Other engine upgrades comprise an Evolution Motorsports intake to augment initial air uptake, a more muscular Forge 007 diverter valve and VF Engineering motor mounts at all three fastening points to keep the new, much more powerful powerplant from bucking out of the engine bay. Reinforcing the bottom end against the enriched power output, Lloyd cracked open the crankcase and replaced the stock connecting rods with stronger Pauter forged units. Everything else inside the engine, including the pistons, crank and valvetrain, remains factory spec.

So how much power are we talking, exactly? With GIAC's new software based on Torque Factory's data, the car pulled 309 hp at 5600 rpm and 316 lb-ft of torque at 5100-at the wheels. On the new 104-octane race gas program it threw down peak 351 hp at 6100 rpm. Peak torque remains the same but occurs 100 rpm earlier at an even 5000. All testing took place on VF Engineering's Dynojet dynamometer, at its facility in Anaheim, California.

Possibly even more significant than the car's now copious power output are its new handling characteristics. The suspension has been reconfigured with rebound- and compression-adjustable KW coilovers. Lloyd says this new system was employed as much for improved performance as for improving his own knowledge about fine-tuning the suspension.

To help combat understeer, Neuspeed 22m anti-roll bars have replaced the stock 20 and 15mm units. The ALMS-package wheels have been replaced by DTM Kreuze alloys in an 8x18 format with Toyo R888 tires providing grip.

Beyond the suspension, Lloyd's newest toys include a Peloquin rear differential and Haldex Blue Box upgrade. These upgrades conspire to eliminate the TT's signature neutrality and 'understeery' feel by allowing the tail end to hang out under aggressive driving. Power is applied more directly by the Peloquin, while the Haldex box allows the rear diff to lock a 50/50 front-to-rear torque split instantly on throttle, compared to the normal 70/30 front bias. This equates to a much sportier character and an exponentially greater amount of fun from the driver's seat.

What's next? Nathan Lloyd thinks the project is pretty much done, but he's hesitant to confirm that in so many words, because: "I thought I was done three years ago." It is, after all, something of an obsession.

And we're happy to report he's also kept Dad's old '69-albeit fully restored and mildly modded to "make it sound like it was meant to." There's a lot to be said for sticking to your roots, especially in auto enthusiast circles.

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