[colink]

Right, here comes another GTT review! Nearly two months has passed since treating my pride and joy to a visit to GTT. I wanted to hold back with this post until I had a done a few miles and had a proper chance to evaluate the conversion. It’s also meant I can compare fuel consumption figures.

The decision to modify was, I must confess, a quite daunting one, especially since I decided early on to avoid the warranted JCW option. The reviews, threads, comments and advice from MINI2.com members were an enormous help in setting my mind straight and giving me the confidence to ‘go aftermarket.’ I hope the review I am posting here helps others on a similar path.

Like many other owners, I was content but not fully satisfied with the performance of my MCS. Soft throttle response and a lack of urge above 4K were my main criticisms – oh, and a Clio 182 is quicker! My initial plan was simply to go Works, but several conversations with guys on the Go MINI France trip got me thinking about alternatives. The M2 forums provided a rich vein of advice and GTT quickly stood out as a company fast gaining a sparkling reputation. Neil (aka MINIBEE) was kind enough to spend over an hour on the phone talking me through his experience as a GTT customer, and provided enough inspiration for me to make the call to Roland. I had decided on the 220 conversion but was still unsure about some of the other options that GTT offered. Being a mechanical luddite, I fully appreciated the simple, jargon-free explanations offered by Roland. My queries about ‘worst case scenario warranty problems’ were answered honestly and any final reservations were ironed out before a booking was made for 8th August.

I opted for the 220 for a couple of reasons. Firstly, I was keen to appear mod free for servicing purposes (although the subsequent decision to go for the re-route pipe and the badges probably gives the game away!) and secondly I reckoned 220 bhp is about perfect for a MCS. The GTT modifications means I’ve now spent well over £25K on the car so I’m not too keen to spend more on the upgraded brakes and suspension that I think +220 bhp requires. Given that a Works one is supposed to churn out 210, that wee bit extra seemed just perfect. Oh, and a third reason – insurance! £1500 with a £800 XS (£1000 XS for the wife). Ah well, that’s what I get for being under 30, married to a 24 year old and living in Liverpool!

So, 220 conversion it was, plus the GTT exhaust re-route pipe, GTT crank pulley, twin bearing idler pulley, tensioner pulley and pulley stop (oh, and badge and REALLY stunning tax disc holder). Total cost fitted just under £1600.

We arrived at Roland’s immaculate workshop at 9.00 am on the 8th, to be greeted by John and shown a cabinet full of examples of the shiny goodies to be fitted to my car. A few minutes later, Roland arrived with a burble and demonstration of his very effective Porsche brakes. A brief explanation of the work to be carried out was followed by a lift into downtown Blandford and some advice for how to spend the next 7 hours. We opted for the bus to Poole, and a day wandering around dreaming of owning the powerboats berthed in the marina.

We returned to Blandford for 5PM, full of nervous anticipation. We had arranged for Roland to come and pick us up in the town centre, and I was immediately pleased as my car pulled up, a couple of octaves louder in its burble. “Everything OK?” I enquired as we climbed in. “Oh yeh,” replied Roland. “Feels like quite a good one.” As we climbed the hill from the town centre Roland gave it a bit of boot. First sensation was the noise, followed by the distinct shove in the back. The increase in performance was noticeable instantly, even from the passengers seat. Back at GTT, Roland showed us what had been done, we settled up, clicked ‘home’ on the sat nav and headed back to Liverpool.

I took it gently at first, savouring the increased exhaust burble, courtesy of the re-route pipe. Roland describes this as a halfway house between stock and aftermarket and that’s pretty accurate. At tickover, it sounds ‘harder’ and the popping on the over-run is much, much more noticeable. The first overtaking move was an interesting one. We were following a line of 5 cars, with a gap after the third one. I went for it, planning to nip into the gap after the third, but instead discovered an awesome amount of mid-range punch. We flew past all 5, accompanied by the wail of the induction kit and subtle coughs from the wife as three figures were breached. Needless to say, it continued to be a most pleasing journey home.

So, driving impressions over the past couple of months? Since the conversion, we’ve done nearly 3000 miles, including a trip around the west coast of Scotland with some other MINIs, a couple of good motorway hauls and our usual daily commuting.

Before I went to GTT I found a local quiet, erm…airfield , about a mile long with two signs at points which provide good marking points. Stock car, one up, 16 degrees temp, standing start to each marking point saw 77 and 107. GTT, two up, weekend luggage, 24 degrees of heat and 89 and 118. Not the most scientific measurements, but hopefully an indication of the improvements.

The first week was the trip to Scotland, and a great opportunity to benchmark against a standard S. There were plenty of occasions when the increased acceleration was apparent, but perhaps the best example I can provide happened on our road home. My MCS owning mate wanted to see how much difference there was accelerating from 70, only with him in 5th and me in 6th. Even I was surprised at just how much quicker we were. Immediately we gained a car length and from about 90 we pulled cleanly away. The mid-range is, without a doubt, hugely improved over standard. My initial gripe with the standard S was the lack of urgency above 4K but the GTT kit certainly solves that problem. We stuck with the standard rev limits, and the car now really pings to the limiter.

Off the mark its definitely quicker, but the real noticeable gains are in the mid-range. Third gear, 50 mph and nail it. Time and again on our Scotland trip, overtaking in these circumstances, we left the standard S well and truly for dead. Even scarier is the top end acceleration. Back at the airfield and caning it from 90 sees strong urge up to about 130 (I always felt it died off a bit from about 115 as standard).

Fuel economy has stayed exactly the same since the conversion (26.4 over 5 tanks) although as I probably drive it a bit harder now, I could argue its actually improved. Its certainly much more economical at a constant 70 on the motorway. GTT recommends super-unleaded but I always used Optimax anyway.

Handling wise, I think the MCS copes with 220 bhp perfectly well. We were on s-spokes and runflats for the first month and in the main grip was fine. We’ve since switched to 18” Dare X4s with Yokohama Parada’s and the difference is enormous. Increased grip, pliancy, turn-in and feel. Even without LSD, the car handles the power magnificently. But then, we all knew that anyway

Downsides? If you cane it the traction control light comes on and stays on. It goes off when you recycle the ignition, but it can be a bit irritating. If your really cane it, the emissions warning light comes on too. Again, a few recycles of the ignition sorts it, and it does let you know if your BMW dealership have had a little play . Both are known bugs and nothing to worry about (my sat nav screen actually covers the bottom of the speedo so I don’t even see the emissions light).

Overall impression is hugely positive. GTT were a pleasure to deal with, inspired confidence (certainly more so than the service department at my local BMW dealership) and are clearly deserving of their growing reputation. There’s a real feeling of quality about GTT – from the parts themselves right down to the stainless steel badge. The performance improvements are clearly evident, and are only intrusive if you want them to be. The value for money astonishing.

Our next adventure is the Italian Job at the end of this month. I believe a certain Mr Cooper is bringing along one of his Works ones. Now, that could be interesting…

[Shorty]

A really great review, as soon as funds allow I'm there!

[Rickys'S]

Brilliant review mate, the only thing this tuning lark becomes addictive , i started with the 230 but now on 260+ .

Roland and John are very friendly and forthcoming with info im well happy!

You gotta get that oil catch can though mate!!!

[colink]

It is far too tempting to keep going. When those numbers come up on Sat/Wed night its straight back to Blandford for Porsche brakes, full exhaust, oil catch can.....

Shorty - sell a limb to raise the cash mate, well worth it

[mikeythemini]

I have driven this car and am well impressed, looking forward to seeing you show Mike Cooper a thing or 2 when we get to Italy

[J1JPE]

not sure I like the sound of the traction & emission lights being on so much - do they have a plan to fix it

[colink]

In fairness, they only come on when you really boot it (we're talking bouncing off the rev limiter). In my case, that means I'm probably trying and therefore switch of the TC anyway. As for the emissions light, as I said my nav screen covers it so doesn't really bother me. I believe Roland is looking into a fix though.

Cheers for the comments Mikey - u really know you should get one too!!!!

[s_and_m]

I've spent a year "lurking around" on posts, watching to see how people faired with GTT kits after they had put a few miles on them and I've only encountered on GTT converted car that had a problem (and this was nothing to do with the kit).

So now that I've done the research I need to decide do I go for a 210 conversion or a 220?

I don't want to go much higher than that as even though I have uprated brakes, wheels tyres etc, I use the car as a dialy driver and it's not even a year old and I do 20K a year and this ones got to last me and the insurance chaps want too much to go any higher and I'd only go and loose me license/kill meself etc etc.

I'm thinking 220 and either a Miltek or exhaust re-route pipe. But Mr Sensible head says go with the stealthier 210 for now, if I need more I can also add it later (after I've seen what kind of a reaction I get from my dealer come the next 10K service)

Any thoughts?

S

[colink]

You gotta go 220 s_and_m for three reasons...

1: A Works has 210, so you MUST have more
2: The cold ram induction system makes a truly awesome noise when you cane it
3: A Works has 210, so you MUST have more

Seriously though, the cold ram is well worth the extra pennies - MINIs are not all that good at dealing with hot air so get anything that can help. In hindsight, I wish I'd gone for the GTT intercooler (230 package).

The re-route pipe is a great compromise if you want a bit more burble but not too much noise, especially if you do a big mileage and need to keep some refinement. I do about 20T a year as well and took all this into account when settling on the 220.

[kezman50]

s_and_m.....I'm with you on that totally. I have also been waiting and watching....and almost certainly deciding on GTT, which for me will go ahead around late Jan time (when I have my 10k service and as it happens, when my insurance is due for renewal). I'm not the biggest milage accumulator!

It's just as you say....which way to go? I suppose a compromise would be a GTT 210 with a JCW CAI to remain relatively stealth.Which of course leads to the question, is a GTT CAI better than a JCW CAI ? If the answer is yes, would we not be better to go GTT CAI and just do our own change back to stock come service time etc?....Same applies to the Intercooler (I hear what your saying Colink...I really want that intercooler)

Great review Colink the other day by the way, enjoyed reading.

[mikeythemini]

Quote: Originally Posted by colink

Seriously though, the cold ram is well worth the extra pennies - MINIs are not all that good at dealing with hot air so get anything that can help. In hindsight, I wish I'd gone for the GTT intercooler (230 package).

.

Saying nothing

[john_o]

seconded , superb writeup colin thanks
I/C (GRS in my case but either is top notch) makes a surprisingly noticeable diff , so Id say get one
I guess the only downside to MINI tuning is that once youve started its never enough ....

[uncle albert]

If I ever went down the 220/230 route (would love that big IC also ), I wonder if Roland would recommend I junk my K&N Typhoon in favour of his CAI?

James

[brady]

hey uncle albert, i can tell you staight away roland would recommend getting rid of the typhoon, was in the same situation a few months back myself and i removed it for the gtt CAI when getting the 230 kit

[uncle albert]

Quote: Originally Posted by brady

hey uncle albert, i can tell you staight away roland would recommend getting rid of the typhoon, was in the same situation a few months back myself and i removed it for the gtt CAI when getting the 230 kit

Well that's certainly very interesting. Did he give any reasonable explanation as to why the GTT CAI is better? How does he rate the Typhoon?

James

[minibee]

I did say you would like it mate

neil.

[colink]

Quote: Originally Posted by minibee

I did say you would like it mate

neil.

And just as well I believed you! I gave a colleague a demo at lunchtime today - gave it a bit of a caning and she thought it was awesome. She kept saying "wow - that noise is sooooo cool." Don't ya just luv chicks who like the noise of an induction kit

[minibee]

does the wife know LOL

Neil.

[colink]

shhhhhhh

[minibee]

ok