It is officially the end of an era for Tsuki, our Honda NSX. After five years running Bourne HPP engines and a Life Racing ECU, Terry has made the decision to move on to pastures new. We want to thank him for his support over the years, but as one door closes, another opens.

This transition presented us with a major opportunity to completely rethink Tsuki’s electronic systems. The main change? Saying goodbye to Life Racing and making the jump to Haltech.

Here is a deep dive into the overhaul that is going to make Tsuki an absolute weapon this season.

The Brain Transplant: Going Full Haltech

After getting some excellent advice from the team at Haltech, we spec’d out exactly what we needed to keep Tsuki running at the absolute limit. We decided to go all-in:

• Haltech Nexus R5 ECU: This is Haltech’s top-of-the-range Haltech ECU, and crucially, it features a built-in PDM. This unit is the new brain of the operation, currently managing a highly capable 683 bhp. We are currently only running at 1.5bar boost as well, so there’s plenty left to go when we want to crank things up.
• Haltech PDM16: Because Tsuki has so much going on mechanically and electronically, the Nexus R5’s built-in PDM wasn’t quite enough. We added the 16-channel PDM to handle the extra load.
• Haltech TCA8: An 8-channel thermocouple amplifier so we can keep absolute, precise control over our exhaust gas temperatures (EGTs).
• Haltech Bosch Electric Throttle Body & Sensor Package: For razor-sharp throttle response and reliable data logging.
• Haltech 15-Button Keypad: Giving us sleek, immediate control over the car’s systems.
• Custom Wiring Loom: To wrap it all together, we had a bespoke loom made to keep everything surgically neat, tidy, and reliable.

Taking Control with Haltech NSP

One of the biggest revelations of this swap has been the Haltech NSP (Nexus Software Programmer) software. The user interface is so intuitive that, as soon as we had the pinouts mapped, we were able to set a massive portion of the system up entirely on our own.

Data is Everything: Supported by AIM Technologies

We are incredibly proud to announce that we have official support from the guys at AIM Technologies this year!

If you know motorsport, you know AIM is the gold standard for track data. Their sensors and data systems already feature heavily on Tsuki, but having their direct backing takes things to a whole new level. Their technical knowledge is absolutely out of this world, and their insight ensures we are extracting every last drop of useful data to dial in our new setup.

Fueling the Fire: 8 Injectors

If you followed us last year, you might remember that fueling eventually became our limiting factor. We were maxing out our setup. To ensure we never run into a fuel starvation bottleneck again, we have upgraded to an 8-injector setup. Tsuki now has all the fuel flow required to safely support high boost levels without breaking a sweat.

Breathing Better: Kelford Cams & VTEC Returns

More fuel needs more air. We’ve installed a set of Kelford Stage 1 Turbo Cams, and they have completely transformed the car’s power delivery.

The most exciting part? We didn’t have VTEC previously, and now we do. The difference in how the car pulls through the rev range is staggering.

Keeping it Cool: PWR Radiator

All of this newly unlocked power generates a massive amount of heat, especially on track. To combat this, we’ve upgraded our setup with a PWR radiator, and the cooling efficiency speaks for itself when you look at the AIM data from a lap around Blyton.

Take a look at the data comparison below. The green line represents our 2025 data, where you can clearly see the Intake Air Temperature was being artificially controlled by water-methanol injection—hence the visible plateaus on the graph. Without that water-meth injection, those intake temperatures would have just kept climbing.

The red line is our fresh 2026 data, running purely on the new system with no water-meth injection. It clearly shows just how incredibly effective the PWR setup is at managing and stabilising temperatures under heavy track load all on its own, plus we get the benefit of weight reduction now we’ve removed the water meth tank and lines.

The Cockpit: Zestek CAN Wheel & Carbon Tidy-Up

We didn’t just spend time upgrading the engine, the driver’s office got a major upgrade, too.

We’ve installed a brand new Zestek CAN hub and got a new steering wheel too. This isn’t just for aesthetics, it communicates directly with our Haltech setup, allowing the driver to control the PDM outputs right from the steering wheel. Integrating this was an absolute breeze thanks to the Zestek Racing Suite.

To finish off the winter refresh, we added more carbon fibre detailing to the interior and spent time properly tidying up the cabin, giving the driver a clean, focused, and distraction-free environment.

Tsuki is leaner, smarter, and significantly more powerful than she was at the end of last season. We can’t wait to show you what this new Haltech-powered setup can do on the track!

This is the story of a 2010 HA9 Acty Attack that rolled out of a shipping container and then got the Tegiwa transformation as a truck that’s ready to take on some green lanes.

Why an Acty Attack?

For the uninitiated, the “Attack” badge isn’t just marketing fluff. It signifies the proper off-road spec of the Acty: factory diff locks and a high/low transfer case sat on top of the already-capable 4WD platform. In Japan these were aimed at farmers, foresters and anyone working out in the sticks who needed a tiny truck that could actually go places.

In other words, it’s the perfect base for an overlander build.

This particular truck is also the newest Acty we’ve ever imported, a 2010 model year, which made it an even more exciting to get our hands on.

Step One: From Container to MOT

The moment we unloaded Luke’s Acty from the back of the container, it was straight to the MOT station. It might not be the glamorous part of the process, but the MOT certificate is the first proper hurdle. Without it, you can’t get the vehicle registered for UK roads, so it’s always our first port of call once a truck lands.

Thankfully, this little Attack passed with a clean bill of health and was cleared to move on to the next stage of the build.

Into the Body Shop

It’s worth remembering that these kei trucks were built to be used. Whether navigating tight Japanese city streets or earning their keep out in the fields, they’re work horses first and foremost. They’re not always the tidiest examples when they arrive on our shores. Battle scars are part of the charm, but for this build we wanted a clean canvas.

Luke had his heart set on Keswick Green, a nod to the classic Land Rover 90 of yesteryear. After a couple of weeks at the body shop, the Acty came back looking fresh. The dings and scrapes had been pulled out, the paint was crisp, and the bed had been given a proper Raptor liner finish. It’s incredible how much character that colour adds!

Back to Tegiwa for the Overlander Build

With paint done, it was time to bring the Acty home to Tegiwa HQ for the fun part. This is something we want to shout about: we don’t just import these trucks, we can carry out the modifications and supply the parts too, all before you drive it away. A genuine one-stop kei truck shop.

Here’s what went into the build:

Lift Kit

First up, a lift kit for some extra ground clearance. Essential for any truck that’s actually going to see the rough stuff, and it sets the visual tone immediately.

Front Bull Bar

A proper bull bar up front, adding a bit of utilitarian aggression and offering some protection for the front end when you’re brushing past hedgerows on a green lane.

Upgraded Exhaust

Worth an honest aside here. A lot of the Actys that arrive to us have a noticeable rattle coming from the back box, and unfortunately Honda discontinued the original part a long time ago, so there’s not much we can do to fix it on the factory system. The good news is that fitting an upgraded exhaust solves the issue completely, and gives the truck a much better soundtrack.

Roof Rack & LED Light Bar

A roof rack opens up a world of practicality for an overlander, whether that’s for jerry cans or recovery gear. Pair it with an LED light bar for the kind of night-time visibility these trucks have never seen from the factory, and you’ve got a setup that’s ready for proper exploration.

Wheels and Tyres

This is where things got interesting. We’d originally specced a set of 14X4.5 ET40 Weds Adventure Mud Vance X Type S wheels wrapped in Yokohama Geolandar X-AT tyres, a cracking combination on paper. Unfortunately, the tyre size we’d chosen simply wouldn’t fit inside the arches once everything was bolted up. Rather than compromise on the look or the lift, we switched to a set of MRF rally tyres, which fitted perfectly with just enough clearance on that front arch.

Interior Touches

Inside, we kitted Luke’s Acty out with rubber floor mats and seat covers, both sensible additions for a truck that’s actually going to be used as intended. Mud, dogs, dirty boots: bring it on.

Bed Cover and Decals

A taupe cover for the rear bed keeps the load area protected and adds a slightly retro feel that complements the Land Rover Keswick Green beautifully. To finish things off, the truck got a set of custom Tegiwacty decals, a little nod to its new home.

The First Drive

With every part installed (literally overnight – the Tegiwa team don’t hang about), the truck was finally ready to roll. We took it out to tackle some grass banks as a warm-up before pointing it at the green lanes proper, and it handled them exactly as you’d hope a kei-spec 4×4 with diff locks and low range would. That is to say, brilliantly.

Watching it climb its first proper incline, you realise just how much character these trucks have. They look right doing this kind of thing.

The Acty Life

Builds like Luke’s are exactly why we do what we do. We’re enthusiasts before we’re anything else, and the Honda Acty has well and truly got its hooks into us over the last few years. We love sourcing them, importing them, registering them, modifying them, and watching them roll out of our doors as something genuinely personal to their new owners.

If you’ve been thinking about an Acty of your own for ferrying tools around the paddock, or a wild overlander like Luke’s, get in touch. We’ll handle the lot, from the container to the green lanes.

The FK8 rolled off the production line sporting 20×8.5J ET60 wheels which were wrapped in 245/30/18 tyres. On paper, 20 inch wheels sound like they’re going to be aggressive, but in reality, it was the total opposite.

Firstly, the diameter is too large for the car but the real issue is that the sky-high offset of ET60 pushes the standard rim so far into the arch that they practically disappear. For a car that looks as in your face as the FK8 does, having wheels that look lost is pretty unacceptable in our opinion.

Secondly, there’s the 30 profile tyres. These ultra low-profile tyres do absolutely nothing for ride quality and look like your tyres are equipped with elastic bands. What you’re left with is a harsh ride that compromises both handling and everyday comfort.

The solution is to ditch the OEM wheels and invest in a proper aftermarket setup from the likes of Apex, Enkei or WedsSport. Our recommendation is an 18×9.5 ET45 wheel, which will provide a night and day difference over stock. To keep things JDM, we chose Enkei T6R wheels in Matte Bronze to complement the Crystal Black Pearl paint.

By choosing a wider 9.5J wheel, this will enable you to run a much meatier tyre, in our case, 265/35/18 Continental Sport Contact 7’s. A wider contact patch with the road means better grip, improved handling and a much more planted feel in the corners. The increased sidewall profile also dramatically improves ride quality, especially on British roads!

The secret sauce is here, is the ET45 offset. It pushes the face of the wheels out just enough to fill the arches perfectly and eliminates the need for wheel spacers. It’s a simple bolt-on affair and you don’t have to worry about rubbing or catching.

If you’re not a fan of the T6R style, then head over to our sister website, Alloy Wheel Shop and use the filters to narrow down FK8 specific fitments, as we have already done when you click this link. There are 63 different wheel options available in this sizing so you’re spoilt for choice.

If you’re planning on doing track days, we’d highly recommend the WedsSport TC105X. These wheels are track proven and offer the perfect blend of strength and weight saving at a fantastic price point.

Now that you’ve addressed the wheel fitment, you’ll probably notice quite a bit of arch gap between the tyre and the body of the car. We’re going to address that with lowering springs to retain everyday comfort, but if you really want to dial it in or maximise performance then you’d be better off looking at a set of coilovers from the likes of YSR or Tein.

We recommend either Eibach or H&R lowering springs with both brands offering FK8 specific products that strike the perfect balance of aesthetic and functionality. What you’ll get is a noticeable drop that fills out the arches whilst maintain everyday comfort and usability. There’s no need to sacrifice your spine or dentures for the sake of looking good!

This is a win-win modification as not only does it improve form but it reduces the cars centre of gravity, which translates directly into less body roll and sharper handling through the corners.

With just these two modifications, your Civic FK8 will now have a much more purposeful stance and a presence that it deserves. The best bit is that these aren’t radical modifications that compromise daily usability. You can still enjoy your FK8 as a daily driver whilst having it looking as aggressive as it now performs.

So, what are you waiting for? Check out our range of suspension and wheel upgrades at Tegiwa.com and join the FK8 owners who have unlocked their Civic’s true potential.

Here at Tegiwa, we have just finished building our very own S2000 Cup Car and we’re excited to share what goes into it. Here’s everything you need to know about this brand new racing initiative.

What is the S2000 Cup Package?

The S2000 Cup package represents an exciting new chapter in the Racing Hondas Championship story. As a Grade C national one-make championship for Honda vehicles, Racing Hondas has always stood for fair and competitive motorsport. The S2000 Cup takes this philosophy to the next level.

This controlled parts approach means that every car on the grid is build to exactly the same specification. This isn’t about cutting corners on safety or quality, it’s about removing the variable of unlimited budgets and supplier choice which allows the competition to focus entirely on driver skill, setup knowledge and pure race craft.

Every component from suspension to aerodynamics to the roll cage has been hand picked by Racing Hondas and ourselves to create a platform that’s competitive, reliable and accessible.

Suspension

Every S2000 Cup Car is fitted with YSR Premium Competition Coilovers, designed specifically for competition use. These are fully adjustable coilovers that provide the perfect balance of grip and control, and have been used for years in other Championships like the Type R Trophy and Civic Cup.

As well as the coilovers, a comprehensive package from Hardrace also features, including:

• Adjustable front track rod ends with pillowball joints
• Front anti-bump steer kit
• Adjustable rear upper arms with spherical bearings
• Adjustable rear toe control arms
• Front roll centre adjusters

Engine & Exhaust

The engine remains stock but with some simple bolt-on additions including a Tegiwa Air Intake. The Tegiwa Decat Pipe removes the restrictive catalytic converter, which helps to free up power and improve throttle response. The cat-back is then replaced with a HKS Hi Power Single Exit Exhaust which adds the perfect exhaust note.

A Tegiwa Aluminium Radiator also features which helps to keep temperatures in check when things start getting hot. Remember that some S2000’s are now getting on for nearly 30 years so you’d do well to replace this unit anyway if it hasn’t been already.

Braking

Stopping is just as important as going fast, and the S2000 Cup package doesn’t compromise here. The standard S2000 brake calipers are more than capable of handling the power on offer, after all, we haven’t added loads of extra power to the engine, so the factory brake calipers are perfectly adequate for the task. To extract maximum stopping performance, the package includes a set of Probite PRO discs and pads that give that extra bite when you need it most. Combined with HEL Braided Brake Lines that replace the standard rubber items, these upgrades eliminate brake fluid expansion under extreme track heat and provide the consistent pedal feel that’s essential for consistent lap times. Every braking event becomes predictable and repeatable, small changes that make a massive difference over a race weekend.

Wheels & Tyres

The mandatory wheel for the S2000 Cup are Motegi Racing MR162 Zentoku Wheels in 17×8.5 ET45. There’s no staggered fitment here, just the same spec on each axle, meaning you can rotate tyres to get the most use out of them. The control tyre for the Racing Hondas Championship is the legendary Yokohama Advan A052. These are 245/45/17 and provide grip in both wet and dry conditions.

Speaking of Yokohama, that brings us on nicely to the livery. We wanted to keep things JDM so we opted for a Yokohama Advan inspired livery. Seeing as the car was already finished in red, this kept things relatively simple and I’m sure we can all agree that it looks great. The Advan tyre writing is a great touch too. This is something that you can recreate yourself with our very own Yokohama Advan Tyre Stencil which has been designed right here at Tegiwa.

Interior & Safety

Being a race car, it’s not about creature comforts, it’s about making the car safe. The SW Motorsports Weld-In Roll Cage has been specifically engineered for the car and meets MSUK safety regulations. With the addition of the roll cage, the soft top can now be discarded in a bid to save weight. After all, the rain can’t get you when you’re driving so fast!

We have opted for an OMP RS-PT Bucket Seat with RRS FIA R6 Light Evo Harnesses to keep the driver secured. This is a great setup at a very affordable price point too. To achieve the optimal seating position we installed a SW Motorsport Super Low Bucket Seat Base. Other additions include a SW Motorsport Boot & Fuel Release Bracket, SW Motorsport Foot Rest, SW Motorsport Kill Switch Pull Cable Bracket and a SW Motorsport Radiator Cooling Panel.

A Tegiwa 150A Battery Isolator Kit has been installed to provide a kill switch for the lightweight Odyssey PC680 battery. This is a game changer when it comes to kill switches as the traditional pull cords can often seize, causing an unnecessary headache when it comes to a race weekend and scrutineering.

Aerodynamics

The Tegiwa Front Splitter and Air Dam Kit not only makes the front end look way more aggressive but also helps to create stable front-end grip as speeds increase. It’s a part that is engineered to manage airflow without creating drag.

At the rear you’ll find a 1,580mm Tegiwa Wing which generates additional downforce. This completely changes the aesthetic from standard S2000 to an out and out race car which belongs on the track.

What’s next?

With the first round of the Racing Hondas Championship at Silverstone taking place on 5th April, we are keen to get out in it so we’re about to go give the car its first shakedown before we book a dedicated test day to dial in the setup. In the meantime, make sure you check out the full video feature on the car over on our YouTube channel.

Ready to build your own S2000 Cup Car? Head over to Tegiwa.com to order the complete controlled parts build list. For more information about the S2000 Cup and Racing Hondas Championship, visit https://www.racinghondas.uk/

The EA888 engine is a masterpiece of engineering, found in an abundance of MQB platform cars from the MK7 Golf GTI and R to the Audi S3 and Leon Cupra. As these cars have become more and more affordable, we have seen more and more on the track, especially the MK7 Golf GTI. That’s why we thought it would be a great idea to gather up a selection of intakes that we sell for this engine and put them through their paces on one of our infamous intake tests.

The easiest way to break the factory intake down is to look at the 3 different parts that it comprises of: Air Box, Inlet Hose and the Turbo Elbow. Each piece of the factory intake can be changed for an aftermarket component, with each piece available at a different price point and offering different benefits. In our test, we use the entire setup available from each brand where available.

The car that we are using for our test is a MK7 Golf GTI. It is stock other than a Unicorn Motor Developments Stage 1 Map and a Clubsport back box exhaust, so pretty representative of what our customers will be driving.

The intakes that we’ll be testing:

• Ramair Proram
• MST
• Racingline R600
• Forge Motorsport
• Eventuri
• GruppeM

The Baseline: Stock Airbox

Before we started bolting on intakes and shoses we needed a benchmark. The car put down 297.4 bhp and 312.9 lbs. ft of torque with a completely stock intake. With an ambient temp of 6°C, the intake temps peaked at at 66°C.

Ramair

The most affordable intake in our lineup is the Ramair which comes in at a wallet friendly £479.48 at the time of writing. The kit includes an open intake with heat shield, a 4″ metal inlet hose and a turbo adapter too. It retains the factory inlet duct at the front. When it comes to providing more noise, this is definitely the loudest on the test.

The Breakdown

1. The Value Kings: MST & Ramair

If you want the best performance-to-price ratio, the MST and Ramair kits are nearly inseparable. Both delivered solid gains of roughly 7-8 bhp. At under £500 for the full kit including the hose and elbow, these are the smart choices for a budget-conscious build. If you want noise, go for Ramair, if you want a bit of extra performance go for MST.

2. The Enthusiast Choice: Racingline R600

There’s a reason the R600 is the go-to in the MQB world. It looks OEM+, offers a choice of foam or cotton filters, and delivered a very respectable 8.8 bhp. While the total kit (including the high-flow elbow and intake hose) climbs to £646.77, the fit and finish are hard to beat.

3. The Showstoppers: Eventuri & Forge

If engine bay aesthetics are as important as the dyno sheet, these are your picks. Eventuri is a highly regarded name in the intake world, and it’ll hold its value when you come to sell it second hand. The Forge intake is arguably the best looking and we reckon that it was the second loudest intake that we tested, perfect for those wanting to hear intake noises!

4. The Powerhouse: GruppeM

The GruppeM system is the undisputed king of this test in terms of raw numbers, delivering a massive 10.2 bhp and 14.5 lbs. ft of torque. However, at £1,436.96, you are paying a significant premium for those extra few horses. We’d be interested to see what this intake is capable of when used in conjunction with an intake hose and turbo elbow adapter.

No matter which you choose, the EA888 platform responds incredibly well to better breathing. Ready to wake up your MQB car up? Check out the full range at Tegiwa!

We are thrilled to be installing a set of Kelford Stage 1 Turbo Cams (179-T1) as part of this year’s engine refresh!

Why did we choose these cams?

We aren’t just replacing parts; we are optimising. The 179-T1 is the ideal choice for our setup, designed specifically for high-output K-Series engines. These cams are engineered to support builds producing 600-1,200bhp while utilising 62mm-72mm turbochargers.

Here is why these cams are a great choice for turbo K-Series builds:

• Optimised Drivability: They feature a smaller side lobe design which is crucial for 2.0L engines. This improves throttle response significantly, helping the car react faster before the turbo is fully spooled.
• High-RPM Capability: When paired with the Kelford Extreme Valve Spring Set (KVS79-EXTREME), these cams allow will rev safely all the way to 11,000rpm.
• Serious Lift & Duration: Looking at the spec sheet, the nett valve lift is impressive at 13.20mm (Intake) and 12.60mm (Exhaust), with advertised durations of 300° and 306° respectively. This ensures maximum airflow.

Shop the Full Kelford Range at Tegiwa

Whether you are doing a routine refresh or a full-blown engine build like Tsuki, quality valvetrain components are non-negotiable.

You can find the full range of Kelford Cams at Tegiwa.com. While their K-Series options are quickly becoming a go-to in the Honda community, Kelford is also dominating other platforms. Their camshafts for the G16E-GTS engine (GR Yaris) have already proven to be an incredibly popular choice for owners looking to extract more power from the Toyota 3-cylinder platform.

The Vision

When we set out to build this GT86 for rally, we knew we wanted something different. The platform offered the perfect foundation – lightweight, rear-wheel drive, and fantastic handling characteristics – but we needed more power and the reliability to withstand the rigours of competitive rallying. The solution? A complete K-series engine swap, paired with comprehensive upgrades across every system.

Engine & Drivetrain

The centrepiece of this build is undoubtedly the 4Piston K400 K24 2.5L engine. This isn’t just any K24 – it’s a purpose-built motorsport unit featuring ductile iron sleeves, a 99mm stroke, and an 89.5mm bore, all designed to deliver reliable power in demanding conditions. The increased displacement over a standard K24 gives us the low-end torque we need for rally stages while maintaining the Honda K-series’ legendary high-RPM character.

Getting a Honda engine to work seamlessly in a Toyota chassis is no small feat, which is where the KPower Industries Complete K-Swap Kit comes in. This comprehensive package includes everything from the transmission adapter plate to engine mounts, allowing us to mate the K24 to the factory GT86 six-speed manual gearbox. We’ve upgraded the transmission internals with an MFactory 2-way limited-slip differential for improved traction too.

The Exedy Stage 1 Organic clutch provides the perfect balance of drivability and performance, giving us confidence whether we’re navigating tight hairpins or launching off the start line. Power is delivered smoothly thanks to tuning from Robbie at TDP, but with plenty of bite when we need it.

Managing this potent engine required serious hardware. The Haltech Elite 1500 ECU serves as the brain of the operation, controlling everything from fuel delivery to launch control. We’ve paired it with a Haltech 82mm electronic throttle body for sharp response and a Skunk2 Ultra Race inlet manifold with a 1-litre spacer to maximise airflow. The Haltech IC-7 digital dash displays all critical engine data at a glance, ensuring we can monitor everything in real-time during competitive stages.

Cooling is absolutely critical in rally, where sustained high loads can quickly overwhelm an inadequate system. We’ve installed a Mishimoto aluminium radiator backed by high-flow fans, plus a dedicated Mishimoto oil cooler with a sandwich plate adapter. The T7 Design alternator relocation kit not only looks trick but also improves serviceability. Tegiwa reflective heat sleeves protect vulnerable components from exhaust heat, while the Milltek catback exhaust system evacuates gases efficiently and sounds absolutely fantastic whilst doing it.

Power means nothing without proper lubrication, so we’re running Torco SR-1R 10W-60 engine oil – a fully synthetic race oil designed for high-stress motorsport applications. The lightweight AntiGravity ATX-30 battery saves precious kilograms up front while providing reliable starting power.

Suspension & Chassis

Rally demands a suspension setup that can handle everything from smooth tarmac to rutted gravel stages, often within the same event. The YSR Tarmac Rally 2-way coilovers form the foundation of our suspension package, offering separate compression and rebound adjustment so we can fine-tune the setup for different stages and conditions.

We’ve completely replaced the factory suspension geometry with Hardrace components throughout. The front gets Hardrace lower control arms, adjustable drop links, and a 25.4mm anti-roll bar. The rear features Hardrace upper camber arms, rear trailing arms, and toe arms, giving us complete control over alignment settings. This adjustability is crucial for extracting maximum performance from the GT86’s already excellent chassis.

Chassis rigidity has been improved with Hardrace’s rear chassis brace, differential mount brace, and solid rear subframe inserts. These upgrades reduce flex under hard cornering and provide a more direct connection between the driver and the road.

Rolling on Braid Fullrace A wheels in 17×8 ET2, we’ve fitted Yokohama A051T rally tyres in 235/45/17. These are proper competition rubber designed specifically for tarmac rally work, providing exceptional grip and feedback. The Haltech tyre pressure monitoring system lets us keep a close eye on pressures throughout a stage, ensuring optimal performance and safety.

Brakes

When you’re carrying serious speed into tight corners, having brakes you can trust isn’t optional – it’s essential. The YSR big brake kit transforms the GT86’s stopping power, with bigger 330mm discs and 6 piston calipers provide fade-resistant performance stage after stage. Hawk HP+ brake pads deliver the perfect blend of initial bite and consistent performance, even when hot.

HEL braided brake lines eliminate the spongy feel of stock rubber lines, giving us a firm, consistent pedal feel. We’re running Motul RBF660 brake fluid throughout, a competition-grade fluid with an exceptionally high dry boiling point of 325°C. The Motamec hydraulic handbrake provides the precise handbrake control needed for tight hairpins and quick direction changes, a rally essential.

Interior

The interior has been completely transformed into a purposeful competition environment. The Safety Devices roll cage forms a protective cocoon around the occupants, meeting all relevant safety regulations while adding significant structural rigidity. RRS Carbon Control bucket seats keep us secure during cornering, mounted on Planted Technology seat bases with RRS R6 Light Evo harnesses providing proper racing safety restraints.

Weight reduction was a priority throughout the build, which is why we’ve fitted a lightweight fibreglass dashboard in place of the heavy factory item. This still accommodates all essential controls and the Haltech IC-7 digital dash, which provides a wealth of information at a glance. The Personal Neo Grinta 330mm steering wheel offers the perfect grip diameter and a suede finish for excellent feel, even when wearing gloves.

Communication is critical during rally stages, so we’ve installed a ZeroNoise communication system for clear helmet-to-helmet communication with the navigator. The Tegiwa wide-angle roll cage mirror provides excellent rear visibility without the weight of a factory glass mirror. The Tegiwa PDM-style button pad gives us fingertip control of essential functions, while the Tegiwa 150A kill switch provides emergency shutdown capability as required by regulations.

Safety equipment includes an OMP electrical fire extinguisher system, a first aid kit, and an RRS spare wheel strap to secure the spare during transit. The RRS passenger foot plate provides proper support for the navigator, while the Ricky Evans heated windscreen ensures clear visibility in all conditions – a genuine game-changer for UK rallying.

Exterior

The Tegiwa custom body kit isn’t just for show – every element has been designed with function in mind. The Tegiwa x RuskiWeldFab custom light pod houses 4 Tegiwa LED light bars, providing exceptional illumination for night stages or poor weather conditions.

The RRS carbon roof scoop channels fresh air into the cabin, helping keep the occupants cool during intense stages. A genuine Toyota aero rear spoiler and carbon wing mirrors combine lightweight construction with purposeful styling. TOM’S-style rear tail lights complete the rear end of the GT86.

Weight savings extend to the glazing, with Theia Plastics polycarbonate windows replacing heavy factory glass. RRS 4mm mud flaps protect the bodywork from gravel and debris, while the Tegiwa custom livery ensures we look the part on every stage.

Power Figures

On our Maha MSR500 dyno, the K-swapped GT86 laid down an impressive 333bhp – a massive jump from the 182bhp the factory FA20 produced on the same dyno. Granted, the stock FA20 had covered 316,000 kilometres! That’s a 151bhp gain, transforming this car’s performance completely. But impressive as the headline figure is, it’s the delivery that matters most for rally. The K24’s broad, linear power band provides strong, predictable acceleration out of corners and excellent driveability across the rev range. This is usable, accessible power that translates directly into faster stage times and greater driver confidence.

What’s Next?

With the build now complete, we’re eagerly anticipating getting this GT86 out on stage where it belongs. We’ve built this car to be competitive, reliable, and most importantly, an absolute joy to drive at the limit.

Throughout this build series, we’ve documented every step of the journey – from the initial purchase of a high-mileage Japanese import through to the completed rally weapon you see today. It’s been an incredible project that showcases what’s possible when you combine quality components with careful planning and execution. You can check out the build thread on our blog or watch the series on our YouTube channel.

A Massive Thank You

A build of this scale simply wouldn’t have been possible without the incredible support we’ve received along the way. A special thanks must go to Haltech, who played an absolutely vital role in getting this car running. Their technical support and expertise were invaluable throughout the process – we genuinely couldn’t have done it without them. Huge appreciation also goes to Robbie at TDP for the expert tuning work that unleashed the K24’s potential, and to the teams at 4Piston, KPower Industries, YSR, Hardrace, MFactory, RRS, Milltek, Hawk, Yokohama, Safety Devices, Mishimoto, Braid and all the other companies who provided the quality components that made this build possible. A project like this is only as good as the parts you use and the people who support you, and we’ve been fortunate to work with the very best. Thank you all for believing in this vision and helping us bring it to life.

Check out all the parts that we used to build this car, here:

4Piston K400 K24 2.5L Engine: https://www.tegiwa.com/products/4-piston-racing-k24-k400-2-5l-complete-engine-road-race-rally-no-core-required-including-valve-cover
KPower Industries Complete K-Swap Kit: https://www.tegiwa.com/products/kpower-complete-kpower-86-swap-package-toyota-gt86-12-21
MFactory 2-Way Limited-Slip Differential: https://www.tegiwa.com/products/mfactory-metal-plate-lsd-differential-toyota-gt86
Exedy Stage 1 Organic Clutch: https://www.tegiwa.com/products/exedy-single-series-stage-1-organic-clutch-toyota-gt86-zn6-12
Haltech Elite 1500 ECU: https://www.tegiwa.com/products/haltech-elite-1500-ecu-only
Haltech 82mm Electronic Throttle Body: https://www.tegiwa.com/products/haltech-bosch-electronic-throttle-body-with-connector-and-pins
Skunk2 Ultra Race Inlet Manifold: https://www.tegiwa.com/products/skunk2-ultra-series-race-intake-manifold-3-5l-honda-k-series-k20-k24
Haltech IC-7 Digital Dash: https://www.tegiwa.com/products/haltech-haltech-ic-7-7in-color-dash-kit
Mishimoto Aluminium Radiator: https://www.tegiwa.com/products/mishimoto-performance-aluminum-radiator-subaru-brz-13-toyota-gt86-17
Mishimoto Oil Cooler: https://www.tegiwa.com/products/mishimoto-oil-cooler-kit-subaru-brz-toyota-gt86-13
T7 Design Alternator Relocation Kit: https://www.tegiwa.com/products/t7design-alternator-relocation-kit-honda-k-series-k20-k24
Milltek Catback Exhaust System: https://www.tegiwa.com/products/milltek-toyota-gt86-2-0-litre-2012-2021-primary-cat-back-exhaust
YSR Tarmac Rally 2-Way Coilovers: https://www.tegiwa.com/products/ysr-advanced-pro-plus-tarmac-rally-2-way-coilovers-toyota-gt86-zn6-12-up
Hardrace Components: https://www.tegiwa.com/search?type=product&q=hardrace+gt86
Braid Wheels: https://www.tegiwa.com/collections/braid
Haltech Tyre Pressure Monitoring System: https://www.tegiwa.com/products/haltech-tms-4-tyre-monitoring-system-sensors
YSR Big Brake Kit: https://www.yellowspeedeurope.com/products/yellow-speed-racing-front-big-brake-kit-toyota-ft86-gt86-zn6-12-up-5×100
Hawk HP+ Brake Pads: https://www.tegiwa.com/products/hawk-performance-hp-plus-road-and-track-brake-pads-17mm-ysr-yscpf6b-yscpf8a-6pot-8pot-bbk-caliper
RRS Carbon Control Bucket Seats: https://www.tegiwa.com/products/rrs-control-carbon-rst-1100-racing-seat-fia-8855-1999
RRS R6 Light Evo Harnesses: https://www.tegiwa.com/products/rrs-fia-r6-light-evo-harness-black
Personal Neo Grinta 330mm Steering Wheel: https://www.tegiwa.com/products/personal-neo-grinta-leather-steering-wheel-black-with-red-stitching
ZeroNoise Communication System: https://www.tegiwa.com/products/omp-zeronoise-fearless-digital-amplifier
Tegiwa Wide-Angle Roll Cage Mirror: https://www.tegiwa.com/products/tegiwa-roll-cage-mount-racing-wide-angle-rear-view-mirror-38cm-15
Tegiwa PDM-Style Button: https://www.tegiwa.com/products/tegiwa-universal-control-switch-button-panel-pad
OMP Electrical Fire Extinguisher System: https://www.tegiwa.com/products/omp-cesal3-extinguishing-system-aluminium-electrically-activated-fia-weight-2-58kg
RRS Spare Wheel Strap: https://www.tegiwa.com/products/rrs-spare-wheel-strap
RRS Passenger Foot Plate: https://www.tegiwa.com/products/rrs-co-driver-footrest-carbon-rrs
RRS Carbon Roof Scoop: https://www.tegiwa.com/products/rrs-wrc-roof-vent
RRS 4mm Mud Flaps: https://www.tegiwa.com/products/rrs-rally-mudflaps-4mm-pair

The Body Kit

As with most aspects of this project, we weren’t content to simply follow an existing template.

The appeal of our body kit lies in its dramatic arch flares and purposeful stance, but for our rally application, we needed to ensure perfect fitment and durability. This meant custom adjustments throughout the development and installation process, tailoring each piece to flow seamlessly into the already existing body work.

Rather than accepting the typical bolted-on appearance that many body kits suffer from, we took the extra step to smooth over all of the mounting holes. This wasn’t just about aesthetics – though the seamless finish certainly improves the overall look – it was also a practical decision that would pay dividends later.

By eliminating the visible bolt holes and creating smooth transitions between the kit and the original bodywork, we achieved two key objectives. First, the finished product has a much more professional, OEM+ appearance. Second, and perhaps more importantly, this smooth finish provides the perfect foundation for the our livery to be applied.

Anyone who’s attempted to wrap over irregular surfaces or protruding hardware knows the challenges involved. By creating continuous, smooth surfaces, we’ve made the wrapping process significantly easier and ensured a more durable, long-lasting finish that can withstand the rigours of rally competition.

The Wheels Dilemma and Livery Preview

With the widebody kit installed, we faced a classic modified car problem – the OEM wheels looked absolutely tiny tucked deep within the new arch extensions. This temporary mismatch actually made it quite difficult to visualise what the finished car would look like, as the proportions were completely thrown off.

Fortunately, work had already begun on our rally livery design. Created in-house, the livery concept gave us our first real glimpse of what the finished GT86 would become. Even in digital form, it was clear that this wasn’t going to be just another modified GT86 – this was evolving into something special.

The Transformation

The magic really happened over the next few days as all the elements came together simultaneously. The livery installation was the catalyst that transformed the entire project. Suddenly, what had been a collection of individual modifications became a cohesive package all bundled into one – an actual rally car that looked like it belonged on a special stage rather than a workshop.

The custom front light pod, which had looked somewhat out of place on the stock body, now made perfect sense as part of the rally-inspired package. Every modification now complemented the others, and our hard work was now starting to come together for the first time.

Braid Fullrace Wheels: Form Meets Function

The final piece of the puzzle came with the installation of our Braid Fullrace wheels. One of the major advantages of going with Braid is that their wheels are made to order, which meant we could choose the exact specification we needed. We went with 17×8 ET2 on both axles – a setup that wouldn’t be virtually impossible with off-the-shelf wheels but was perfect for our wide body rally application.

The switch to Braids brought multiple benefits. Most obviously, they filled the widebody arches properly, giving the car the aggressive stance it was always meant to have. But beyond the visual improvement, the Braids also represent a significant performance upgrade over the stock wheels. The reduction in unsprung weight will improve suspension response and overall handling characteristics – crucial for a car that needs to perform on demanding rally stages.

When it came to rubber, we selected Yokohama A051T tyres in 215/45/17 – a size that balances performance with practicality. The Yokohama A051T is a proven choice for rally applications, as we have previously had great experience with these tyres on our Civic FN2 rally car.

Motorsport UK Sign-Off

Before we can even think about competitive rallying, there was one crucial milestone to clear – getting the car signed off by Motorsport UK. This involved a thorough inspection by a qualified scrutineer to ensure our GT86 meets all the necessary safety and technical regulations for competition use.

Think of it as getting a passport for competition – the sign-off documentation is essentially proof that the car is safe and legal to compete. Without it, you’re not getting through the gates at any event, let alone onto the stage. The scrutineer went through everything with a fine-tooth comb: safety equipment, roll cage installation, fuel system, electrical setup, and all the technical modifications we’d made.

Getting that sign-off was a massive relief and validation that all the work we’d put into the build was up to standard. Now we have the official rally passport that we’ll need to present at every event before the usual pre-competition scrutineering process.

Tuning by TDP

With the visual transformation complete, it was time to see what power our K-swapped GT86 could actually produce. We enlisted Robbie at TDP to handle the mapping – a decision that proved absolutely spot on. With over 10 years of experience tuning Haltech products, Robbie was able to work his magic remotely, which made the whole process incredibly smooth.

The initial results were impressive: 302.6bhp with the rev limit set conservatively at 8,300rpm to keep everything safe during this development phase. The 4Piston K-series engine clearly has much more to give, but we’ve already identified the main restriction – the stock GT86 65mm throttle body is choking the engine at higher RPM.

The solution is already on order from Haltech: a Bosch electronic throttle body in the largest available 82mm size. This will integrate perfectly with our Elite 1500 ECU’s drive-by-wire capabilities and should unlock significantly more power from the K-series setup.

The issue with the stock throttle body is simple – it’s sized for the original FA20 boxer engine, not a high-revving K-series that’s making over 300bhp. At higher RPM, the small diameter becomes a bottleneck, restricting airflow just when the engine needs it most. The 82mm Bosch unit will more than double the cross-sectional area, allowing the engine to breathe properly throughout the entire rev range. Combined with the improved throttle response that electronic control offers, we’re expecting to see gains right across the power curve – not just at the top end.

Perhaps the most surprising discovery from it’s recent weigh in is that the car tips the scales at exactly the same 1,235kg as it did when we started the project. This might seem impossible given everything we’ve added – a full roll cage, rally accessories, and all the competition safety equipment. The power-to-weight transformation tells the real story of what we’ve achieved. The stock GT86 managed 150bhp per tonne, which was adequate but hardly thrilling. Our K-swapped version now delivers 244bhp per tonne – a 63% improvement that should translate into dramatically better acceleration and overall performance.

What’s Next?

The GT86 has come a long way from the high-mileage hero we started with. The widebody transformation has given it proper rally car stance, the livery makes it look like it belongs on the rally stage, and we’ve now got over 300bhp on tap.

But there’s only one way to find out if we’ve built a genuine rally weapon – we need to get it out on track. Our first proper test session is booked in at Knockhill, which will be the car’s first real shakedown since the build was completed.

All the planning, modifications, and development work comes down to how the car actually performs when we start pushing it. No doubt we’ll discover things that need tweaking, adjusting, or completely rethinking – that’s all part of the development process.

The transformation might be complete, but the real work is about to begin. We’ll let you know how the testing goes – and with our first rally already booked for November 1st at Oulton Park, there’s no time to waste.

Farewell, FA20

The first step in our power transformation was removing the factory FA20 boxer engine. While this power plant has its charms – it simply doesn’t deliver the punch needed for our rally build ambitions. Even with tuning and bolt-ons, the FA20 struggles to make meaningful power gains without forced induction.

Enter the 4Piston Racing K400 Endurance Engine

To replace our departed FA20, we’ve gone with what might seem like a controversial choice to the Toyota purists – a Honda K-series engine. But not just any K-series. We’re installing a fully-built 4Piston Racing K400 Engine, a 2.5-litre monster capable of producing up to 400 naturally aspirated horsepower.

Of course, we’re no strangers to the Honda K-Series platform. Our Time Attack Honda NSX, Tsuki, is sporting a K-swap that’s currently producing a monstrous 700 horsepower from its Bourne HPP K22 engine. The proven power potential of the K-Series in our NSX build made this engine choice a no-brainer for the GT86 project.

This is no ordinary engine swap. The 4Piston K400 is a “no-compromises” approach to building a high-performance, high-reliability power plant. Let’s look at the impressive specification list:

• 4P rigid ductile iron sleeve Honda K20/K24 engine block with 99mm stroke x 89.5mm bore
• 4P I-beam long rod connecting to an 18mm tool steel wrist pin
• 4P Wiseco strutted box forged ultra lightweight pistons, armor plated, 89.5mm high compression
• ACL race bearings, ARP fasteners, exclusive 4P spec head gasket for superior sealing
• 4P Pro 163 CNC Cylinder head, 4P custom valves, Ferrea PAC HD valve springs, retainers, and locks
• 4P tool steel billet RR4 iVTEC camshafts
• 4P Ported oil pump and baffled sump
• All new Honda timing components and hardware

The 4Piston Racing K400 is specifically designed for maximum power output while maintaining exceptional durability. This isn’t just an engine built for peak power – it’s engineered to deliver consistent performance under the most extreme conditions. The durable I-beam billet steel connecting rods paired with ultra-lightweight, short-skirt pistons provide both strength and responsiveness throughout the rev range.

Perhaps most impressive is the “Pro 163” CNC cylinder head, flowing an incredible 400 CFM and representing the cutting edge of 4-valve cylinder head technology. Combined with the 4P RR4 billet camshafts, this head unlocks the breathing capacity needed to make serious naturally aspirated power.

Making It Fit: KPower Industries Race Package

Getting a Honda K-series engine to work in a Toyota GT86 isn’t as simple as just dropping it in. That’s where the KPower Industries race package comes in, providing all the components needed to make this swap work flawlessly:

• K24 to 86 transmission adapter plate with hardware
• 86 starter blockoff plate
• K24 to 86 custom steel flywheel
• Engine mount brackets with hardware
• Rubber engine mount pads
• 86 transmission mount bracket for relocated position
• Whiteline transmission mount insert
• Baffled aluminum oil pan that clears the stock subframe and undertray
• Cast aluminum intake manifold with IACV blockoff plate
• 3″ cold-air intake with filter
• 4-2-1 304 stainless race header
• 304 stainless midpipe with flex and hanger
• 3″ aluminum one-piece driveshaft
• KPower fuel rail
• E85-compatible fuel line kit
• Upper water neck for right-side engine bay routing

This comprehensive package ensures that our K-series engine not only fits physically but integrates properly with the GT86 chassis and drivetrain. The ability to retain the Toyota transmission is particularly valuable, preserving the excellent shift feel while gaining the power benefits of the K-series engine.

Speaking of the transmission, we’ll be retaining the original GT86 gearbox for now, but with one crucial upgrade – an MFactory 2-way plated limited-slip differential. This LSD is essential for putting down the substantially increased power, especially in rally conditions where traction is at a premium. The 2-way design provides lockup during both acceleration and deceleration, giving us better control when trail braking into corners.

We’ve opted not to mess with any gear sets at this stage, as there’s potential to upgrade the entire gearbox at a later date once we’ve evaluated the car’s performance with the K-swap. The stock gear ratios should work well with the K-series’ power delivery characteristics for our initial phase.

Keeping It Cool: Mishimoto Cooling Package

With such a significant increase in power, managing heat becomes critical. That’s why we’ve installed Mishimoto’s range of GT86 cooling products, including their aluminum radiator, high-flow fans, and oil cooler kit.

These cooling modifications are particularly important for our rally car application. Unlike traditional circuit racing where airflow is constant, rally cars often sit stationary for longer periods between stages or may run at lower speeds through technical sections with reduced airflow. It’s absolutely crucial that everything remains at an optimum temperature to maintain performance consistency throughout an entire rally day.

The Mishimoto radiator offers significantly improved cooling capacity over the stock unit, while their fans provide better airflow at idle and low speeds. The oil sandwich plate ensures that the engine oil reaches operating temperature quickly but never exceeds the optimal range, protecting our high-performance K-series engine even under the most demanding conditions.

Brains of the Operation: Haltech Elite 1500 ECU and Digital Dash

To harness all 400 naturally aspirated horsepower, we need a serious engine management system. Enter the Haltech Elite 1500 ECU – a fully programmable, race-proven engine management system that gives us complete control over every aspect of the engine’s operation.

The Elite 1500 offers features that are critical for our application:

• Full sequential injection and ignition control
• Multipoint adjustable traction control
• Data logging with 64MB of onboard memory
• Dual lambda sensor inputs for precise air/fuel ratio monitoring
• Real-time tuning capability

Complementing the Elite 1500 ECU is Haltech’s IC-7 7″ digital dash display, which provides us with comprehensive real-time data at a glance. The fully customisable interface allows us to monitor critical engine parameters, with configurable alarms and warnings to alert us to any issues before they become serious problems.

The dash integrates seamlessly with the ECU, displaying not just basic information like RPM and temperatures, but also advanced data like air/fuel ratios. For our rally build, this level of data feedback is invaluable both for tuning and for driver information during competition.

We have to give a massive thank you to the team at Haltech for making this entire project possible. Without their extensive knowledge, technical support, and hands-on assistance, getting our K-swapped GT86 up and running would have been an infinitely more challenging task. The Haltech team went above and beyond, providing not just exceptional products but also the expertise needed to integrate everything seamlessly. Their commitment to supporting builds like ours is what makes them such an invaluable partner in the motorsport community. From initial setup through to final tuning, their support has been absolutely first-class.

Milltek Exhaust: The Perfect Finishing Touch

As a major retailer of Milltek exhaust systems, it made complete sense to showcase yet another one of their exceptional products on this build. We opted for Milltek’s primary cat-back system, finished with their brushed titanium tips that fill the rear diffuser perfectly and provide that distinctive, purposeful appearance our rally build deserves.

The sound from the Milltek system is sublime – it perfectly complements the character of our K400 engine, providing that deep, resonant note that lets you know this GT86 means business. What was particularly impressive about the Milltek system was how perfectly it mated up to the KPower Industries exhaust manifold with absolutely no modifications required whatsoever. This kind of compatibility speaks volumes about the quality and precision of both manufacturers’ engineering.

We’ll put out some more images of the Milltek exhaust soon when we reveal the wrap and the body kit!

The Power-to-Weight Equation

Our GT86 has undergone a comprehensive weight reduction program and even with the addition of the Safety Devices roll cage, RRS carbon bucket seats, R6 Evo harnesses, and other safety equipment, we’re still looking at a car that will weigh substantially less than stock.

While we won’t know the exact figures until we get the car on the scales and dyno, we’re hopeful that once tuned our K400 engine will produce around the 350bhp mark – nearly double the output of the factory FA20. If we achieve these targets, the resulting power-to-weight ratio will be absolutely transformative, putting our GT86 into territory to challenge the front runners of our rally class.

What’s Next?

With our engine swap complete and the car ready for its first fire-up with the new power plant, our next steps will include:

1. A comprehensive dyno tuning session to optimize the Haltech Elite 1500 ECU for our specific build
2. We are currently working on a full body kit to go on the car and this will also have a livery applied over the top
3. Testing the car on track to evaluate the newfound performance and make any necessary adjustments

Stay tuned for our next update where we’ll share the dyno results and first driving impressions of our K-swapped GT86!

The beauty of this category lies in its versatility – these are tyres you can confidently drive to work on Monday morning, then push hard at your local circuit on the weekend without missing a beat. To properly evaluate this exciting segment, we needed the perfect testing platform.

The Foundation

Enter our freshly imported MK7 Golf GTI – the perfect canvas for a clubsport inspired build. The vision is simple: create a car that remains comfortable and usable for daily driving while being equipped with all the necessary upgrades to hold its own on track. Think of it as the ultimate dual-purpose machine that can handle a trip to the shops and a spirited track day with equal competence.

The build is taking place at Area Motorsport under the expert guidance of Rob Baker and his team – widely regarded as the go-to specialists for the MQB platform. Their attention to detail and deep understanding of these cars makes them the perfect partners for this project.

Starting Right: Service and Maintenance

Before any performance modifications, our GTI is receiving a comprehensive service using premium products. We’re filling the sump with Liqui Moly Molygen 5W-40, a cutting-edge fully synthetic oil that incorporates advanced friction modifier technology. The Molygen additives create a protective layer that significantly reduces friction and wear, particularly during cold starts and high-stress driving conditions. This translates to better engine protection, improved fuel economy, and enhanced performance – exactly what you want when pushing hard on track. Genuine Volkswagen filters complete the service, ensuring optimal filtration and flow characteristics.

Suspension and Braking: Yellow Speed Racing

For the chassis setup, we’re turning to a brand that we’ve been the European Distributor of for a long-time, Yellow Speed Racing. The Dynamic Pro Sport coilover system strikes the perfect balance between road comfort and track capability – a philosophy that aligns perfectly with our tyre test objectives. These coilovers have been our go-to suspension choice for many years, and with good reason. They offer the adjustability and performance you need for serious driving while maintaining the compliance necessary for daily use.

While the Golf comes with the Performance Pack brakes from the factory, we’re taking stopping power to the next level with YSR’s 6-piston front big brake kit paired with Hawk HP+ brake pads. This combination provides the additional braking performance needed to properly test our tyre lineup while remaining civilised enough for everyday driving. The progressive pedal feel and reduced fade characteristics will be crucial when pushing these tyres to their limits on track.

Breathing Easy: Intake and Exhaust Upgrades

Power upgrades begin with a Milltek catback exhaust system. Beyond the significantly improved soundtrack that every GTI deserves, the Milltek system flows considerably better than the restrictive OEM setup, unlocking additional horsepower that will help us better evaluate each tyre’s grip limits.

Complementing the exhaust is a Racingline Performance R600 intake system – a popular choice among MQB owners for excellent reasons. The R600 features a high-flow design with optimised airbox geometry that offers smooth airflow. Its enclosed design protects against heat soak while the high-quality filter ensures excellent filtration.

Essential Track Protection: Oil Management

Any EA888-powered car heading to the track requires proper oil management, which is why we’re installing a Racingline oil catch tank kit. Not all catch tank systems are created equal, and this system demonstrates why quality matters.

The 2.0 TSI EA888.3 engine has a tendency to retain oil under excessive braking G-forces, with oil pooling at the front of the engine. This leads to those telltale smoke clouds and, more seriously, potential oil starvation. Racingline’s solution features a built-in engine baffle plate that aids oil control while their 3-way baffled catch tank effectively collects excess moisture and oil vapour.

The system keeps your intercooler and inlet tracts clear of oil build-up, ensuring clean airflow through the inlet manifold – critical for consistent performance during extended track sessions.

Power and Tuning

With the breathing upgrades in place, our GTI will receive both engine and gearbox remapping here at Tegiwa. These same remaps are available to our customers. Combined with the supporting modifications, we’re targeting just over 300 horsepower – a healthy increase that will provide the performance needed to properly stress-test our tyre lineup.

Wheels and Tyres

Completing the build is a set of TSW Imatra wheels in 18×9 ET45 fitment. This specification allows us to mount a tyre size of 235/40/18 while providing the lower offset needed to clear our upgraded front brakes. The wider wheel also enables us to fit a much more substantial tyre than the factory setup, maximising the contact patch for each compound we’ll be testing.

All Parts Available at Tegiwa.com

Every component in this build is available through Tegiwa.com, making it easy for customers to replicate this setup or cherry-pick the upgrades that suit their needs and budget. From the Liqui Moly oil and Yellow Speed Racing suspension components to the Racingline intake and Milltek exhaust, we’ve ensured that everything used in this build is readily accessible to our customers.

What’s Next?

With the build currently on the go, we’re eagerly anticipating getting this GTI to the track for our tyre test. Each tyre will be evaluated across multiple criteria including lap times, price, durability and overall driving experience.

Stay tuned for the full tyre lineup – we have a feeling this is going to be one of our most revealing tyre comparisons yet. The high performance road tyre category is more competitive than ever, and with our upgraded Golf GTI as the testing platform, we’ll be able to push each compound to its limits and provide you with the definitive verdict on which tyre deserves a place on your car.

The perfect daily driver that can handle track duty awaits – and so do the results that will help you make the right tyre choice for your own dual-purpose machine.