GR86 Turbo / Supercharger

I remember being embarrassed in a traffic light grand Prix when I first got my GT86 by a diesel Scirocco.

I was concerned about the lack of performance and momentarily considered researching some sort of turbo or supercharger option, but then realised that I didn't really mind and was thankful that I didn't own a diesel Scirocco! ;)

Not once have I felt like I needed more performance in the GR86.
 
Do we actually know what the base power output is? It was specified as 228 I think, but my order says 231, and then there's a lot of reports from dynos that it's about 250, but they're countered by the suggestion that they were tested in the wrong gear.

I imagine that someone who knows what they're doing has come up with an accurate answer?

PS - I'm referring to the standard colours, not the red
 
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Triggaaar said:
Do we actually know what the base power output is? It was specified as 228 I think, but my order says 231, and then there's a lot of reports from dynos that it's about 250, but they're countered by the suggestion that they were tested in the wrong gear.
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Official figures for UK are 231 bhp (234 ps). I've seen 228 mentioned in US reviews but I don't know if that's bhp or ps and I assume it's lower due to US fuel or emissions regs or something.

No idea re. the dynos.
 
ZN8 said:
My experience with modifying cars is there is always a compromise, whether its NVH, comfort, reliability, longevity, cost etc. You will be chasing the next weakest link. Then there is the complications of invalidated warranty. I disagree that a highly strung GR86 will go the legs compared to something from Stuttgart.
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My modified Toyota Celica GT-Four is around 400 BHP and similar in weight to the GR86. It is a complete pig to drive as a daily. Carbotech pads sound like a freight train coming up to the lights and the Tein Superstreet coilovers break your back on anything but smooth tarmac.

One thing I have learned over years of modifying and track days is improving your own ability in a car far outweighs a lot of "power" upgrades.

GR86 with tyres, pads and discs will be more than enough for tens of track days before you start to feel the need for more power.
 
AdamST205 said:
GR86 with tyres, pads and discs will be more than enough for tens of track days before you start to feel the need for more power.
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Misha Charoudin (YT) is modding the heck out of a GR86 which he regularly takes around the Nürburgring, but he's not changing the power, he says it has enough.
 
Triggaaar said:
Misha Charoudin (YT) is modding the heck out of a GR86 which he regularly takes around the Nürburgring, but he's not changing the power, he says it has enough.
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Actually Misha is staying NA but is planning a remap when he changes his intake and headers, not going FI though.
 
Only just spotted this thread. Interesting. I have some experience of supercharging an N/A car. In this case, a Honda Civic FD2. Everything was done before I bought the car using the best of everything and kicking out around 370BHP. Couple that to VTEC and things all go a bit mad around 5000 RPM, and don't stop until 9000 RPM. This was my first forced induction Honda having owned many Type Rs over the years. It was so compromised. Issues like throwing belts, rattling against the engine and bonnet, random total power drop outs etc etc. I ended up scared to drive it. It was just waiting to go bang and ultimately kinda did, on the M5, in rush hour, when the supercharger to water pump belt snapped and took out all the belts next to it, leaving no alternator, power steering, etc and an immediate overheating issue. Worse, the belt fragments went down the side and destroyed the main crank bearing seals. It was a disaster I can tell you. Plus would not fit on any regular recovery trucks either. Tom at TGM said the kits (Rotrex) have known alignment issues, as he witnessed when running up an engine out of the car once. It's all just a few mil off, but enough to explain the belts throwing.

I don't regret buying the car as wanted to complete the set and they are quite rare, especially facelifts on just 29k miles. But having experienced this I have vowed to keep N/A cars just that. If you want forced induction there are so many options out there that do just that.

For those that know, here she is:
fd2.png
 
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Reeves999999 said:
.Tom at TGM said the kits (HKS) have known alignment issues, as he witnessed when running up an engine out of the car once. It's all just a few mil off, but enough to explain the belts throwing.
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This explains alot, some of the stuff that comes from HKS is sh*te. Their centrifugal supercharger kit for the GT86/BRZ had a bad reputation, many failed from the impeller shaft snapping.
 
ZN8 said:
This explains alot, some of the stuff that comes from HKS is sh*te. Their centrifugal supercharger kit for the GT86/BRZ had a bad reputation, many failed from the impeller shaft snapping.
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The HKS turbo kits for the 350Z didnt have a great rep either. the later ones even used some crappy ebay turbos.

@Reeves999999 it doesn't sound like that Civic was done using the best of everything if he used a kit with known alignment issues. not hating on you or the car but one bad experience doesn't set a precedent.

It is possible to add FI to a car and maintain a close to OEM experience. It just needs to be done properly. Cranking up the boost and really pushing the power is a different story obviously. I'm not ruling out going FI on my GR. The small number of UK cars is a bit of a concern as I don't really want to be the guinea-pig. It would either be a Harrop supercharger or AVO turbo. Interesting to see that Fensport still havent listed the AVO FA24 kit on their website as it's been out for quite a while. If they offered a drive in - drive out Package for a fair price like they do on the GT86 i'd certainly consider it.

EDIT: Link to AVO turbo kit if anyone is interested in reading up on it here.
 
The likes of Harrop and Cosworth have a solid reputation on the previous generation. Their packages were similar in design and alot of engineering work went into them. Some of their superchargers are now 10 years old and have proven to have OEM levels of reliability. Cosworth did lots of R&D, especially around the strength of the engine, they put their supercharged FA20 through some gruelling tests, including a 50 hour endurance test with 45s of every minute being at full throttle. These guys found the limitations of the stock internals, fuelling and coolant systems and kept within them. The components used are premium, Bosch coolant pumps, Eaton superchargers etc. I wouldn't have any concerns.
 
ZN8 said:
The likes of Harrop and Cosworth have a solid reputation on the previous generation. Their packages were similar in design and alot of engineering work went into them. Some of their superchargers are now 10 years old and have proven to have OEM levels of reliability. Cosworth did lots of R&D, especially around the strength of the engine, they put their supercharged FA20 through some gruelling tests, including a 50 hour endurance test with 45s of every minute being at full throttle. These guys found the limitations of the stock internals, fuelling and coolant systems and kept within them. The components used are premium, Bosch coolant pumps, Eaton superchargers etc. I wouldn't have any concerns.
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Yeah. The Harrop kit looks really clean. The integrated charge cooler is a very slick design in terms of packaging.

The only thing that confuses me a little is that they talk about maxing out the fuel system, whereas the AVO turbo kit seems to run higher power on the standard fuel system.

More research needed on my part I think.
 
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Who knows, the difference between supercharger and turbocharger requirements will be a bit different, as will be the acceptable level of headroom each company accepts.
 
It's not really going to happen unfortunately, not legally anyway.
 
Triggaaar said:
So you're saying manifolds and a remap won't get you to 250 HP?
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Think he was referring to the 270hp. It's most likely got no GPF or cats.

There are high manifolds with HFCs available and I found a high flow GPF which I posted in the exhausts thread which could be fabbed into a custom front/centrepipe section. I dont know of any example of this being done yet though, but there's probably decent gains to be had.
 
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