted Dave.

Glad to hear you (and the car) are fine.

I'll be at Brands next weekend, hope its better than Bedford 2 weeks ago although looks like its going to be below freezing overnight.

The noise level is high though. Would be interested what reading others get, also with TD turbo.

Lets try to see what we get at Tunerfest. Does anyone has a proper noise measurement tool to bring along?

Sent from my SM-G930F using Tapatalk

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.

Nice write up, I can only echo what you've said (being a recentish convert myself) the sharper throttle response and lower down torque actually improve my relaxed driving, lower down the revs, much more than I expected. There's at least one wet roundabout in West Yorkshire where the increase in low end torque gave me a surprise when I wasn't really paying attention. I had to thank the maker for the TC and absence of traffic!

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.

I realise that for most of you this is going to be preaching to the choir, but after running the Tuning Developments NA package for 6 weeks or so and getting a few road miles and a track day under my belt, I thought I'd share my experiences for anyone that's considering having their car upgraded.
 
I had the install completed just before Christmas; I stayed in Runcorn at a very cheap hotel, and made my way over to Warrington at 9am.  The work took until about 2pm to complete, including TD's own catback and the MTEC shift springs/Powerflex gearbox insert combination.  I spent some time talking to @Mike@TD.co.uk whilst the work was being done and it's clear that he knows his stuff with GT86s.  He kept me updated with how the work was going, and also kindly took me for a passenger ride in the turbo GT86 
After a couple of post-install dyno runs and a road test, I took the keys back and prepared for the long journey down the M6/M5.  Just pulling out of the estate where TD are based it was obvious that the engine revved more freely.  Spending a bit more time with the package since then has only reinforced that initial impression.  Even keeping the revs below the old torque dip the engine response feels more immediate.  The real benefits become obvious once you get over 3500rpm though.  Plant your right foot at 30mph in 3rd gear, as you might do on a sliproad, and the car pulls effortlessly all the way to the national limit.  Whilst you'll see a ~10% gain in peak power over a standard car, the real improvements come at 4000rpm where you have 25% more torque, and the torque level is almost constant from 3000 - 6750rpm, rather than 4750 - 6750.  It practically doubles the width of the power band, and as you'd imagine the result is like driving a different car.  You can keep the engine in its sweet spot without running it to the redline in every gear
An added bonus of the flexibility is that it allows you even more potential to exploit the chassis balance and adjustability on the road.  The extra torque means that you have more options coming out of a corner.  I was always a fan of the way that you can neutralise understeer with the right amount of throttle input, and the flat torque curve and sharper throttle response really helps that characteristic shine.
On track the gains are less obvious but still there.  At track speeds you would normally have been above the dip anyway, but at Donington a couple of weeks back we had quite a wet morning.  I didn't know the circuit, and combined with the rain (and the need to drive home afterwards!) I was fairly cautious early on.  As well as taking less corner speed, I was shifting at lower revs.  The ability to upshift early without dropping into the dip meant that I didn't feel I was losing too much by doing that.  I'm looking forward to getting back to Castle Combe at some point too.  Last time out I was short-shifting to 5th before Folly to avoid an upshift through the corner, and the improved torque curve should mean that it's not so costly to do that.
As I mentioned after the installation, I also found that fitting the NA package didn't increase my insurance premium, which is through one of the brokers in the Insurance section.
 
As for the other changes to the car, the catback has given the exhaust note a nice throaty bass in day-to-day driving.  It was initially a little harsher and had a slight drone at motorway speeds, but has mellowed nicely over time and is now quite tuneful.  I can happily listen to music at a sensible volume, without the exhaust drowning it out.  On track it really sings with a lovely race car note.
The MTEC springs and Powerflex gearbox insert have made a surprisingly big difference for such an affordable modification.  Cold-start 2nd gear issues aside, I'd always thought the GT86 has a very good shift from the factory.  That the springs and insert have improved on it so noticeably is seriously impressive.  It has a really positive feel, and the weight and precision are nothing short of exceptional.
 
I wouldn't hesitate to recommend both Tuning Developments and the NA package.  The install looks great quality, Mike and Nick know their stuff, and it really is excellent value.