Drift Tengoku — September 2004 · Page 35
Page 35 — English translation
What changed after the turbo swap? Previously impossible links are now easy, and mistakes are easier to recover from. The wider control range allows more freedom in choosing lines. Low rpm torque exceeds the original turbo's, making the car easier to drive than a boost only setup. Cooling required extensive work: an air bleed tank and two row aluminum radiator were essential, and a water spray finally made it satisfactory.
We met Suzuki at the Advan Drift Meeting. When he began drifting he drove a Z31, Luce, R31 and AE86 around the Kanto docks. About eight years ago he switched to circuit driving exclusively. As drifting became more focused on power, he progressed through an 180SX, S14 and FD3S. Mobara is his home circuit. He regularly enters ADM and other D1 selection events, but says he always gets through qualifying without progressing further.
Captions and page details
Turbo swap: go all out!
More control makes drifting even more fun!
POWERUPMENU
T04S; HKS racing wastegate; NGK No. 11 racing plugs; Blitz three layer intercool...
F-CON V Pro
Trust two row aluminum radiator
...intercooler
Blitz SBC, boost set to 1.2 kg/cm²; OS clutch...
LSD: maker unknown
...clutch
With V Pro
Good things
...has nothing but benefits!
Deleting the airflow meter
FD3S airflow meters are known to fail, so he opted for airflow meter deletion with F-CON V Pro. Reduced intake restriction improved response, and it sounds good under throttle. Fuel economy was surprisingly better too: nearly 8 km/L around town.
Pan Speed installed the T04S. The FD3S's fuel system has capacity for around 430 PS, making this an inexpensive power upgrade. An intercooler, radiator and ECU tuning are still needed, but the total is very reasonable.
The T04S and standard engine
...are an excellent match!
More low rpm torque than the original turbo!
Good
Good
Good
Bad
The FD has such good suspension that more power makes it even more fun!
Highly recommended!
With the original radiator, just three laps of Mobara...
An air separator called Cooling Ginjiro bleeds air from four locations, including the thermostat block and upper hose. This extended running time to five laps before the coolant reached 120°C.
Thorough cooling measures!
With the upgraded radiator, coolant was around 108°C after a ten minute run. V Pro also controls the electric fan; its exact activation temperature is unclear in the OCR.
The most effective final addition was a ¥3,980 garden sprayer from a home center. Mounted inside the cabin, it sprays the radiator for about ten minutes after switching it on, until the tank empties. Previously a ten minute run brought coolant to around 108°C; with the spray it stays around 85°C.
...Trust's two row aluminum radiator...
Kept down
Operation
°
1
Heat
Coolant temperature: approximately...
Standard
...would be too late...
Operates
Defi coolant temperature, oil temperature and oil pressure gauges sit in the center console. Because they are difficult to see there, he added a digital coolant temperature gauge above the air vent; the maker's name is unclear.
Suzuki says extra steering angle is essential with more power. The FD's limited angle restricted his control and prevented him using the throttle fully. Satoru Works knuckles finally let him do so. The coilovers are Öhlins PCV with 12 kg/mm springs front and rear. For drifting he sets rear damping to its firmest setting to help the tail step out.
Toshiyuki Suzuki, 35
Lives in Itabashi, Tokyo
P-mans Secret Trick
Steering angle
...increased angle knuckles...
33
About this issue
ドリフト天国 (Drift Tengoku), September 2004, is a Japanese drifting magazine. This archive preserves 316 scanned pages in their original right-to-left reading order, including the covers.
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