As the 'Age of Recovery' threads on this Forum seem to be an interesting subject I will add my own. Not only to waste half an hour on a keyboard but hopefully to give some guidance, insight and depth of pockets required for those who seek the ultimate.   "eh?" I hear you think.... "..ultimate what?"   As MLK said, 'I have a dream'. And mine is to own, drive (and ultimately sell) the fastest, best driveable road-going auto GT86 in Europe.   I am not interested in pretty - I want power, roadholding and predictability... but I insist it is controllable for road (my Granny should be able to drive it, she's 134 and in a wooden box) yet capable of testing her grandson's capabilities at Sprint and trackdays.   Over last winter I engaged Fensport to rebuild my engine with an HKS kit - stroked crank (to 2.2L), new cams (to accommodate the higher piston lift), forged pistons to their design and forged rods. At the same time new injectors and new oil pump. And a stage 3 AVO turbo to mate with my existing 3" exhaust system (also AVO).   Why not Cosworth? They are still poncing about with their forged kit, Adrian at Fensport was still prototyping their stuff, first engine they produced had big problems and it will be a year next Thursday before Cosworth get off their arses and do anything for genuine enthusiasts andget more than their basics on the market.   Why not Carillo and the other stuff from the US? Because I have only met one US supplier worth anything in terms of meeting overseas motorsport commitments - SSP for auto gearbox upgrades. I know Mark at Abbey swears by the 'other stuff'  suppliers, having built LFA's engine - but he/they don't use them on the road and they are, to my mind, unproven in the UK where no alternative has existed. (And LFA chooses to dismiss my invites to prove his car inthe UK..)   The downside with the HKS kit - for a turbo car - is dictated by their marketing platform. They want to sell their s/c kits, so the compression ratio is left high. It detracts from the benefit of bottom end boost generated by turbo. They offer three different cylinder head gasket thicknesses (which make a difference of 11.8:1 and 11.5:1 by my maths). And when Carillo/other kits are offering 10:1 c/r (or slightly lower) it seems perverse - Cossie have learned the lesson over the market resistance to 'package' selling, why has Japan not reacted?   But... with the Fensport ECU mapping the turbo boost can be 'progressive'.. (money).. and it is customised to your specific car (money). Hence the decision to map my car in  (1) road  (2) extreme road (3) wet track (4) extreme track (more money).   Some of you may be aware that I am the only auto trans competing in Europe. Last year, after advice that the Toyo autotrans is built of tissue and stuck together with bubblegum (it is a Lexus de-engineered 8-speed to a paperweight 6-speed, worthy of a max 260bhp), I went to US and got an upgraded autotrans from SSP.   I chose stage 2 valve body (see website) - and, sure enough, it kicks you up the arse when you change on road, it is uncomfortable and, after five miles, my daughter went into premature labour!  (I joke). On track it is seemless.. instant response when driving over 4k revs.   As I was planning my engine upgrade,  Kris (at SSP) made me aware of a clutch upgrade which was going well with the dragsters over there. One car in NewYork State is pulling 600bhp at the wheels and running a standard Toyo box upgraded with this kit. Has to be the way to go, I think, and ordered a kit  - discussed it with Fensport who washed their hands of it - autotrans they have no knowledge about, other than getting it out of your chassis and refitting it.   Howver, Adrian gave me a contact - a man who is, ostensibly, the top competition autotrans guy in the UK   (. to be continued)   Spec K