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!

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

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)

So we set about stripping the car down and removing the engine. When we had the engine on the stand we set about removing the cam cover to find that the chain guides were all smashed and the chain was devoid of all tension which as most of us know is a common R56 N14 issue.

On further inspection there seemed to be no valve damage so we flipped the engine over and removed the sump to get access the main bearings. We removed a couple of the carriers and to our delight there was no damage to the bottom end. Clearly the noise from the engine was a noisy chain and guides knocking around, which was a pleasant surprise.

Having fully stripped the engine it was apparent that it was in good condition considering it had covered 100k miles! However, looking at the state of the inlet valves I’m sure it was considerably down on power. During dyno testing we regularly see a 20+ bhp gain by having the inlet valves walnut blasted.

The Engine was then industrially cleaned. The head was treated to Supertech valves, valve springs and titanium retainers. The blocked was bored to 77.5mm, 0.5mm oversize. We installed lower compression 10.5:1 forged pistons with matched forged rods.

The short engine was rebuilt using competition bearings throughout. A new oil pump was installed, obviously not worth risking the whole build on a 100k old pump! New OEM chains guides and modified tensioner were installed. The rest of the engine was reassembled, gearbox refitted with JCW dual mass flywheel and clutch plate, we were keen to keep the feel of the drive as OEM as possible. However, 300bhp is probably on the limit of the OEM clutch, time would tell!

Once the engine and gearbox were back in the car we installed all the OEM air box, exhaust and intercooler, we wanted to run the new motor in before we started any power increases.

After the Mini had run flawlessly for 1000 miles we had it back in to the workshop to start the fun.

We replaced the standard turbo with a JCW Borg Warner which we intend to hybridise later down the line.

Exhaust wise we went for a scorpion downpipe mated to the Akrapovic evolution system, which is in our opinion the best exhaust you can buy for your mini. The Scorpion and Akrapovic are both available in our online shop (Akrapovic) (Scorpion).

After much deliberation about an intake solution we went for the AEM kit. AEM claim 15-17bhp gains! We will see what it does on our car.. That said the kit is fantastic, it looks and fits amazing and the build quality is exceptional, worth the money in our eyes.

The Intercooler we fitted is the Manic Motorsport cooler that we have been developing with Peron and Manic. It really is a quality UK built item and surpasses the other intercoolers we have seen, Fitment is perfect and doesn’t require the usual trimming and destroying of the OEM from bumper. The Intercooler performs amazingly, completely eliminating heat soak. It really is a fantastic product. Again it’s available here.

Finally to make the hardware run optimally we remapped the car using the best software available, Manic. We flashed the STG3 map running mode C which is the most aggressive.

The result of all this is a fantastic quick drivable car with excellent torque. It really is a very quick car which out paces many of the big engined German coupes and saloons.

Dyno results to follow!

If you would like any further information about our Mini tuning packages then feel free to drop in or give us a ring on 01142 701025 or alternately email us at sales@clpautomotive.co.uk