GT86 Rally Build – Tegiwa Automotive Blog

Tegiwa GT86 Rally Build: We’re ready to hit the stage!

Dave Varley — Thu, 30 Oct 2025 11:01:38 +0000

After 5 months of planning, building, and meticulous assembly, our K-swapped GT86 rally car is finally complete. What started as a high-mileage Japanese import has been transformed into a purpose-built rally weapon that combines Honda reliability with Toyota’s chassis dynamics. This is the culmination of everything we’ve learned over the past few months, and we couldn’t be more excited to share the final specification with you.

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:

Tegiwa GT86 Rally Build: Widebody Transformation

Dave Varley — Thu, 25 Sep 2025 15:38:21 +0000

With our GT86 now featuring its new 4Piston Racing K24-K400 and the major mechanical work complete, it was time to address one of the most visually dramatic aspects of the build – the body kit. For a proper rally car, we needed something that not only looked the business but would provide the necessary clearance for wider wheels and tires while maintaining that aggressive rally aesthetic.

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.

Tegiwa GT86 Rally Build: K-Swap everything

Dave Varley — Thu, 18 Sep 2025 12:58:00 +0000

Let’s address the elephant in the room – power. While our Toyota GT86 has been transformed with a serious weight reduction program and upgraded suspension, there’s no escaping the fact that the factory FA20 engine leaves a lot to be desired in the horsepower department. Our dyno testing confirmed what many critics have said over the years: with just 182 horsepower, the GT86’s power output simply doesn’t match its handling potential.

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:

A comprehensive dyno tuning session to optimize the Haltech Elite 1500 ECU for our specific build
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
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!

Tegiwa GT86 Rally Build: The Build Begins

Dave Varley — Fri, 04 Jul 2025 12:00:00 +0000

After stripping our Toyota GT86 down to its bare bones, it was time for the exciting part – building it back up into a proper rally weapon. This phase of the build focused on three crucial areas: suspension, braking, and creating a purpose-built interior that prioritises both safety and functionality.

Suspension and Handling: The Foundation of Performance

We kicked off the rebuild with what we consider the most critical aspect of any performance build – the suspension setup. For this, we turned to our trusted partners at Yellow Speed Racing, fitting their 2-way rally spec coilovers. These aren’t just our go-to choice for any reason; they’ve proven themselves time and again in demanding conditions, offering the perfect balance of adjustability and reliability that rally driving demands.

But suspension is only part of the handling equation. To maximise our setup potential, we installed every available Hardrace component for the GT86 platform. This comprehensive approach included camber arms, chassis braces, and anti-roll bars – essentially giving us a full arsenal of adjustability options for when we dial in the car’s alignment. Having this level of fine-tuning capability is crucial for extracting maximum performance from any chassis, especially when you’re asking it to perform across the varied terrain that rally driving throws at you.

Braking: Proven Performance Under Pressure

When it comes to stopping power, we once again looked to Yellow Speed Racing. Our long history of using their products on multiple event and championship winning vehicles speaks volumes about their capability in the toughest conditions. In a stroke of perfect timing, we had just the components we needed – the calipers came straight off our 700 horsepower Time Attack Honda NSX, which had just received an upgrade to YSR 600R calipers.

This hand-me-down approach might sound casual, but these calipers have already proven themselves at the highest level of motorsport. Taking components that have successfully managed 700 horsepower and applying them to our GT86 build gives us complete confidence in their ability to handle whatever we throw at them on the rally stages.

Interior: Safety First, Function Always

With the mechanical foundation sorted, attention turned to creating an interior that would keep our crew safe while providing all the functionality needed for competitive rallying. The centrepiece of this transformation was the Safety Devices roll cage – the same brand that supply the mandatory cage for Type R Trophy and Swift Sport Challenge cars.

One of the more dramatic modifications was cutting a roof scoop-shaped hole to accommodate our carbon fibre RRS WRC roof scoop. This modification serves a vital purpose. With air conditioning stripped out for weight savings, keeping the occupants cool becomes a real challenge. The dual vent system provides dedicated airflow for both driver and co-driver, with a thoughtful water run-off feature for those inevitable wet weather conditions.

Seating and Safety: Lightweight Without Compromise

The seating upgrade delivered impressive weight savings without breaking the budget. The lightweight carbon fibre RRS Control bucket seats tip the scales at just 7.5kg each – less than half the weight of the standard 18.4kg seats. At under a grand each, they represent exceptional value compared to other seats in this weight category, proving that serious weight reduction doesn’t always require enormous financial sacrifice.

Safety harnesses are where we never compromise, which is why we chose RRS R6 Light Evo harnesses. These have become our go-to choice thanks to their user-friendly design featuring large toggles and easy adjustability – crucial factors when you need to make quick adjustments or get out of the car rapidly.

Functional Upgrades: Every Detail Matters

The handbrake received a significant upgrade with a Motamec hydraulic unit. While the OEM handbrake performed adequately, we know that once stickier tyres are fitted, we’ll need something more aggressive to reliably lock the rear wheels when the situation demands it.

Fire safety got serious attention with an OMP fire extinguisher featuring four nozzles strategically positioned throughout the car. Additionally, a handheld extinguisher sits below the co-driver’s seat for immediate access – hopefully never needed, but absolutely essential for peace of mind.

The driving experience benefits from Luke’s favourite steering wheel, a suede Personal Neo Grina 330mm, mounted to an NRG quick release boss. This combination is popular among racers and tuners for good reason – with the cage and bucket seats creating a tighter cockpit, the ability to quickly remove the steering wheel transforms entry and exit from a struggle into a simple procedure.

Digital Control: Modern Technology Meets Rally Tradition

The OEM dashboard was completely ripped out and replaced with a lightweight fibreglass alternative. With air conditioning deleted and all the associated vents no longer needed, the heavy factory dashboard became redundant weight that served no purpose in our rally build.

The new setup received a high-tech upgrade with the Haltech IC-7 digital display, which integrates seamlessly with our Haltech 1500 ECU. This setup allows constant monitoring of vital engine parameters – crucial information when pushing hard on stage.

The centre console now houses the Haltech traction control controller, putting power management literally at the driver’s fingertips. A simple dial adjustment lets us decide exactly how much electronic intervention we want, adapting to changing conditions or driving preferences instantly.

Our new Tegiwa 8-button panel works like a PDM unit but at a fraction of the cost. Completely customisable, it can handle everything from lights and horn to windscreen washers – whatever controls we need are now right where we need them.

Safety regulations also meant installing one of our new Tegiwa battery isolater kill switches positioned for immediate access. This is a game changing product as the traditional pull cord style systems end up going stiff which isn’t ideal when you need to use it.

The Final Touches: Vision and Communication

A Tegiwa 38cm wide-angle cage-mounted mirror maximises the driver’s field of view – crucial when you need to know what’s happening all around the car at speed. Above it sits the ZeroNoise amplifier, which filters out background noise to ensure crystal-clear communication between driver and co-driver. The bonus audio output feature means we can record high-quality audio for our onboard videos, sharing the experience with everyone following our rally adventures.

Ready for the Next Phase

With suspension dialled in, brakes capable of serious stopping power, and an interior that prioritises safety and functionality, our GT86 is transforming from street car to serious rally machine. Every modification serves a purpose, every component has been chosen for its proven performance, and every detail contributes to the overall goal of creating a car capable of competing at the highest level.

Next up is perhaps the most exciting stage of the entire build – an engine swap in the form of a Honda K-Series built by none other than 4Piston Racing! This is going to be absolutely epic, and we can’t wait to share this incredible transformation with you.

Tegiwa GT86 Rally Build: The diet plan

Dave Varley — Fri, 13 Jun 2025 14:37:51 +0000

When it comes to track day performance, weight is the enemy. In the latest phase of our Toyota GT86 build, we’ve put our project car on a serious diet. The results? A remarkable 136kg weight reduction that’s going to transform this car’s performance.

Starting the Strip

Our GT86 tipped the scales at 1,235kg with a full tank of fuel before we began our weight reduction journey. That’s already a lightweight package from Toyota, but we knew there was fat to trim.

Stage 1: Quick Track Day Weight Saving – The Boot

We began by stripping the car from the rear in the boot, as this is what you’d do for some quick weight saving if you’re going to take your GT86 on a track day.

In the boot, we removed:

Spare wheel: 11.1kg
Factory tool kit: 3.05kg

These items, while useful for roadside emergencies, are unnecessary for track use. We’ll have proper tools and equipment at the track should we need them. This simple modification saves you 14.15kg and takes less than 15 minutes to complete.

Stage 2: Next Level Weight Reduction

If you want to take things up another level, then removing the rear seats will save you a further 10.3kg and the removal of those rear seat belts will save you an additional 2.2kg.

By taking the various components out up till this stage has now saved you 26.65kg – something that’s not to be sniffed at for absolutely no cost and that’s easily reversible if you need to return the car to standard configuration.

Stage 3: Serious Track Day Preparation

For those getting a bit more serious with their GT86, the next option is probably going to be the removal of the front seats in place for some lightweight bucket seats. Removing these takes out a hefty 36.8kg – that’s 18.4kg saving per seat! Remove the 2 front seat belts, and that’s a further saving of 2.9kg.

Our RRS Control Carbon bucket seats that we are installing weigh just 7.5kg each for comparison!

At this stage, you’ve now saved 66.35kg from your GT86 while still maintaining a practical, road-legal car that can be driven to and from the track.

Stage 4: Hardcore Rally/Race Car Build

For the hardcore folks out there who are building a rally or race car like us, then you can now go crazy ripping pretty much everything out that is left:

Dashboard assembly: 8.35kg
Entertainment console: 2.95kg
Door cards (both sides): 6.6kg
Heater box: 7.45kg
Dashboard metal supports: 2.05kg

The factory sound deadening and carpet were next to go. While these components help make the standard GT86 a comfortable daily driver, they add unnecessary weight for competition use.

The Results

After our comprehensive weight reduction, the GT86 now weighs in at just 1,099kg – that’s 136kg lighter than when we started! This represents an 11% total weight reduction, which will translate directly into improved acceleration, braking, and cornering performance.

It’s worth noting that this 1,099kg figure includes the standard glass windows throughout the car. We’ve already got plans to replace these with lightweight polycarbonate windows in the next phase, which should shave off even more precious kilograms from the overall weight.

To put this in perspective, the power-to-weight ratio improvement is equivalent to adding approximately 25-30hp to the engine without any actual power modifications. And we’re not done yet!

Strategic Weight Addition

Of course, this isn’t the end of our weight story. We’re well aware that we’ll be adding some weight back with essential track safety equipment. The upcoming Safety Devices roll cage installation, RRS Control carbon bucket seats, RRS R6 Light Evo harnesses, and RRS fire extinguishers will all contribute to the final weight figure.

However, there’s a crucial difference – we’re strategically removing weight from areas that don’t benefit performance, and adding it back in ways that enhance both safety and handling. The roll cage, for example, adds rigidity to the chassis while providing crucial protection, making it a worthwhile trade-off. Plus, it’s required for regulations too!

It will be fascinating to see the final numbers once all safety equipment is installed and to measure what difference our weight redistribution has made to the car’s balance and handling characteristics.

Up Next

With the GT86 now significantly lighter, we’re moving to the next exciting phase of our build – a complete suspension, braking, and interior overhaul.

For the handling department, we’ll be installing adjustable 2-way YSR coilovers for precise damping control and replacing the factory braking system with a YSR big brake kit for massive stopping power improvements. The suspension will get a comprehensive upgrade with components from the entire Hardrace catalogue, including roll centre adjusters, control arms, toe arms, and bushings.

The interior is getting a serious makeover with the installation of a Safety Devices roll cage for structural rigidity and protection. We’ll be fitting lightweight RRS carbon bucket seats paired with R6 harnesses to keep the driver firmly in place during hard cornering. To replace the stripped factory dash, we’re going with a minimalist fibreglass dash panel that saves weight while maintaining essential instrumentation.

Communication is key on track, so we’ll be installing a ZeroNoise communication system to stay in touch with the pit crew during track sessions.

We’ll also be tackling those glass windows, replacing them with polycarbonate alternatives for an additional weight saving.

Tegiwa GT86 Rally Build: The high-mileage hero

Dave Varley — Tue, 10 Jun 2025 10:01:14 +0000

We’re thrilled to announce the arrival of the newest addition to our rally lineup – a Toyota GT86 straight from Japan! With our Civic FN2 and Evo 9 RS now off to their new homes, we’re diving headfirst into the rallying world by building our very own rally car from scratch.

Why the GT86?

When selecting our new rally platform, Luke (Tegiwa co-director and rally driver) wanted something with rear wheel drive and great handling characteristics. The Toyota GT86 was the perfect candidate, perhaps not the most obvious choice for rallying, but one that promises to deliver an exciting project.

Japanese Quality That Speaks Volumes

This particular GT86 has covered an impressive 320,000 kilometres (approximately 198,800 miles) yet remains in absolutely fantastic condition. This is a testament to the previous Japanese owner’s meticulous care and highlights the benefits of importing from Japan rather than purchasing a UK equivalent.

The underside of the car is remarkably clean – so clean you could literally eat your dinner off it! There’s not a hint of surface rust anywhere, providing us with the perfect foundation for our rally build.

A Container Full of JDM Treasures

Our 40-foot container from Japan didn’t just bring us our future rally car – it was packed with a couple of other gems! Alongside our rally-bound GT86, we welcomed another GT86 equipped with a full TRD (Toyota Racing Development) catalogue of parts – a rare find that’s sure to turn heads. This example was already snatched up by our e-commerce administrator before it hit our cars for sale page!

To complete this trio of Japanese imports, we also unloaded another Honda Acty kei truck, adding to our growing collection of these charming and practical mini-vehicles. It was like Christmas morning when we cracked open that container door and saw all three vehicles gleaming back at us!

Putting the “Imports” Back in Tegiwa

We’ve recently returned to our roots by ramping up our vehicle import operations. With nearly 20 years of experience importing cars, we’re now welcoming fresh imports at a steady pace – with approximately one vehicle per month arriving at Tegiwa HQ from Japan.

As this GT86 demonstrates, we’re putting the “Imports” back into Tegiwa, quite literally! The quality and condition of Japanese imports continue to impress us, reinforcing why we’ve been passionate about these vehicles for two decades.

If you’re interested in our current inventory of Japanese imports, be sure to check out our cars for sale page. You might just find your own slice of JDM perfection!

First Impressions

In its standard form, the GT86 feels fantastic. The chassis is nimble and responsive, handling donuts and handbrake turns with remarkable ease. Like many GT86 owners have noted, the FA20 engine feels slightly underpowered despite our dyno showing a respectable 182.2bhp. But don’t worry – we have plans to address this with a K-series engine swap further down the line.

What’s Next?

Our rally debut in this car is scheduled for October, giving us a tight timeline to transform this road car into a competitive rally machine. Our immediate priorities include:

Registering and obtaining an MOT for the car so we can fit number plates and take it for proper road testing
Completely stripping the car down to create the perfect foundation for our ultimate rally build

Stay tuned to our blog and YouTube channel as we document every step of this exciting journey from Japanese import to rally-ready competition car!