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Choosing A 900-1100HP Drift Car | S-Chassis to E92 James Deane [TECH TALK]

Choosing A 900-1100HP Drift Car | S-Chassis to E92 James Deane [TECH TALK]


– When it comes to competitive drifting,
we’ve seen the power levels rise year after year. However power isn’t everything in a
professional drift car and grip is just as important in order to get speed. We’re here with James Deane who is no
stranger to professional drifting, having won the European Drift Championship
six times, the Irish Drift Championship five times and Formula D in the U.S. for the
last two seasons. Now James is more familiar to the Nissan
S chassis and he’s got a relatively fresh build behind us, a BMW E92. And my first question James is, why that
change when you’re so familiar with that Nissan S chassis, you’ve probably got that
pretty dialled in, you know it back to front and why make such a dramatic change
to a completely new chassis? – Yeah so for me I’ve been pretty much
competing in the Nissan S chassis for almost 10 years and we know this car
inside out, we know its strong points, its weak points and to be honest for me,
I wanted to try something new. And just going back to competitive drifting,
as you say, grip is a huge thing. The biggest downfall with the S chassis
I think is forward grip but it’s probably the best overall car, you can just sit in,
drive, it’s nimble, it reacts just the way you want it to. But you can see a lot of the more modern
chassis just have that bit more forward grip so that was a big part of it for me. We decided to go with this E92 because
the rear suspension setup is a lot different, it has quite a lot more mechanical
grip. Kristaps from HGK Racing in Latvia, they
actually build these chassis and he was competing in Formula Drift in the U.S. for the
last two years and his car was probably the fastest car on the track so I was watching his
car and thinking man if I ever had the chance to build something new I think that’s the
route we’ll take. – And just to back up there, because a lot
of people, even those who are familiar with watching drifting would think that that
mechanical grip is maybe not that critical but essentially now with those power levels
rising, you really almost have a drag race to that first point where you initiate for that
first corner, that’s what you’re talking about there, getting that speed to that first corner? – Yeah the grip game is just exploding,
especially in the last couple of years. In Formula Drift the majority of cars are
pushing like between 900 and 1100 and they’re actually putting the majority of
that grip to the ground. As you said it’s a drag race to the first corner
but as soon as you initiate it’s also as fast as you can get through that course while
feeling all these slips. So grip is a huge important part about it,
tyres are very important, everyone is running semi slicks and sizes between 275
to like 315 so big tyre to put on the back of a car that you want to slide around a track. – 100%. Alright I think we’ve got to the bottom of that
mechanical grip aspect so I think we just want to go through the car and obviously
you’re not running the BMW engine, you’re running the Toyota 2JZ, can you tell
us why the choice of the 2JZ? Obviously it’s no stranger to drifting anyway
but give us some insight there. – Yeah for us the 2JZ is just amazing at
drifting. Super reliable engine, relatively affordable
in comparison to like a V8 from the U.S. And you can just get that power, reliability
and for us personally, my brother builds these engine back in Ireland at
DeaneMSport, our shop back there. Great experience with the motor and
drifting in competition is all about reliability as well so keeping the car on
track, we just have experience with this motor and as it’s a new chassis, we have
a lot of other things to worry about and try to figure out but we know the
engine’s solid. – Now with the 2JZ in stock form at least
being a three litre capacity, you’re competing against a lot of cars now with perhaps LS
swaps, LS swaps with turbochargers, so when you’re looking at an engine that may
be in the vicinity of six litres versus three litres that’s got the potential for a much wider
torque curve. How much of an issue is that? – Yeah so in this car we’re running nitrous
which really helps with that low end power. We’re actually using it from 3500 to 7500. At the start we started using it just for
spool but nitrous kind of gets a bit addictive. In the U.S. cars we were using direct port
150 shot of nitrous and this is quite impressive and we’re using it the same
way, 3500 to maybe 8000. We revved the cars in the U.S. slightly
higher. But in general, it gives you a big power
band so we don’t really have an issue. You can see the V8s sometimes have a small
advantage rolling off the line because they can just slowly roll on to throttle and
just get away without breaking traction because this, when it comes down to it,
it can break quite easily. – That’s one of the problems with nitrous,
if you’ve got a 150 shot, the instant that nitrous is activated you’ve got all of that
additional power and torque going through the rear wheels so traction can
potentially be an issue. How are you activating the nitrous, is it
based on throttle position or what other options have you got there? – Yeah so for us we’re using it on throttle
position, over 85% throttle, positive boost pressure and as I said, between
3500 to 7500 or whatever you want. It’s very reliable, we’ve been using it the
last few years and it’s just such an easy power adder. – What sort of power in total are you
getting with the engine both with and without the nitrous? – This motor’s about 800 at the engine,
nitrous it’s a 70 shot so we actually, it was spinning on the dyno but we
expecteed to keep it probably close to 100 or something in that region. And in the U.S. it’s pretty much the same,
same setup in both cars but with the 150 shot it’s a lot more aggressive. – Now that’s not really sort of ground
breaking power levels for a 2JZ, we’ve seen them, particularly in drag racing
now making well over 2000 horsepower, of course you’re trying to hold the engine
together for a lot longer. So can you give us a basic rundown of the
mechanical specification, what goes into the engine, what parts are you using? – Yeah so this motor is, we’re using the stock
Toyota crankshaft. It was actually a brand new block which is
amazing, you can still get new Toyota blocks, so that’s a new block, we’re using ZRP rods,
they’re from Greece. CP pistons, 9.5:1 compression ratio. 1mm Supertech oversize valves, dual
springs, 280 degree BC camshafts. The head is CNC ported, Hypertune intake
and exhaust manifold and BorgWarner 9180 EFR turbo. – I just wanted to get onto that turbo,
the engine really is just there to support the power level and obviously the head’s
important for the air flow in and out but really it is that turbocharger that is so
critical. So you’ve got the BorgWarner on there,
what sort of boost pressure are you running? – We’re using 1.6 bar so it’s relatively safe,
we can push it more but to be honest, you also want to match your power to what
you’re putting to the ground so if you’re over spinning the tyres sometimes you’re
just, you’re losing speed whilst drifting. – Now there’s a couple of things I want to
unpack there, so the first thing is with a BorgWarner, it’s pretty well known they have
a critical turbo speed so you do have to watch the boost pressure. Is that an issue for you ro are you nowhere
near that maximum safe turbo speed? – At this boost pressure we’re quite safe. We’ve been using these turbos for the last
three years and never had a failure, so touch wood on that, they seem very
reliable. And very responsive too for the size of it
on a three litre capacity engine. – Particularly when you add that nitrous
as well. Now the other aspect you just touched on
there was the matching of the power or torque to the available traction so are you
using any aspects there such as gear dependent boost or is that not really
an issue for drifting? – Well not usually for me personally,
other teams might do it differently but I try to rely on my own feeling, just try to
drive the car knowing that it’s the same every time I get behind the wheel. So we really keep that side of it very
simple. – Now you mentioned the Hypertune plenum
there, can you also tell us what injectors you’ve got fitted there? – Yeah we’re running Injector Dynamics
1750cc injectors. – Which brings us to the next question,
what fuel are you actually running the engine on? – Ignite Red 114 so ethanol based,
really really good stuff. – So that’s a professional competition based
ethanol blended fuel? – Yeah blended fuel, most of the people in
Formula Drift are using it and it’s starting to become very popular in Europe
too. It’s very good because you’ll see with a
lot of ethanols that you can have issues with injectors and filters and fuel pumps
but this is really clean and we’ve haven’t had an issue. – I think the other aspect there as well is
with a lot of people who rely on pump E85 is that the ethanol content, they don’t
really realise but the ethanol content varies so that also varies the amount of fuel you
require and can end up with reliability problems, particularly on an engine that’s
near the limit. Alright so I think at this stage, we’ve covered
the engine combination pretty well but getting a reliable drivetrain is just as
important as maybe power in the first place so what’s the gearbox backing the engine? – Yeah so we’re running Advanced Clutch
Technology, clutch and flywheel are triple plate. Samsonas five speed sequential gearbox,
Driveshaft Shop driveshaft. Winters quick change differential which is
just the norm now in drifting and Driveshaft shop axles. – Now with the Samsonas sequential gearbox
with a dog engagement sequential gearbox obviously there’s no need necessarily to use
the clutch to change gears. Are you using any flat shift mechanism there
or is that not really a requirement for your use? – I think the flat shift works better with like
an electronic throttle body, we’re still running the manual cable one and I just like to keep
it as reliable and simple as possible. And another issue you will often see with
drifting and flat shift is because if you’re getting wheel spin on a straight line,
sometimes you have issues with the flat shift. – Moving into the electronics package
controlling it, obviously that’s the key to making the whole engine reliable and
getting all of the performance out of it. What is the electronics package fitted to
the car? – So we’re using Ecumaster from front to rear,
running two PDMs, PMUs, one for the rear one for the front. Their dash, ADU. – So for those who aren’t familiar with that
term, can you tell us what is the PMU? – Power management unit, it’s really tidy,
you get rid of all the switches and relays in the chassis. Reduce a lot of the wires that you need to
run through it and it’s just simple. What’s great about this is you can see what
everything is drawing in terms of amps and you can often catch something,
if something is running more amps than usual, you can catch it before it might
fail so it’s very good for logging and tracking and it’s just tidy. – And then the other aspect that’s often
overlooked as well is with a conventional fuse and relay setup, if you have a problem
and a fuse pops, that’s it, you’ve got to stop, you’ve got to physically remove and replace
the fuse or reset a circuit breaker, whereas with the power distribution modules
like this, solid state switched electronics, you can actually program them to retry
certain circuits. So particularly for motorsport where
reliability is so key, it gives you a potential chance to get to the finish line
where otherwise you may not. Look James it’s been really great to get
some insight into the car. Obviously with your fairly well known
history in drifting, we’re likely to see your name on the top of the podium in the
future so we wish you all the best. – Thank you very much, same to you guys,
myself, my brother and family and friends are big fans of High Performance Academy,
very intersting stuff and I think you’re doing great things for the motorsport world. – Thank you very much. – Thank you guys. – If you liked that video
make sure you give it a thumbs up and if you’re not already a subscriber,
make sure you’re subscribed. We release a new video every week. And if you like free stuff, 
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22 thoughts on “Choosing A 900-1100HP Drift Car | S-Chassis to E92 James Deane [TECH TALK]

  1. times had changed, enthusiasts swap bmw engines to toyota power and reliability and toyota themselves shoving bmws in their bays smdh

  2. I don't think James did a great job explaining the reason for grip. The more grip you can get the more power you can put to the ground (even in drift,) the faster you can go and stay in control. For a dramatic example watch formula drift in the rain vs in the dry then go back and watch the IDC where they're allowed to run special tires and have no weight limits and watch how fast they are with lower powered cars.

  3. Andre is an amazing interviewer for performance car stuff!! And for anyone not aware, James Deane is extremely tall.

  4. Just a note. Around @9:20 you discuss "pump e85". Given this interview is in Europe and a European drift car…. I'm from the UK and I've never seen pump e85.

    Not sure if Europe (mainland) is different. But still

  5. The HGK Eurofighter is the cutting edge of drift machines. That's a 6 figure drift car. The cabin is fully sealed from smoke and it's carbon Kevlar all over. You really need to see one up close, even if you don't like drifting. Nice feature guys.

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