GReddy AIRINX-GT for GR Yaris GXPA16 & Lexus NX- RX- models
Stock replacement for high performance air cleaner. Special high performance fabric filter gives much improved induction efficiency.
Steel mesh lamination construction, gives the filter more rigidity and durability.
The rubber frame completely seals gaps, preventing even fine dust from coming into intake.
High performance and high quality, at a reasonable price. It is a direct swap for the stock air filter, and can be easily replaced.
FEATURES
Compatibility: Toyota GR Yaris (GXPA16) , RAV4, HarrierLexus NX200t, NX300, RX200t, RX270, RX300, RX350, RX450h
Introducing the new Syvecs Toyota Yaris GR AWD module which is a standalone AWD/4WD/Centre Diff controller designed to control any AWD/4WD Solenoid/Motor to a maximum of 30 Amps via pin-sharing logic.
OEM designed controllers are locked down and not adjustable, but by simply fitting our AWD Module a whole new level of control is available. The unit allows users to optimise control and provide the best performance available from the powertrain.
The Yaris GR version of the controller replicates all the OEM CAN information as well as pick up lots of variable from the OEM Can to link into the control strategies like Steering Angle, Brake Pressure, Rpm, Tps, Lateral G, Yaw, Long G, Speeds, Temperatures and mode switches
The Sport Mode Button on the Yaris is used for Map switching so allows users to be able to change between Awd Select 1, 2 and 3 which means all the maps below can be adjusted. You can also enable the burnout mode to be active when Hazards, Handbrake or external switch is active.
As used on the Hanshin-Imports GR Yaris:
Syvecs also sell an optional loom to allow external Burnout switches to be mounted and Live adjustment potentiometers which gives drivers the ability to adjust the AWD Duty on the move or go 2wd from the flick of a switch.
Limp Protection options for large slip, high current, high temps which warn the driver but keep awd active unlike the OEM controllers which shut down the outputs which is not ideal with high horsepower!
With the use of our Scal Software, users can connect to the Device and adjust over 40 maps to adjust the control of the solenoids/motors used in the AWD systems.
Some of the Maps available
4 x Base Duty Tables
4 x Adders with enable maps:
Left Foot Braking
Front Slip
Rear Slip
Centre Slip
4 x Multipliers with enable maps
Steering Angle
AWD Temp
AWD Pressure
AWD Potentiometer
Tyre Diameter adjustment under sensors
2WD/ Burnout Mode
Via Dedication Switched input
Via Can bus Message
Via OEM Functions
Limiters
Maximum Duty
Launch Control Limit
Duty Rate of Change
Decay/Hold Functions
Limp Mode
Over Current Protection
Over Slip Protection
Over Temp Protection
Cooling Pump control
AWD Cooling pump control logic
Datastream
The Syvecs AWD Unit also has a dedicated Can bus transmit area where users can send variables from the AWD to external control units for monitoring or to OEM Canbus system via custom Identifiers and byte structuring
Sensors / Switches
External sensors can be connected to the AWD module and then linearized in our Scal Software
When the AWD is fine tuned to suit torque and chassis setups then huge improvements can be gained with our modules in acceleration as Adam showcases below
Frequently Asked Questions
Question – I’ve been reading a bit on this product and just want to make sure I understand the advantages of it.
One is that it doesn’t fully disengage the rear as the OEM does, when the clutches reach around 100 degrees. Correct? It will become more FWD, slower than stock, but not 100% FWD, or it will become 100% FWD but just slower, which I get is safer especially mid-corner?
Answer – Correct it will slowly lower the current to the AWD Solenoid instead of just releasing it fully like OEM. We will only Disengage the rear when 2WD mode is active or the Handbrake is pulled
Question – “you can’t go over 70% rear bias” -read somewhere from Fennsport, is this true?-, which is something we already get as stock form. My question is, does the 30/70% rear bias using your module would feel significantly different from the stock one? I get you can achieve let’s say 35/65% rear or other torque distributions but I don’t find that appealing unless you can get, let’s say 15/85% rear, which would change the behaviour of the car more significantly.
Answer – We are able to run more RWD bias than the OEM Unit, Litchfield did some testing on their advanced MAHA dyno and was able to get slightly more torque to the rear compared to the OEM unit by raising the current through the solenoid. This is fully adjustable in software and the base map is set so that Track mode has this higher current/duty.
Question – So, to summarise, if it neither increases the rear bias over 70% nor increases the temperature allowed on the clutch pack to avoid limp mode -I’ve read in one of your blog posts you’re keeping the same around 100 degres limit as stock-, why would it be worth buying? Apart from increasing safety when going onto FWD.
Answer – As the unit is fully adjustable it allows users the ability to adjust the RWD bias live via Software, OEM buttons or external pots to setup a control strategy to suit the spec of the car. This could be differences in tyre sizes, engine torque curve, temperature limit requirements and much more. Toyota actually use this for their rally builds because of the above.
SPECIFICATIONS:
Maximum of 30 Amps via pin sharing (HBR1&2 or HBR3&4)
Onboard Current Monitoring of each output
2 x CanBus – Configurable Transmit Via Scal Program
4 x Analog inputs for assigning Burnout Switch, Adjustment Pot, Pressure sensor and Temp sensor.
4 x MagnetoResistive ABS Sensor Inputs for direct Speed monitoring
USB Connection – Dedicated Scal software with full calibration control
VCDS Support – Communicates with OEM Tools and Replicates OEM Haldex Ecu’s
Mains Power control circuit based from Ignition Switch
Apexi N1 Evolution Coilover Suspension for Toyota GR Yaris kit (CH-Street Legal)
The N1 Evolution is the newest generation of our track-engineered flag ship N1 suspension. All N1 dampers feature large piston, monotube design using a threaded base for height adjustments without compromising shock or spring travel. Every year, we gather incredible amounts of suspension data from our direct involvement in many different racing series. This specialized data goes directly into our sports parts development to provide the customer with the same cutting-edge suspension technology we use on all of our race vehicles.
Each N1 Evolution Damper is made CUSTOM (made-to-order), specifically to the demands of the customer. Whether it be for STREET, DRIFT, or CIRCUIT use, data is collected from the customer about the vehicle’s specifications and conditions to ensure the best assembly for the use required.
To achieve optimum characteristics and feel for different driving styles and stages, on track and on public roads.
APEXi’s ultimate footwork is the N1 evolution damper, which has been designed without compromise down to every single part.
Always seeking evolution, based on many years of experience and achievements, we have repeatedly conducted actual driving tests for all vehicle types and set them.
Linear controllability, quietness, and supple ride.
These sometimes conflicting elements are established in an advanced dimension.
– 25Way damping force adjustment to adapt to a variety of driving conditions.
– Monotube design with 46mm. diameter piston.
– Adjustable lower case design that allows ride height to be adjusted without affecting preload.
– Standardized 65mm. (ID) spring allows the use of a wide variety of readily available springs.
– Front strut- type setups include camber adjustment plates that utilize premium quality pillow-ball spherical bearings to minimize deflection, binding, and noise.
– GT race quality damper fluid that can withstand high temperatures and prevent damping force degradation
– 100% Made in Japan, with precision Japanese components
Are you looking for a way to install are Racing or aftermarket Steering wheel on your Toyota GR Yaris? The Works Bell SRD kit (A1 for normal hub and A1S for short hubs) is what you need.
Get a plug and play solution where you can keep all the buttons functional but get the joys and benefits of an aftermarket steering wheel!
Maintain your Stock Steering Wheel buttons (cruise control, stereo etc.) and install an aftermaket steering wheel has just become Possible thanks to Works Bell’sAre you looking for a way to install are Racing or aftermarket Steering wheel on your Toyota GR Yaris? The Works Bell SRD kit (A1 for normal hub and A1S for short hubs) is what you need.
SRD kit（TOYOTA）
Product Information
A1 set standard boss type for TOYOTA (genuine steering switch relocation kit)
360CHF including Tax (Steering Wheel hub not included)
A1S set Short boss type for TOYOTA (genuine steering switch relocation kit)
420CHF including Tax (Steering Wheel hub not included)
Applicable Models
GR Yaris
Toyota Yaris all grades
Features
This kit is specially designed to relocate the switches on the factory steering wheel when changing to an external steering wheel.
A blank panel that also supports types with a blank on the right switch is attached.
Product Image
A1 set standard boss type
A1 set Standard boss type (switch mounting image)
A1S set short boss type
A1S set Short boss type (switch mounting image)
Component parts
Switch Mount, Back Plate, Blank Panel, Lower Cover, Various Screw Sets Note 1: Steering switch is not included in the product contents.
(Please remove the steering switch from the stock steering wheel and relocate it to the product in question.)
Note 2: In addition to the SRD kit, a separate standard boss 550 or short boss 550S is required (sold separately).
Note 3: There is no switch position height adjustment slide mechanism.
Dixcel Brake pads Special Compound Series BETA Type Rear Toyota GR Yaris (GXPA16 GR RC)
All Round Performance Pad
Developed for Endurance races like the Super Taikyu series! Superior pad life and brake stability!
The compound is based on the special compound that is used in Japanese endurance races.
Long pad life which helps the brakes be competitive in endurance races.
Stable braking power and brake feel even after long extended usage, which helps stabilized lap times.
Very stable brake friction level which makes it easy for the driver to control the brake power.
Friction Materials
Carbon Semi Metal
Initial bite (µ)
0.48
Average µ
0.40～0.43
The above chart represents evaluation values of Pads in the Specom series and RA in 100 phases in comparison with R01 of the test model. Values of R01 show 50.
Above values are calculated under test condition.
Test data showing the superior performance of the Specom series.
■ The brake power tests at different temperatures (µ)
Deceleration (G) = 0.5G fixed.
The friction co-efficiency is measured at different temperatures with decelerating from 240km/h to 140km/h.
■ The brake power tests at different speeds (µ)
Deceleration (G) = 0.5G, temperature = 500℃ fixed
The friction co-efficiency is measured at different speeds.
■ µ Plot Shape
This plot represents transition of friction level during a braking application.
High initial bite type gives drivers reliale braking performance at the initial braking application. Easy to decelerate with small pedal pressure even on the long straight line. Good for cars w/o brake servo.
Most common type in three types. Moderate braking force at the initial braking application. Easy to controll at the end of the braking application. Applicable for any car/circuit.
For users requiring great controllability. Least initial byte in three types. Flat friction level enables great controllability throughout the braking application. Most stable performance under continuous severe condition (continuous change of speed/temperature).
About the Specom Series
DIXCEL offers technical support to the teams racing in the SUPER GT, the pinnacle of Japanese GT car racing; also series like Super Taikyu and Civic one-make series.
DIXCEL does not stop within Japan; DIXCEL is the official supplier of brake pads and discs for the Volkswagen Scirocco Cup China series. The Specom series brake pads were materialized with the technology and data which acquired from participating in these races.
The word ‘Specom’ may give a unreliable feel to a certain age group. A special compound can give you a win or loss, nothing in between; you never knew until you used it.
Now, with time, things have changed. The DIXCEL Specom series is made to help achieve good results at a race. The unveiling of the new generation Specom series brake pads….. please experience for yourself the superb performance level of the Specom series.
Explanation of Specom-α / Specom-β by Tetsuya Tanaka
Tetsuya is a racing driver who races the Ferrari F430 equipped with the Specom-α brake pads in the SUPER GT series.
DIXCEL interviewed Tetsuya about the Specom-α/Specom-β.
This interviewed is based on testing with the DIXCEL Subaru Impreza GDB F-type equipped with Specom-α, and the DIXCEL Nissan GT-R equipped with the Specom-β.
Please be aware that some of the commentary may be only specific to those vehicles.
■About the Specom-α
What was the feel of the Specom-α?
Compared to the ‘Specom-β’ and the ‘RA-type’, the braking power was a level higher. The brakes were easy to control and the pedal feel was just right.
The braking power was so significant, that on a street-use car, the ABS would kick in.
What kind of competitions and conditions are the pads best fit for?
The pads are ideal when you are especially seeking brake power. They are ideal for time trials with high grip tires or you want a fast lap time with few laps.
If comparing with tires, they are like having the special ‘soft compound’ for the fastest lap.
※The pads use special compound made for SUPER GT cars and formula cars which do not have brake boosters. Please be aware, if used on a car that is equipped with brake boosters, the brake pads may cause too much braking.
■About the Specom-β
Please tell me about the OEM Nissan R35 GT-R brake system.
I was involved in the development of the R35 GT-R, and the damage from high heat was a major problem. Since the car is very heavy, running aggressively on the race circuit causes the oil and water temperatures to rise. The car is also severe on the brakes and tires. Fast lap times are possible on the first few laps, but fast lap times becomes more difficult on long extended runs. Still, the brakes are able to complete thirty minute runs on a circuit, so a complete product for an OEM brake system.
Tell us about the difficulties in the development of the Specom-β
As I said before, I was very concerned with ‘heat damage’. At the beginning of the development, we were unable to solve the problem with the heat damage; the development team was struggling. Although as a result, I am very comfortable and confident of the final product of the Specom-β. The product was so advanced that the oil and water temperatures were starting to become a problem before the brakes. Next, ‘pad wear’. Regardless of how high the brake performance, it’s a problem if the pad wear is fast. At the end, we were able to extend the pad life to double that of the OEM brake pads. (The result of the race circuit testing of the Nissan R35 GT-R) The DIXCEL research and development team materialized the extremely difficult task of making a brake pad with high braking power and long pad life.
How do the ‘Specom-β’ brake pads feel?
Very stable with high braking power. The pads also feature superior pad life.
What kind of competitions and conditions are the pads best fit for?
If the statement is limited to the Nissan R35 GT-R, I can confidently recommend the pads for race circuit-use and street-use. Long repeated laps on the race circuit cause no problems; the brakes work well even with a light brake pedal touch which makes it easy to use on the streets. If you were to use the pads for racing, it would have to be for an endurance race; the long pad life and stable braking power is ideal for it. If comparing with tires, they are like the ‘hard compound’ tires for long stints.
※Please be aware that aside from the Nissan R35 GT-R which uses race quality brake compound as an OEM product, the Specom Series may increase brake dust and brake noise, and also decrease brake disc life if used on the street on a street-use car.
Dixcel Brake pads Z Type Front Toyota GR Yaris (GXPA16 GR RC Larger)
All Round Performance Pad
Being an multi-use brake pad, the Z-type can be for street-use to circuit-use.
Consistent braking even when the brakes are cold, something that is a must for street-use brake pads. Also helps for a longer discs life.
Stable braking power and high fade resistance even at high brake temperatures of race circuit usage.
Perfect for high performance radial tires
Friction Materials
Graphite metallic
Effective Temperature Range
0～850℃
μ
Max μ
Ave μ
Min μ
0.67
0.57
0.50
Applicable Stages
Street
Winding（normal）
Winding（hard）
Circuit
Gymkhana
Z TYPE
The above chart represents evaluation values of our product in 100 phases in comparison with genuine pads of the test model. Values of genuine pads show 50.
Above values are calculated under test condition. Values of Durability and Disc life are subject to change by continuous use under low temperature (generally less than 150 degrees Celsius). Values of Anti-Noise and Anti-Dust are calculated after a thermal history goes (not under brand-new condition).
The dust amount
The dust amount of DIXCEL M type
(after 1,000 km mileage)
The dust amount of DIXCEL Z type
(after 1,000 km mileage)
Superior performance of “Z-type” shown in test data
■ The brake power tests at different speeds (µ)
Decelerating G= 0.5G, fixed temperature=200°C. The friction co-efficiency is measured at different speeds. When the friction co-efficiency varied, the efficiency would be different at low speed or high speed, and the pads then become hard to deal with. Obviously it has to work while braking from a high speed, not only from a low speed. On the other hand, if it works too efficiently at a high speed, it is extremely dangerous because the tires will lock up too easily.
The Z type is more effective than OEM products or other after-market products at any speed range.
■ The brake power tests at different temperatures (µ)
The friction co-efficiency is measured at different temperatures at the speed of 100 km/h, with a fixed deceleration of 0.5G. The Z type is effectively stable between the low and high temperatures. The products that company B provided are obviously different in their levels of effectiveness. The other products are not so good at high temperatures (generally they give the feeling that they are not working at all with friction co-efficiency below 0.2)
Refrain from driving on the race track using OEM pads.
Track test
Tested at an undisclosed famous race track Car : NTEGRA DC5 type R
Time: five laps in a row in 1’50″lap
Braking at the approach to a hairpin curve is measured at speeds over 200 Km/h.
■ G-spread %
(OEM)
A
B
50Km/h
0.3/0.55G
102
114
109
98
0.8/0.55G
106
95
93
91
150Km/h
0.3/0.55G
99
117
101
133
0.8/0.55G
105
93
104
85
It represents the performance/efficacy difference by the deceleration G.
The friction co-efficiency is measured at 0.3G (light braking), 0.55G (strong braking) and 0.8G (very strong braking) at the fixed speed of 50km/h and 150km/h respectably.
The data shown in the chart shows the friction co-efficiency variation range at 0.3G against 0.55G and at 0.8G against 0.55G. 100% is ideal.
The Z type is close to 100%. OEM products are not so good at strong braking. The materials that company B provided had a big change in braking at high speeds.
■ A change of µ after fading
Z
(OEM)
A
B
1
105
53
70
65
They were tested at the speed of 100 km/h, with a fixed pad temperature of 200°C, and with changes in deceleration G.
The change of efficacy is evaluated when they are brand new and after the fourth test. 100% is ideal. When the value worsened extremely, it means their performance gets lower, for example, the friction co-efficiency drops between first and second session/practice of circuit track driving.
OEM products and materials that company B provided cannot be as effective as its original performance once they get to a high temperature.
Driving your street car on the circuit
Today, there is a wide range of demands for sport brake pads.
Many drivers are choosing brake pads that offer optimal performance on the street and race circuit. The demand is for a brake pad that is usually used on the street and can be occasionally used at the race circuit.
These drivers are using high performance radial tires not the racing tires the frequent race circuit drivers use.
If racing brake pads are used, it may not provide the optimal temperature range, decrease disc life, and unable to provide the right balance between tire grip and brake performance.
The development concept of the Z-type brake pad is a high performance brake pad for street-use.
For the testing, cars like Subaru Impreza WRX, Mitsubishi Lancer EVO, BMW M3, and Porsche Cayman S were used with high performance radial tires. The pads went through extended road trials on the street followed by rigorous testing on the race circuit.
On the street, the brake pads were able to offer consistent brake feel even at low temperatures, and achieved low brake noise and longer disc life. On the race circuit, there was no decrease in braking power, and offered superior stopping power.
The DIXCEL Z-type is for users who want race-circuit quality brake pads without having to sacrifice regular street-use performance.
The sport brake pad you can use for regular street-use
This brake pad was developed as an answer to such demands.
Race circuit testing was done mainly at Okayama International Race Circuit and Fuji Speedway.
To best replicate street-use, road testing was done with street legal cars
The cars had little modification and were fitted with high performance radial tires.
Minimize ABS intervention and allow sprint driving
A flat μ characteristic that demonstrates high initial efficacy and allows control according to pedaling force
Versatile for all types of drivers
For vehicles equipped with high-grip radial, S tires, and slick tires
Material
carbon semi-metal
Appropriate temperature
200-900℃
initial
0.51
mean μ
0.40 to 0.45
stage
race, rally, circuit driving
*This type is intended for circuit hard use. A wear sensor is not included as the sensor function will not work due to high heat damage.
ATTENTIONWhen used on the street, there is a risk of abnormal pad/rotor wear, squeal, dust, rust caused by dust, etc. Also, even if you are driving on a circuit, if you use it outside the appropriate temperature, it will not only not show its original performance, but it may also cause the above-mentioned adverse effects, so please be careful.
Minimize ABS intervention and allow sprint driving
A flat μ characteristic that demonstrates high initial efficacy and allows control according to pedaling force
Versatile for all types of drivers
For vehicles equipped with high-grip radial, S tires, and slick tires
Material
carbon semi-metal
Appropriate temperature
200-900℃
initial
0.51
mean μ
0.40 to 0.45
stage
race, rally, circuit driving
*This type is intended for circuit hard use. A wear sensor is not included as the sensor function will not work due to high heat damage.
ATTENTIONWhen used on the street, there is a risk of abnormal pad/rotor wear, squeal, dust, rust caused by dust, etc. Also, even if you are driving on a circuit, if you use it outside the appropriate temperature, it will not only not show its original performance, but it may also cause the above-mentioned adverse effects, so please be careful.
Invidia Catbacks are unique due to their high quality, their stainless T304 Steel used and their very aggressive design. With this setup, you will optimize exhaust flow and increase your power and torque output. Through modern TIC.MIC welds, this exhausts is made to have a perfect 100% fit and long-lasting quality. You will be thrilled by the sound of your car after changing to an Invidia exhaust!
And best part about it is that you can do this by staying 100% road legal on Swiss roads.
Review Video made by the Jesse Spec Youtube Channel:
Fischer Stahlflex Braided brake lines for Toyota GR Yaris including CH Homologation
(Product picture is an example, the actual product may diverge slightly)
High-quality steel braided brake lines from Fischer-Hydraulik. Fischer-Hydraulik delivers your brake lines as an individual production immediately after ordering and with a Swiss homologation by Hanshin-Imports Sàrl.
What are the advantages of Fischer-Stahlflex brake lines?
Fischer steel braided lines give motorists and motorcyclists an increased level of safety when braking, since steel braided lines – in contrast to conventional brake lines – do not expand even when exposed to high temperatures and thus respond faster and more directly. Especially in extreme situations, Fischer Stahlflex brake lines offer a decisive advantage when braking. In addition, our brake lines are practically indestructible. Once Fischer-Stahlflex brake lines have been used, it is actually no longer necessary to replace them again. P
Properties:
Production according to DIN ISO 9001
Meets US standards FMVSS 106 and DOT
almost unlimited shelf life
Tensile strength over 250 kp
V2A pressing
Burst pressure> 1000 bar
Minimum bending radius 25 mm
Operating temperature -70 ° C – 260 ° C
Resistant to all weather conditions
Connections can be rotated for stress-free installation
High-strength aluminum, brass or stainless steel connections
Custom-made products for all vehicles possible with CH Homologation with parts certificate, only available at Hanshin-Imports Sàrl
Increase the Oil capacity and the cooling efficiency of your rear differential with the Cusco Differential Cover!
Cusco Size Up Rear Differential Cover for your Toyota GR Yaris Differentials. In anodized blue aluminium.
This item is designed to be a direct replacement for the factory differential cover. Improved design allows for an increase in the volume of oil capacity along with fin design for enhanced heat dissipation. This combination will help prevent problems with the LSD and Gear by keeping oil temperatures low with a sufficient volume of differential oil. Available in two different colors for style preference.
Dixcel Brake pads Z Type Rear Toyota GR Yaris (GXPA16 GR RC)
All Round Performance Pad
Being an multi-use brake pad, the Z-type can be for street-use to circuit-use.
Consistent braking even when the brakes are cold, something that is a must for street-use brake pads. Also helps for a longer discs life.
Stable braking power and high fade resistance even at high brake temperatures of race circuit usage.
Perfect for high performance radial tires
Friction Materials
Graphite metallic
Effective Temperature Range
0~850°C
Applicable Stages
Fast road, Circuit, Drift, Auto-cross, Dirt trial
Z TYPE
The above chart represents evaluation values of our product in 100 phases in comparison with genuine pads of the test model. Values of genuine pads show 50.
Above values are calculated under test condition. Values of Durability and Disc life are subject to change by continuous use under low temperature (generally less than 150 degrees Celsius). Values of Anti-Noise and Anti-Dust are calculated after a thermal history goes (not under brand-new condition).
The dust amount
The dust amount of DIXCEL M type
(after 1,000 km mileage)
The dust amount of DIXCEL Z type
(after 1,000 km mileage)
Superior performance of “Z-type” shown in test data
■ The brake power tests at different speeds (µ)
Decelerating G= 0.5G, fixed temperature=200°C. The friction co-efficiency is measured at different speeds. When the friction co-efficiency varied, the efficiency would be different at low speed or high speed, and the pads then become hard to deal with. Obviously it has to work while braking from a high speed, not only from a low speed. On the other hand, if it works too efficiently at a high speed, it is extremely dangerous because the tires will lock up too easily.
The Z type is more effective than OEM products or other after-market products at any speed range.
■ The brake power tests at different temperatures (µ)
The friction co-efficiency is measured at different temperatures at the speed of 100 km/h, with a fixed deceleration of 0.5G. The Z type is effectively stable between the low and high temperatures. The products that company B provided are obviously different in their levels of effectiveness. The other products are not so good at high temperatures (generally they give the feeling that they are not working at all with friction co-efficiency below 0.2)
Refrain from driving on the race track using OEM pads.
Track test
Tested at an undisclosed famous race track Car : NTEGRA DC5 type R
Time: five laps in a row in 1’50″lap
Braking at the approach to a hairpin curve is measured at speeds over 200 Km/h.
■ G-spread %
(OEM)
A
B
50Km/h
0.3/0.55G
102
114
109
98
0.8/0.55G
106
95
93
91
150Km/h
0.3/0.55G
99
117
101
133
0.8/0.55G
105
93
104
85
It represents the performance/efficacy difference by the deceleration G.
The friction co-efficiency is measured at 0.3G (light braking), 0.55G (strong braking) and 0.8G (very strong braking) at the fixed speed of 50km/h and 150km/h respectably.
The data shown in the chart shows the friction co-efficiency variation range at 0.3G against 0.55G and at 0.8G against 0.55G. 100% is ideal.
The Z type is close to 100%. OEM products are not so good at strong braking. The materials that company B provided had a big change in braking at high speeds.
■ A change of µ after fading
Z
(OEM)
A
B
1
105
53
70
65
They were tested at the speed of 100 km/h, with a fixed pad temperature of 200°C, and with changes in deceleration G.
The change of efficacy is evaluated when they are brand new and after the fourth test. 100% is ideal. When the value worsened extremely, it means their performance gets lower, for example, the friction co-efficiency drops between first and second session/practice of circuit track driving.
OEM products and materials that company B provided cannot be as effective as its original performance once they get to a high temperature.
Driving your street car on the circuit
Today, there is a wide range of demands for sport brake pads.
Many drivers are choosing brake pads that offer optimal performance on the street and race circuit. The demand is for a brake pad that is usually used on the street and can be occasionally used at the race circuit.
These drivers are using high performance radial tires not the racing tires the frequent race circuit drivers use.
If racing brake pads are used, it may not provide the optimal temperature range, decrease disc life, and unable to provide the right balance between tire grip and brake performance.
The development concept of the Z-type brake pad is a high performance brake pad for street-use.
For the testing, cars like Subaru Impreza WRX, Mitsubishi Lancer EVO, BMW M3, and Porsche Cayman S were used with high performance radial tires. The pads went through extended road trials on the street followed by rigorous testing on the race circuit.
On the street, the brake pads were able to offer consistent brake feel even at low temperatures, and achieved low brake noise and longer disc life. On the race circuit, there was no decrease in braking power, and offered superior stopping power.
The DIXCEL Z-type is for users who want race-circuit quality brake pads without having to sacrifice regular street-use performance.
The sport brake pad you can use for regular street-use
This brake pad was developed as an answer to such demands.
Race circuit testing was done mainly at Okayama International Race Circuit and Fuji Speedway.
To best replicate street-use, road testing was done with street legal cars
The cars had little modification and were fitted with high performance radial tires.
Dixcel Brake pads Z Type Front Toyota GR Yaris ( for 2piece Front Rotors)
All Round Performance Pad
Being an multi-use brake pad, the Z-type can be for street-use to circuit-use.
Consistent braking even when the brakes are cold, something that is a must for street-use brake pads. Also helps for a longer discs life.
Stable braking power and high fade resistance even at high brake temperatures of race circuit usage.
Perfect for high performance radial tires
Friction Materials
Graphite metallic
Effective Temperature Range
0~850°C
Applicable Stages
Fast road, Circuit, Drift, Auto-cross, Dirt trial
The above chart represents evaluation values of our product in 100 phases in comparison with genuine pads of the test model. Values of genuine pads show 50.
Above values are calculated under test condition. Values of Durability and Disc life are subject to change by continuous use under low temperature (generally less than 150 degrees Celsius). Values of Anti-Noise and Anti-Dust are calculated after a thermal history goes (not under brand-new condition).
The dust amount
The dust amount of DIXCEL M type
(after 1,000 km mileage)
The dust amount of DIXCEL Z type
(after 1,000 km mileage)
Superior performance of “Z-type” shown in test data
■ The brake power tests at different speeds (µ)
Decelerating G= 0.5G, fixed temperature=200°C. The friction co-efficiency is measured at different speeds. When the friction co-efficiency varied, the efficiency would be different at low speed or high speed, and the pads then become hard to deal with. Obviously it has to work while braking from a high speed, not only from a low speed. On the other hand, if it works too efficiently at a high speed, it is extremely dangerous because the tires will lock up too easily.
The Z type is more effective than OEM products or other after-market products at any speed range.
■ The brake power tests at different temperatures (µ)
The friction co-efficiency is measured at different temperatures at the speed of 100 km/h, with a fixed deceleration of 0.5G. The Z type is effectively stable between the low and high temperatures. The products that company B provided are obviously different in their levels of effectiveness. The other products are not so good at high temperatures (generally they give the feeling that they are not working at all with friction co-efficiency below 0.2)
Refrain from driving on the race track using OEM pads.
Track test
Tested at an undisclosed famous race track Car : NTEGRA DC5 type R
Time: five laps in a row in 1’50″lap
Braking at the approach to a hairpin curve is measured at speeds over 200 Km/h.
■ G-spread %
(OEM)
A
B
50Km/h
0.3/0.55G
102
114
109
98
0.8/0.55G
106
95
93
91
150Km/h
0.3/0.55G
99
117
101
133
0.8/0.55G
105
93
104
85
It represents the performance/efficacy difference by the deceleration G.
The friction co-efficiency is measured at 0.3G (light braking), 0.55G (strong braking) and 0.8G (very strong braking) at the fixed speed of 50km/h and 150km/h respectably.
The data shown in the chart shows the friction co-efficiency variation range at 0.3G against 0.55G and at 0.8G against 0.55G. 100% is ideal.
The Z type is close to 100%. OEM products are not so good at strong braking. The materials that company B provided had a big change in braking at high speeds.
■ A change of µ after fading
Z
(OEM)
A
B
1
105
53
70
65
They were tested at the speed of 100 km/h, with a fixed pad temperature of 200°C, and with changes in deceleration G.
The change of efficacy is evaluated when they are brand new and after the fourth test. 100% is ideal. When the value worsened extremely, it means their performance gets lower, for example, the friction co-efficiency drops between first and second session/practice of circuit track driving.
OEM products and materials that company B provided cannot be as effective as its original performance once they get to a high temperature.
Driving your street car on the circuit
Today, there is a wide range of demands for sport brake pads.
Many drivers are choosing brake pads that offer optimal performance on the street and race circuit. The demand is for a brake pad that is usually used on the street and can be occasionally used at the race circuit.
These drivers are using high performance radial tires not the racing tires the frequent race circuit drivers use.
If racing brake pads are used, it may not provide the optimal temperature range, decrease disc life, and unable to provide the right balance between tire grip and brake performance.
The development concept of the Z-type brake pad is a high performance brake pad for street-use.
For the testing, cars like Subaru Impreza WRX, Mitsubishi Lancer EVO, BMW M3, and Porsche Cayman S were used with high performance radial tires. The pads went through extended road trials on the street followed by rigorous testing on the race circuit.
On the street, the brake pads were able to offer consistent brake feel even at low temperatures, and achieved low brake noise and longer disc life. On the race circuit, there was no decrease in braking power, and offered superior stopping power.
The DIXCEL Z-type is for users who want race-circuit quality brake pads without having to sacrifice regular street-use performance.
The sport brake pad you can use for regular street-use
This brake pad was developed as an answer to such demands.
Race circuit testing was done mainly at Okayama International Race Circuit and Fuji Speedway.
To best replicate street-use, road testing was done with street legal cars
The cars had little modification and were fitted with high performance radial tires.
Goodridge Braided brakes lines for Toyota GR Yaris
Goodridge G-Stop Brake Line Kits are constructed from the finest quality hose, consisting of a PTFE inner and stainless steel over braid. Replacing OE brake lines with -03 PTFE hose improves brake feel over factory lines, eliminates sponginess, and provides shorter stopping distances and consistent braking in performance applications.
The shorter stopping distances and improved pedal response provide safety features as well as performance advantages. All G-Stop lines go through a nine-point quality assurance testing including the materials tensile strength and 3000 psi pressure ratings. When used with an ABS braking system they virtually eliminate brake pedal “chatter”.
All G-Stops conform to Swiss road Laws and are sold with a FAKT/DTC certificate (unless mentioned otherwise). They are also TUV approved: the German standard that most international regulations follow.
In order to achieve the highest cooling effect the oil cooler core is placed in front of the radiator, which has wind channeled to it when the car is running. Testing at Tsukuba circuit at a temperature of 33°C, showed that a stock vehicle exceeded 130 °C on just the 4th lap and reached the limit of 135 ° C by the 7th lap, but the GReddy oil cooler equipped vehicle had an oil temperature of 125 °C. The oil temperature was stable and the car was able to continue running.
Since the oil cooler core is placed in front of the radiator where the mounting space is narrow, a direct fitting that can reduce the fitting mounting height is utilized.
In addition, a large-capacity radiator (GReddy TW-R) for GR Yaris is also under development and testing.
【Product specifications】
Oil cooler core 10 rows (clear blue paint)
Built-in thermostat (Operating temperature 75℃～82℃±2℃)
EARL’S Prolite350 (#10)
GReddy Fitting
※ Some trimming of reinforcement is necessary for installation. ※ Some trimming of Radiator upper air guide plate is necessary for installation.
Installation Time ： 5.0H
≪Included parts/accessories≫
Oil Cooler core （10 Row）
Hose (1520㎜/1260㎜)
Fitting (30°/30°/90°/120°)
Oil Block (TYPE-E)
Dedicated stay set
Compatible Vehicles】Toyota GR Yaris Chassis ： GXPA16 Engine ： G16E-GTS Year ： 20.09～
RS-R Sport i Coilovers for Toyota GR Yaris Turbo 4wd GXPA16
Sports*i
■Concept
The Sports*i Coilover is designed and developed for sports driving. It will produce a stable ride feeling at the winding and circuit.
With its basic performance and a wide range of settings that will cover various situations, it gives quick handling and a stable ride at the corner.
The option is available for some models to change a rubber bush upper mount to a pillow ball mount. For details please refer to Option on the bottom of the page.
■Overhaul
This product can be overhauled as all parts are purely made in Japan and assembled in our own factory. We would like you to use it at the best ride feeling for a long time.
■Feature
・Damping force adjustment
Adjusting the damping force enables you to change the detailed feature of the shock absorber such as traction and ride feel. The Sports*i Coilover has a wide range of settings that cover from winding roads to the circuit. Unique needle system with 36 levels of adjustment gives you to feel the one-click change and provides the best ride feeling that the driver is looking for (24 levels for some models).
・Mono-tube internal piston
The mono-tube piston relieves discomfort from push up due to its unique design. The steel body has an internal diameter of 40φ(Strut type vehicles are 46φ) which is utilized for increasing oil capacity and improving heat dissipation. Due to its large diameter, the valving shims can be fitted with each vehicle type.
・Damper specification
The ideal damping force differs among vehicles and it is an important factor in Coilover performance. To find the ideal damping force for each vehicle, we consider not only damping force but also the stroke rate for both rebound and compression giving improved handling on the track or on winding roads.
Various tests have been done, RS*R’s original damper specification ensures the maximum comfort for driver and passengers in all driving situations.
・Oil
The quality of the oil used in coilovers is extremely important due to the intense heat generated by the movement of the pistons. If the oil gets too hot it will affect damping force and in turn affect handling and driving stability. We use a top grade oil that not only is highly heat resistant but also gives the perfect viscosity (or thickness) for the damping specifications of each Coilover.
・The Ti2000 spring
The Sports*i uses TMC’s best selling coil spring ‘Ti2000’ which is an extremely lightweight and durable spring. The Ti2000 comes with spring rate option from our range to cover a variety of situations, ride height and settings.
・Helper spring
We have the helper spring for some models to ensure more strokes. As a result, it improves the tire tread and transfers the input from the road correctly to the driver. It also improves the drivability.
・Upper mount
The Sports*i coilover kit uses the combination of a steel plate and a rubber bush upper mount to minimize noise and friction. While the rubber bush upper mount gives a more comfortable and quieter ride, the pillow ball upper mount is also available to give quicker steering response and sharper cornering (except for some models). Strut type vehicles come with a camber adjustment system (except for some models).
■Option
Pillow ball upper mount is available for more sports driving.
Pillow ball upper mount will give more solid steering and reduce the alignment change. NMB pillow ball is used for the pillow mount which will give higher usability for the drivers. We also use strong aluminum for the upper-mount plate.
Moreover, the camber setting for some models can be adjusted.
The Sports*i pillow upper-mount type gives you steering which is directly inspired by sensitivity.
＊No warranty for the pillow upper-mount type, as it would cause noise and vibration due to its structure. We recommend changing the pillow-ball at fixed intervals as it is a consumable item.
New coilover series that can be used with AVS system equipped on some models of Lexus and Toyota cars is released. AVS system does not function on current aftermarket shocks and coilovers. But the i☆SHOCK Active series retains factory controls. Now the factory actuator can be used on an aftermarket coilover so the dampening and control systems still function. Damper force non-adjustable model “RS-R Basic☆i Active”, damper-force adjustable model “RS-R Best☆i Active” and extreme low down look with AVS system “RS-R Black☆i Active”are now on sale.
■Factory actuator can be used so AVS system function.
Factory actuator can be installed properly with the stay attached. (The actuator in the photo is not included in our Active shock kits.)
■Driving mode switch also can be used.
Damper characteristics can be changed by factory interior switch. (The interior switch in the photo is not included in our Active shock kits.)
■Overhaul
This product can be overhauled as all parts are purely made in Japan and assembled in our own factory. We would like you to use it at the best ride feeling for a long time.
■Feature
Damping force adjustment（Best☆i Active & Black☆i Active）
Damper force adjustment of the Best☆i Active and Black☆i Active can be adjusted by the dial at the bottom of the shock. (Damper force of the Basic☆i Active cannot be adjusted. Dial doesn’t come with it.)
Mono-tube internal piston
The mono-tube piston relieves discomfort from push up due to its unique design. The steel body has an internal diameter of 40φ which is utilized for increasing oil capacity and improving heat dissipation. (Strut type vehicles have an internal diameter of 46φ)
Full-length adjustable
I☆SHOCK series has enough travel that will be influence on ride feeling. This gives the driver the freedom to lower the ride height without sacrificing ride comfort or steering response (as adjusting the lower spring seat can).
By shortening the length of the coilover without affecting the spring rate, the piston stroke can be maintained giving the maximum ride comfort.
The ride height can quickly and easily be adjusted by the driver.The Black☆i has been developed based on a completely different concept from the conventional i☆SHOCK series. Meeting the regulation for lowest ride height, Black☆i Active provide wider range of setting.
The Black☆i is specially designed as short stroke & short case shock. By designing the damping force and spring rate harder,it gives the driver sharper handling and more control while maintaining low form.
Oil
As a result of carrying out various heat resistance tests, we have been able to develop our own original oil which is highly heat resistant and able to generate a stable damping force in any temperature.
The Ti2000 spring
‘Ti2000’ which is an extremely lightweight and durable spring is used for the series. Ti2000 spring for the Best*i and Basic*i offers 3 spring rate options allowing you to choose the driving situation that suits you.
(If you don’t choose the recommended rate, the ride height may differ from the data listed in the catalog). We offers the spring rate option for Ti2000 straight spring for Black*i Active from the spring rate list.
Upper mount
The Best*i coilover kit uses the combination of an aluminum upper plate and a rubber bush upper mount.
The pillow ball upper mount gives quicker steering response and sharper cornering whereas the rubber bush upper mount gives a more comfortable and quieter ride.
The Best*i also utilizes a rubber mount with ball bearings for strut type vehicles to improve steering response.
GReddy Intercooler Kit for Toyota GR Yaris GXPA16 Specifications
Developed by GReddy, this kit for Toyota GR Yaris GXPA16 makes it possible to advantageously replace the original intercooler in favor of a model with higher efficiency. Specifically designed for this vehicle, it ensures exemplary reliability and increased performance.
This intercooler improves intake air cooling thanks to the generous size of its internal fins, which are 1.2 times larger than the original ones, and its optimised construction. This kit is available in two versions: one uses the OE intake duct (which connects to the throttle body) to ensure discreet installation, while the other features an aluminium tube that replaces the standard duct to eliminate any swelling or deformation and thus stabilise the air supply to the engine.
Make the most of the turbocharged engine potential of your Toyota GR Yaris GXPA16 with this very high quality kit, the result of many hours of development and rigorous testing, made in Japan by GReddy!
Characteristics :
Core size : 141 mm (height) x 625 mm (length) x 100 mm (width)
The dust amount of DIXCEL M type
The dust amount of DIXCEL Z type
Pillow ball upper mount is available for more sports driving.
