With all that said, how can this be made better? Make it louder, make it lower and fit some wheels that don’t look like they were pinched from a mid spec Ford Mondeo. I know what you might be thinking; “Sacrilege! You can’t modify such a stunning car, you’ll ruin it!”. Well, we certainly don’t think we ruined it. Hopefully neither do you!

What you are looking at here is the last Akrapovic Evolution system left available for the 458, paired with some Capristo downpipes. If you’ve ever heard a stock 458 exhaust, I’m sure you can just about imagine the kind of noise achieved from this set up. Very loud, but truly epic. You can also see the Fabspeed carbon engine covers, oil cap and airbox lid. Hidden away in the airbox is an ITG pro filter for a little extra airflow.

Moving on to how the car sits. It isn’t exactly high off the ground, but has quite a bit of arch gap in standard form. As you can imagine, there isn’t a huge amount of choice when it comes to suspension upgrades for a low volume car like this. But we still managed to find the perfect solution. Novitec springs (made by our favourite suspension manufacturer, KW.) Only a subtle drop, but enough to stop it looking like it has offroad capabilities. The 458 manages to make its standard wheels look pretty small and once some Novitec springs had been installed, they really didn’t fit with the proportions of the car. A change had to be made to something bigger, with better fitment.
We went for Vossen S21-02. 21″ on the front, 22″ on the rear.

Final Spec
Akrapovic Evolution Exhaust
Capristo Downpipes
ITG Air Filter
Fabspeed Carbon Engine Bay Trims
Novitec by KW Springs
Vossen S21-02

There is no doubt that even in standard form, this is an awesome little car. You might be this far into reading and thinking, what is a German specialist doing making a project out of a Toyota? Every so often a car comes along that can’t be ignored, no matter how strong your brand blinkers are. This is one of them. Tiny, light, 4wd, manual and 275bhp. It’s got fun written all over it!

First mods to hit the Yaris were the Eventuri Carbon Fibre Intake and Milltek GPF Back Exhaust. Probably everyone’s first port of call when modding is an intake or exhaust, but no car has needed it more. In stock form this car is extremely quiet and the stock exhaust tips are dwarfed by the cutouts in the diffuser. The car is quite literally begging for an exhaust upgrade. The Milltek provided both. Opting for the brushed titanium tips and non resonated system, we had the exhaust sorted albeit a little on the lairy side.

Eagle eyed readers will have spotted the car is now Blue! Don’t get attached.
The Eventuri was next up, with its huge carbon scoop and intake, paired with the Wagner intake elbow.
Why Eventuri? At the time it was one of few intakes with a proven power gain (12bhp – 18lbft) but the only one that looks this good. On top of the power gain and stunning looks, it gives some pretty meaty turbo wooshes, who doesn’t want that?!

That concluded the “first wave” of upgrades really while decisions were made about suspension upgrades and solutions for more power. But at least for the time being, sounded like the little B-road warrior it is! Something really needed to be done about the stance and ride height…..

Choosing wheels can be a nightmare for any car, but the Yaris has some seriously wide arches to fill. The standard wheels are great, don’t get us wrong. But once lowered they look comically narrow and tucked in, especially at the back. Sure we could throw some spacers at it to push them out a bit. But why do that when you can just fit some 9J HRE RC103’s?! And yes, you read that correctly. NINE J. Or nine inches wide for those unsure what J means.

Wide, Concave and Motorsport inspired design. Perfect. Fitting these coincided with fitting the Eibach Pro Kit, we wouldn’t bare the thought of fitting the HRE’s with masses of arch gap! The new HRE’s were wrapped in some Nankang NS-2R’s, providing some serious grip. Ideal for fast road and occasional track use.

The Eibach Pro Kit is a perfect drop for a road car in our opinion, no serious impact on comfort either.
30mm front, 25mm rear. Don’t worry, you haven’t gone colourblind. It’s gone grey! With that, the Yaris went to its first show at the Drivers Collection.

As perfect as the drop is from the springs, we needed more adjustability to accomodate the width of the HRE’s on the front and to give it more aggressive handling characteristics. So we went big.

KW has entered the chat. This was always the end game suspension wise but as with everything, timeframes and lead times can get in the way! 3 way adjustable Clubsports. Exactly what we needed to get the stance and handling characteristics we wanted.

Even lower, more camber and looking mean as hell. Needless to say it couldn’t stay this low, drivability always takes priority. But it didn’t stop us from doing a quick “scene stance test”. It’s important that we note here that Clubsports are not our recommended set up for normal road use. The V3’s are a better choice for a road car, but consider the clubsports if you see yourself doing a decent amount of track time.

From the start we were gearing up for more power, ordering and fitting the usual bolt on upgrades as they were released. The next piece of the puzzle arrived from our friends at Wagner. Their competition intercooler and charge pipe upgrade. This high-performance intercooler offers an 24 % larger frontal surface and 69 % more core volume compared to the stock intercooler. Plenty of cooling ability moving forward!

Next up was to make a change to the exhaust set up. With the addition of a new downpipe the combination with the existing Milltek system was too much, and a certain Slovenian exhaust manufacturer had just released the perfect replacement. Our beloved Milltek GPF back system was removed and replaced by a Milltek HJS downpipe and Akrapovic system with Evolution Link Pipe. The Akra weighs in at 7,8 kg, which is 37 % lighter than stock and yields power gains of 12.9 hp at 6,950 rpm and torque increases of 13.0 Nm at 6,950 rpm when tested on the Akrapovič dyno against a Toyota GR Yaris with a standard stock exhaust.

Ultimately the exhaust is still pretty loud but not quite as agressive. The weight reduction and proven power gains weren’t something that could be ignored. As the build has progressed it has turned into a showcase of the who’s who of premium performance upgrades, representing the very best of what is available in the aftermarket. Ideal really as this is what we strive for when we provide upgrades to customers.

Thats enough of the bolt on upgrades, it’s time to see what this little 3 cylinder turbo motor can do….

To save you squinting and zooming, thats 335bhp and 342lb-ft. Some serious power, enough to play with some more powerful cars for sure. Everything has come together perfectly, turning this little Yaris in to a formidable B-road basher and giving it plenty of potential to shine on track should the opportunity arise. What’s next for it? That remains to be seen. But for now, just one more appearance change!

Spec so far:
Eventuri Intake
Wagner Turbo Inlet
Wagner Intercooler
Wagner Chargepipes
Milltek HJS Downpipe
Akrapovic Evolution System
KW 3 Way Clubsports
CLP Stage 2 ECU Calibration
HRE RC103
Nankang NS-2R Tyres

Got a Yaris that needs some upgrades? drop us an email – sales@clpautomotive.co.uk We are always happy to talk performance!

The Porsche Cayman GT4 is a much loved car amongst sports car enthusiasts. Small, light, nimble and a 3.8 flat 6 in the middle makes for a formidable performance coupe. One thing everyone loves about a naturally aspirated Porsche flat 6 is the sound, especially as they climb higher and higher in the RPM range. The standard exhaust isn’t terrible, but it doesn’t mean there isn’t room for improvement.

So why change it?
– Titanium construction
– 5.9bhp gain
– 10.5nm gain
– 3.6kg lighter
– Incredible, iconic flat 6 sound.

Sadly this system is now discontinued, we do have other options available if you are looking to improve your 981 GT4 Cayman Exhaust – sales@clpautomotive.co.uk

APR Stage 1.

Why APR? We use APR because the software is exceptional, always makes claimed power and produces super smooth power curves that translate into fantastic power delivery on the road. APR are so confident of this that they offer a 30 day money back guarantee if you are not happy with it. APR is just a generic file though isn’t it? APR have invested huge amount of time and money into the development of their tunes, with constant revisions and updates being made to ensure it is the best it can be. With APR you are paying for all that research and effort to produce the best software on the market. Think of it this way, would you rather have a file that has been tested over 1000’s of hours of road testing, dyno testing and engine dyno testing and is already on 1000’s of happy customers cars worldwide? Or would you prefer a cheaper “custom” with no evidence of R and D?

Stage 1 is the best bang for your buck modification you can make to your R. Power outputs range from 350bhp and 360lbft to 365bhp and 380lbft dependent on your file choice (we will cover than in a second) and fuel quality. No hardware required at all for stage 1, although an intake can yield better results.
At stage 1 you have the option for a low, medium and high torque file and the option of 95 or 98ron fuel. No cost difference, and you can swap between them should you wish to change from one to the other. So why low/high power files? Low torque files are intended for those who do not wish to run any TCU upgrades or for manual owners clinging on to the life of their stock clutch (just change it, it’s only a matter of time!). For Mk7.5 owners with the 7 speed DSG, you need not worry. 6 Speed DSG (DQ250) owners, it is recommended that you run performance TCU software alongside the high torque file to minimize any chance of slip, it is a requirement for stage 2. Software is available from APR and TVS. TVS features much more than just performance upgrades too, but we will cover that in a separate post. Manual owners, if you’re lucky and your stock clutch is still alive, we highly recommend changing to a performance clutch before tuning. Most manual cars without a performance clutch will suffer from clutch slip instantly after tuning. It’s a very disappointing experience, trust us, we have seen the faces of people who have fallen fowl to a slipping clutch on the first dyno run. Lucky for you, there is a package available.

TVS Stage 1.

Hang on, isn’t TVS DSG software? While TVS are very well known for the fantastic TCU calibrations they also produce some ECU calibrations that rub shoulders with APR in terms of power, torque and usability. TVS is a little more flexible than APR too, in the sense that it is “custom” with adjustments made throughout the tuning process. Power and torque are similar to that of APR, although with a touch less peak bhp and a smidge more torque. Worth noting that TVS software is for 98ron and above only. If you have limited access to premium fuels APR 95 might be a better option for you. We highly recommend taking advantage of TVS’ bundles with ECU and TCU software. It will save you some money, help your gearbox handle the extra torque and future-proof your TCU for stage 2 should you wish to go further.

TVS Stage 2.

Stage 2 requires some hardware that is detailed below. You can expect around 385bhp and 400lb-ft dependent on hardware and fuel. Stage 2 is a great set up, making the R a seriously capable hot hatch Obviously at this stage, the gains are not as big as stock to stage 1. But it will get you as close as you can be to 400bhp. So 400bhp? Can it be done at stage 2? 90% of cars won’t, they will get close but realistic stage 2 figures are 370-390bhp and 410-420lb-ft. A handful of cars hit 400, but with minimal differences in power there are dyno cell variables in play here too. So if you do go stage 2, don’t get too hung up on hitting 400. You won’t feel the difference between 390 and 400 on the road. As mentioned above DSG software is required at stage 2 for 6 Speed (DQ250) and 7 Speed (DQ381),

Intakes.

There are LOADS to choose from and most of them are pretty good so picking one can be tricky. Lots of variables to consider here, enclosed or open, cotton or foam, price, looks, performance.
Our pick? The Racingline R600. Based on intakes used in the VW cup this intake is our most popular. Proven performance, built well and looks very smart in the engine bay. To get the best from it we recommend you add the intake hose and turbo inlet pipe too. This kit is good for stock right up to stage 3. Order here

Not pretty enough for you? Do you prefer to have something you can show off at meets? Something shiny? Something more prestigious? Go for the APR Carbon intake. Beautiful glossy carbon fibre with a matching intake pipe. Again, make sure to add a turbo elbow to get the best from it.

If you have checked out the intakes above and are scoffing at the price, don’t panic. If you like a bit of noise from your intake and you’re not looking to spend that much go for the RamAir. No frills, does what it says on the tin. Great fit, great price and is perfectly suitable up to stage 2 and beyond.

Too low rent for you? Try the Proram kit instead. Smart black finish, hardpipe all the way from filter to turbo. Again, an open filter so you can make wooshy noises to your hearts content.

Downpipes.

Not as tricky as intakes, less choice and not something that needs to look good. So the cheapest will do right? Not really no. Good fitment and quality of build are factors here as well as a few manufacturing techniques such as cast sections.
Something else to keep in mind is the type of downpipe, Decat or a Sport Cat?
Decat downpipes will NOT pass an MOT in the UK and are intended for motor sport use only so a sport cat is the more sensible option.
Our Choice:
Milltek Cast downpipe. Decat or sport cat both feature a cast elbow from the turbo. – More info and pricing here

What’s so good about a cast elbow? Heat management (cast retains heat which improves flow – also reduces the under bonnet temps as per the previous retention of heat) Better flow as the transition from flange to pipework is smoother due to the casting design.

Intercoolers.

The last piece of the stage 2 puzzle, essential for getting as close to/over that 400bhp figure.
Choosing an intercooler will pretty much come down to price and fitment. They all look the same, you can’t really see them once fitted and from a distance, would you even know the difference between them?
So which one do we recommend?
Our best seller is the Wagner competition. Great data proving efficiency, reasonable price but some trimming of the back of the bumper and rad housing is required to fit. Nothing drastic, but needs to be done.

The best fitting is the APR. Also has data to back up efficiency, doesn’t require trimming and this is the intercooler used to develop APR stage 2 software. It is however more expensive than the Wagner so it’s a tough call here.

Finding those options a bit hard on the wallet? The Airtec might be the one for you, comes with similar fitment issues to the 2 above with trimming required and they are a touch on the heavy side. But their price point makes them a bank balance friendly part of your build.

Stage 3.

Stage 3 usually consists of a hybrid/upgraded turbo on top of all the bolt on’s listed above. We will talk about that in a separate post.

We hope this information gives you a good insight into tuning your Golf R, all applicable to the S3, TTS and Leon Cupra too. Remember there are many different hardware options available than just what we have mentioned above and we encourage you to browse the store or ask us before making any decisions.

sales@clpautomotive.co.uk

Even though they have been around for decades it’s not every day you see a G-Wagon, even more so an AMG version.

The G63 AMG has the same monstrous V8 twin turbo that you find in other AMG models, not just known for power, but the sound too.
Our customer wanted more from his G63, the sound of a friends Range Rover SVR was making the G-Wagon sound a little tame. After giving us a quick call the decision was made to fit the Akrapovic Evolution system to really unleash the AMG V8 sound. The added perk of shedding a huge 16kg of weight and arguably one of the nicest exhaust tips available from Akrapovic was a nice bonus too.

With the valve open, the exhaust note is exactly as you’d hope. A deep, powerful V8 sound. With the valve closed it’s perfectly civilised. The valve can be opened at any time by the push of a button to suit the situation.

When Akrapovic released their titanium system for the baby M car we knew it would be a hit. Enhancing the sound of the 3.0 straight six turbo is something any M2 enthusiast would be interested in, not to mention the stunning aesthetic improvement of the Carbon Diffuser and signature Akrapovic Carbon sleeved titanium tips.

Weight saving of over 5kg and a maximum power gain of 9.3bhp, its not just about the noise and looks. Akrapovic extensively test and develop every system to be the best it possibly can in terms of performance and weight saving. Every development car will spend days on the dyno to ensure you are purchasing a true performance upgrade for your car and not just a noisy replacement. Akrapovic systems fitment is often even better than that of the OEM system and the M2 Evolution system is no exception. For this reason we offer free fitting when you choose to purchase your M2 system with us.

For further details on the M2 Evolution system please contact our sales team
sales@clpautomotive.co.uk
01142 701025

Andrew got in touch with us regarding our stage 2 package to suit is R55 Clubman Cooper S. He was looking to make the best of the power available but to keep it reliable and conventional for every day use.

We set about fitting our stage 2 package, including the AEM intake, Akrapovic Sport Cat Downpipe and Wagner Intercooler. Andrew also opted for a Resonated Milltek Cat Back Exhaust system, providing a little more flow and a nicer exhaust note.

To make sure the car didn’t struggle to put down its new found power Andrew gave us the go ahead to fit a Helix Autosport Single Mass Flywheel and 6 Paddle Clutch Kit. This will ensure the car wont suffer from any clutch slip under hard acceleration.

Results of dyno testing show peak power of 240bhp and 288lb-ft of torque. A huge gain over stock.

Just to add the finishing touch we fitted a set of H&R 35mm lowering springs to close up the arch gap, add a little more stability in the corners and give the car a more aggressive looking stance.

Mini Cooper S JCW R56 (N18) – Manic Stage 2

Our customer brought his R56 JCW to us looking to increase the outright performance as much as possible, but without breaking the bank. The best solution was to opt for a minimal stage 2 package. As the JCW’s factory intake is sufficient for stage 2, all we needed to supply was an intercooler and downpipe upgrade. After being in touch with GFB, we secured a DV+ for the N18 that was previously listed for auto models only. We managed to fit the DV+ without issue and didn’t stray too far from the provided instructions.

Power Output:

Stock –  206bhp & 203lb-ft

Stage 2 – 253bhp & 278lb-ft

Hardware Used:

Scorpion Downpipe
Wagner Tuning Performance Intercooler
GFB DV+ (N18)

Before any tuning or aftermarket parts could be fitted the car needed a full service (using genuine parts) and a check on the fuel pump cam follower. A common issue with the 2.0TFSI engines is excess wear on the cam follower ultimately leading to fuel pump failure and/or damage to the cam. For peace of mind a brand new Genuine VAG cam follower was fitted. Another common issue is the standard Diverter Valve failing and loosing boost. This car was no exception, having several holes in the OEM DV diaphragm. This was replaced alongside the GFB DV+, eliminating the chance of the problem reoccurring and allowing the DV to hold boost for longer. The lower engine mount was also a little tired and worn. Using the SuperPro lower engine mount we managed to stop excess movement occurring under hard acceleration and gear changes, giving a better response and feel during fast gear changes.

As can happen with a lot of cars of a certain age, the exhaust on the golf had become corroded and brittle over time. As a result the original backbox detached itself from the rest of the system. Time for an upgrade! The standard cat back system was removed completely in favour of a 3″ Scorpion Cat Back system.

In preparation to take the car to APR stage 2 we installed an Integrated Engineering intake. All that is left to install the stage 2 software is a performance downpipe and High Pressure Fuel Pump upgrade (HPFP).

When we purchased our E92 M3 we ran it on the hub dyno to get a base line figure. It made a disappointing 330bhp at the wheels. We compared it with other m3’s that had been run on the same dyno and found that this figure was fairly typical. We were struggling to see a loss of 84bhp through the transmission. Transmission losses on the m3 are fairly large but this seemed excessive to us.

We gave the car a full service including plugs and replaced the Vanos solenoids. After this we installed a full Akrapovic evolution titanium exhaust system with the carbon fibre tailpipes.

This system is one of Akrapovic’s finest, it really does look and sound amazing.

The installation was finished of with a carbon intake and filter which gave a fantastic growl under load.

We then dyno’d the car again which returned a much healthier 381bhp at the wheels which meant a healthy 51bhp gain. Its safe to say these modifications made the car, not only did it perform fantastically, it sounded amazing too.