Drifting Mobara

Big slip angles, big fun

By Jared Holstein

Photography by Jared Holstein

The carnage is pervasive and expensive. Tattered body kits touching more pavement than car, twisted fenders, and cratered rocker panels suggest the eastern course of the Mobara Twin Circuit is lined with sledgehammers.

Prematurely worn tires, big horsepower, and wide grins otherwise permeate the pits where an impressive collection of machinery is gathered in the cold Japanese countryside. No lap times on these cars are collected, only cheers and jeers from the onlookers and the supreme satisfaction that comes with going really sideways and not crashing.

Rather than head to the dragstrip, autocross course or road course, every weekend a healthy population of drift enthusiasts frequent the numerous tight racetracks around Japan.

All the cars at the track today have either weld-in or bolt-in cages, suspension modifications for predictable, at-the-limit handling and engine modifications geared more toward reliable, tractable power than big dyno numbers. There is also an emphasis on greater cooling capacity. Tire choice is dictated by cost and availability for the less dedicated enthusiasts, and stick for the serious.

We show up with JIC Japan to check out its S15 D1 drift car and 350Z in action, and are pleasantly surprised by the hooliganism being perpetrated by so many. Run groups are broken up so both drift and grip drivers, competing for time and ultimately in a race, are given equal track time. The grip drivers went boringly fast and avoided sideways smokies, so we didn't pay them much attention.

Several classes based on driver experience and car preparation divided the 50 or so drift cars into those who make it look easy, including several D1 cars and drivers who compete professionally, and those who try really hard. Enjoy the action.

The RWD R32 Skyline GT-S, powered by the RB25DET, is a popular choice for drifters, given their cheap market price.
	This AE86 impressed us all day with consistently kick-ass driving, due in part to its pro driver. A later 4AGZE super-charged 1.6-liter engine was installed.
	Our favorite of the day is this most wicked 1JZ-powered D1 Toyota Chaser. The car is very powerful, very fast and very well-driven, beautifully demonstrating high-speed drifting.	The car that started the turbo Lancer legacy, holding its own well during the grip sessions.
		Judged also in drifting competition is the car's appearance; a popular look is reversed-mirrored vinyl lettering on the driver's side.
	Notice the passenger holding on for dear life as this S14 is flung into the sharp right-hander that terminates the front straight.	Four-door Civics like this one are the source of many of the B16s that reside in U.S. hybrids.
	Despite the competition, the attitude of people there was fun, nice and communal.	Japan is rife with "mini circuits" like the East Loop at Mobara, which feature very short straights and are run mostly in second and third gear.
		We found the best track slut ever. You might recognize this car as the Q45 sold in our market, but this one has a RB26DETT under the hood.
	The apex of this turn seemed a popular and not-ideal place to park over-rotated cars.	Some owners removed their rear bumpers with every expectation that at some point during the day, they'd end up backed up into a berm. Notice the license plate stanchions welded to the shell.
Zip ties, known the world over as the ideal method of body panel attachment.	Although they slide with less provocation, harder compound tires also tend to chunk when much is asked of them.
These two AE86s were performing impressive side-by-side drifting until one parked it at high speed and the other nearly hit it.	The day's costs went up dramatically for the owner of this Toyota.

Aftermarket Parts

Holiday Buyers Guide - Aftermarket Parts

Forget The Sweaters, Find Something You Really Want This Year

writer: Alex Nishimoto

Stage 1 - Under $100

E3 DiamondFire Spark Plugs
With so many performance-enhancing upgrades on the market, it's hard to decide what a car really needs. Sometimes the simplest act, like changing spark plugs, can increase overall performance. E3 spark plugs with DiamondFire Technology delivers the most powerful spark available. The geometry of the E3's design provides optimized spark paths well into the plug's useful life, having long-term effects on engine performance. Horsepower gains are a claimed four to six percent, depending on engine size. Backed by a five-year, 100,000-mile warranty.
MSRP: Varies by application
www.e3sparkplugs.com

Hella Xenon Headlight Bulbs
Hella's High Performance Xenon Blue Bulbs produce a brighter, whiter light that is closer in color temperature to actual daylight than standard halogen bulbs, and provide increased visibility during night driving with less eye fatigue for the driver in all conditions. Correct filament alignment assures maximum light output. The blue glass provides a crisp white beam pattern. Features on-road, DOT-compliant bulbs in all popular base types, as well as higher-wattage off-road-use bulbs.
MSRP: Varies by application
www.hellausa.com

Faze Automotive Guages
Vehicle enthusiasts can upgrade the look of their interior while keeping a close eye on critical systems with CompetitionEL performance instruments from Faze Gauge. The meters feature a white face set against blue electroluminescent backlighting, so reading them is easy, even at night. And thanks to a proprietary pointer hub design, light leakage is virtually eliminated. CompetitionEL instruments incorporate vibration-proof air-core meter movement, ensuring the pointer responds rapidly to system changes and sweeps fluidly across the gauge face for accurate readings at all times. Encased in HIPS (high-impact) plastic.
MSRP: $49.95 to $79.95
www.fazeguage.com

K&N Oil Filters
With a one-inch easy-on/easy-off nut, K&N takes the frustration out of changing oil filters. Its heavy-duty canister construction and premium filter media ensure quality filtration at a competitive price.
MSRP: Starting at $10.99
www.knfilters.com

Impact Racing M/T Driving Shoe
This mid-top design provides comfort and support in a strapless ankle/collar design. The M/T provides the same features from Impact's high-top, including a padded tongue and ankle collar for comfort and support, plush-knit fire-resistant interior with complete footbed anatomical support, velour suede exterior for a soft comfortable fit and an aggressive sole design, giving positive pedal control and feel with grooved bypass channels that allow air to pass under the sole. A dual lacing system (speed or standard) provides a precision fit for narrow or wide feet. Sizes range from men's 7 to 13. Available in black, blue or red.
MSRP: $105
www.impactraceproducts.com

Takata Shoulder Pads
These 'shock absorbing' shoulder pads are constructed with high-density foam and a Velcro closure. The shock absorbing properties and design limit the gap between the driver and the harness for improved restraint and exceptional comfort.
MSRP: $89
www.takataracingproducts.com

Hondata Heat Shield Gasket
Hondata has developed a special high-temperature insulating gasket which replaces the stock intake gasket. Bypassing several heat sources reduces heat transfer from the head to the intake, giving up to a claimed five percent more power. Turbocharged cars benefit even more since the underhood temperatures are so great.
MSRP: From $50
www.hondata.com

Eibach Pro-Spacers
Eibach Pro-Spacers will help fine-tune a car's track width for optimum handling balance. Equipped with the correct Eibach Pro-Spacers, a car takes on a wider, more aggressive stance, with the tires filling the wheel arches perfectly. High-strength, aircraft-aluminum Pro-Spacers are available in thicknesses from 5mm to 45mm, positioning the wheels with precision.
MSRP: $89
www.eibach.com
(800) 507-2338

King High-Performance Bearings
Made from an Alecular Silicone material that has proven itself under harsh racing conditions for many years. Features include increased rod-bearing crush height to protect against bearing spin and greater eccentricity for superior oiling at high revs. Honda and Acura high-performance rod and main bearings are available for 1986 to 2005 models, along with many other sport compact applications.
MSRP: Varies by application
www.kingbearings.com
(800) 772-3670

Corbeau Retractable Harness Belts
Corbeau three-point retractable harness belts are comfortable and stylish. They use an inertia reel to allow the harness belt to function like stock belts. This allows more freedom of movement, but the belt will lock with any sudden actions. A knob function changes the belt from retractable mode to full-time harness mode.
MSRP: $99

Mitsubishi Lancer Evolution 8 MR - Project Car Conclusion

RRE calls this the Track Whore turbo for a reason. In our experience, it lags on the street and hits like a freight train, which makes it decent for WOT ass-hauling on big tracks, but a little hard to modulate on tighter courses. But that's what we asked for in order to make big power. With just a splash of 100-octane thrown in to prevent the car from blowing up while being tuned with the AFC, this set-up put down 437 wheel-hp at 7000rpm and 367lb-ft torque at 5500rpm. Keep in mind that fuel cut comes at 7750rpm and the MR has a close ratio six-speed 'box. Unfortunately, we weren't able to log the boost on this run--too busy hanging on to look down at the boost gauge. It swept easily past the last mark at 1.5bar.

Cosworth CNC head and M2 cams
Part Two of stupid power comes in the form of a Cosworth CNC ported cylinder head with 1mm oversized stainless-steel intake and Inconel exhaust valves. The Cosworth head starts as a brand-new Mitsubishi casting (MIVEC or not, depending on which car you have) which is CNC machined to enlarge and smooth out the ports, de-shrouded in the combustion chamber area and treated to a three- and four-angle valve job for the exhaust and intake respectively.To go with the valve job, the larger valves are also back-cut on the intake side for better flow transitions and lapped for proper sealing. The head also comes with stiffer double wound springs rated for up to 10,500rpm, titanium retainers, and hardened steel platforms for these springs to sit on. Cosworth claims a maximum flow increase of 26 percent on the intake side and 18 percent on the exhaust side at half an inch of lift.

Making the most of these flow capabilities means we were again going to step up to cams more aggressive than the 10.8mm-lift HKS versions. Cosworth makes two cams, ground from new chill cast billets. The M1 cam, probably intended more for the street, has a maximum lift of 10.2mm with a open-to-close duration of 264 degrees for both the intake and exhaust, while the big brother 272-degree M2 cam, with 11mm of lift, was designed for exactly what we were after: wide open power and a very lumpy idle. Depending on the tuner and tuning tool, Cosworth claims that stock engines with this cam can be tuned to idle like stock. We left the cam gears retarded by two degrees and went back to the dyno to see where this hardware got us. Maxxed out on boost, liquored up on high octane, we pulled a Hail Mary run (something RRE is well known for) of 480 wheel-hp, just to see how much the stock bottom end and Cosworth head could cope with. This was just enough power to make the stock clutch slip even before peak torque. However impressive these numbers are, we weren't inclined to repeat them again with just the AFC in control.

Finally, Proper Tuning
We were down to four days before the car had to be picked up by Mitsubishi in stock form without any holes in the block. Our intent was to settle the issue and get the car properly setup for street gas with an ECU reflash and ROM tune by Vishnu Tuning. Before that though, we needed a clutch with enough clamping force to put up with the subsequent abuse of repeated dyno tuning. The only shop around that could meet our schedule was Tuning Technologies in Colton, California. With a reputation of a one-day turnaround on a painfully tedious Evo clutch install, we immediately sent the car over. Even the ACT Heavy Duty clutch kit with street disc was on the shelves waiting for us.

Alfred, Grand Pooh-Bah at Tuning Technologies (TT) made good on his word, and the next morning we arrived to see Project Evo already strapped down on TT's Dynojet all-wheel-drive dyno. The glazed and anemic stock clutch sat in the doorway as proof. There to greet us was yet another Grand Pooh-Bah, Shiv Pathak of Vishnu, here to personally tune our potential time bomb.

The final hurdle was to street-tune Project Evo for strictly pump gas and make the car as bulletproof as possible on our hardware. Shiv and Alfred started by disconnecting the manual boost controller and putting the stock electronic boost solenoid back in the helm. Set for around 23psi and regulated by the factory ECU and knock sensor, Project Evo set out on a series of 29 tuning pulls on the dyno. The end result was 385 wheel-hp wheel horsepower and a lot more useful low-end torque between 2500 and 4500rpm (which you can't see with our dyno chart scaled this way). Why so much less power? Gas obviously has the most to do with it. Even just a couple octane points will make a night and day difference on fire-breathing turbo cars. The other part is peak boost and the boost curve profile, since the manual boost controller held boost constant all the way to redline. The electronic controller was tuned by Vishnu to taper off much like the stock program, to ease the load on the engine. Even though the bottom end could take more, it's just not smart on a daily driver.

Project Evo's last day was spent at the track. Knowing the limitations of the weaker MR six-speed, we set out to get one last respectable run on all this power. With the boost lag and fragile tranny, we couldn't just dump the clutch at 6000rpm, which is what the car requires for a fast ET. We did manage to finally squeeze out a 12.8-second run trapping at 100mph. Not impressive, but no slouch compared to the 14 seconds on the stock car. This time is roughly what we found in our last Evo Tuner shootout.

Cosworth's CNC ported head comes with everything but the camshafts. The head is machined out of a new OE head casting, purchased from the OE supplier and machined in house. For the price, it probably costs less than having a head hand ported and polished, plus all the valve work involved with using the 1mm larger valves. It's sure as hell more accurate than a hand job.

Each step in the porting profile was generated by one pass of the five-axis CNC machine. This ensures that each port is exactly identical in dimension, to ensure even flow and combustion.

Coming to terms
Project Evo VIII MR is done. Unlike our other project cars that live as long as we're willing to come up with bad ideas to throw at them, the Evo has been returned to Mitsubishi after a gracious loan of two years and will probably end up in the hands of some undeserving owner. We still think of Project Evo fondly now it's gone.

This was by far our all-time favorite project car throughout the years. But our fondness is of the Evo in its near stock form, which provided endless hours of giggling--in traffic or on the track. Even in bone stock form, it went out and destroyed everything else in our project car garage in the rain during the last Project Car battle. The car is just that brilliant. And as good as the parts are that we put in, we've made some compromises in ride, noise, and lag.

If we had to do this all over again, I would have just replaced the pads with something less aggressive than we had used, stuck with the stock turbo and a quieter exhaust, and used a suspension with more emphasis on street driving. We go to the track, but that doesn't mean we avoid sitting in traffic along with everyone else.

Even with the larger compressor housing, the GT3076R turbo in our kit doesn't take up much more space than the stock hardware sitting on the right.

Our next Mitsubishi project won't be an Evo, we'll hopefully be getting our hands on the Ralliart Lancer, a mean and affordable cousin of the Evo X and the Lancer GTS.

Mitsubishi Lancer Evolution 8 MR - Project Car Conclusion

The End: Stupid Power

all contributors: Jay Chen

Even with all the mentions of future ECU tuning plans in our previous installments, we still received a flood of complaints about Project Evo VIII MR and why we chose to save costs and use a temporary piggy-back fuel computer when the suspension cost almost $5000.

Thus far, our Evo has been through some mild power tuning and significant chassis work, all done at Road Race Engineering and Road Race Chassis in Santa Fe Springs, California. There's a reason why it seems like an RRE exclusive car: RRE has a complete tuning program and is familiar with what works and what doesn't with the hardware that's already on. So guess who we took it back to for its final big power installation. Why shouldn't we? No one would take their car to one body shop for body work and then to another for paint.

Now here's the disclaimer: we liked the Evo the way it was (aside from temporary AFC tuning) and knew what we were getting into when we asked for big power involving a Garrett GT3076R turbo, Cosworth CNC head and lumpy cams. This is purely an experiment on how much useable and reliable power the stock bottom end would put up with on 91-octane pump gas. Take the term 'useable' with a grain of salt.

RRE Evo VIII GT turbo kit
We start with the heart of the newfound power: RRE's functional but no frills GT turbo kit. RRE assumes you already have all the basic bolt-on plumbing for intake and exhaust, so only includes the turbo hardware itself, hence the term `turbo kit'. Along with a selection of four different types of turbos, our kit comes with a cast, smooth bending T3 turbo manifold, all the plumbing, TiAl 44mm wastegate, trick turbine outlet housing and wastegate plumbing. More impressive is all the thoroughly thought-out additional hardware, including manifold studs, gaskets, proper nuts and washers, V-band clamps for the wastegate, coolant lines, flexible hard oil return pipe, and even an in-line oil filter for the turbo.

To complete the kit, you can pick from an E-Pinions Fashion ball bearing 50-trim turbo, Street Power/Track Whore ball bearing GT3076R, Track Whore Deluxe custom ball bearing GT35R or Drag Queen/Race Gas Slut ball bearing full GT35R. The intercooler and intake plumbing might have to be modified, depending on the turbo. We went with the GT3076 Street Power/Track Whore turbo, which, in theory, can flow up to 525 wheel-hp. How much horsepower can be squeezed out is limited by the clutch, bottom end and how much fuel we can keep pouring into the cylinders.

Since the car had to go back to Mitsubishi, the original plan was to cut some corners and just strap on the turbo kit, temporarily tune the AFC and throw the car on the dyno before adding the Cosworth CNC head and doing a final tuned ECU reflash. Don't ask how we know, but this is a pointless exercise with the stock intercooler. Like the intake and exhaust, everything the air has to flow past to get to the intake valve and beyond the exhaust valve is a flow restriction. Each restriction is a little gate and acts as a limiting factor, some more, some less. Obviously the easiest, and sometimes most significant restrictions to get rid of are the intake and exhaust. Some people will also change the cat and the downpipe, which essentially opens up the exhaust side. But all these parts are at the ends of the engine breathing apparatus. The intake charge still needs to go through a turbo, intercooler and all its plumbing, the throttle body, intake manifold and then into the head, all of which still play a part in pinching off air going into the cylinder. In this case, the biggest restrictions are the turbo, head and intercooler, all of which we will deal with.

Regardless of how big a turbo we strap on, it still has to blow through the stock intercooler, which could only cope with 360 wheel-hp worth of air--according to the tests we're denying we ran at Injen's all-wheel-drive Dynojet. So it was off to RRE to get Injen's 23 3/4 x 11 3/4 x 3 3/8-inch FMIC and intercooler pipe kit installed. In order to clear the hardware, we also had to change the AEM intake out for an Injen polished cast aluminum short ram intake system, which also comes with a mandrel bent upper intercooler pipe. Although smaller in appearance, Injen rates its intercooler for up to 700hp. The added flow and cooling ability comes from a much thicker core and larger core passages. The Injen intake was modified with a 2.5- to four-inch silicon hose expansion to fit over the larger compressor inlet on the new turbo.

The monstrous Garrett GT3076R we decided to use comes with a 56-trim compressor wheel and 0.60 A/R. The turbine side uses a 60mm 84-trim wheel that we chose to mate with a 0.63 A/R turbine housing. In addition to the usual ball bearing, watercooled bells and whistles, the large compressor housing also includes a ported shroud that effectively pushes the surge limits of the turbo to lower flow rates, preventing premature turbo damage.

To better reflect the output most tuners should see with this kit on a non-MIVEC Evo, we had RRE temporarily install a set of aggressive HKS 272 duration intake and exhaust cams, retarded two degrees on the intake and exhaust side via adjustable AEM cam gears. The retarded cam timing will push the power curve further up in the rev range and allow the high-lift, longer-duration HKS cams to take advantage of the added volumetric efficiency of higher rpm, since a pump gas dyno whore was what we were after. Theoretically, this further delays the turbo's spool-up response in exchange for top-end peak power.

Goodyear Eagle F1 All-Season Tire

Goodyear Eagle F1 All-Season Tires

Test Bench

writer: Andy Hope

Tire wars are nothing new. We've seen companies go head-to-head in everything from Formula One to our very own Ultimate Street Car Challenge. But the latest battle is not being fought on the racetrack. It's happening on rainy highways, in the new ultra-high performance all-season tire segment.

Traditionally, 'ultra-high performance' and 'all-season' have been at opposite ends of the spectrum. Tires designed for dry performance have just enough grooves to pass DOT certification. They have monstrous, heat-dissipating contact patches in the dry, but hydroplane in the shallowest water. In contrast, tires that maintain traction in the snow have a web of channels designed to pump out water and dig down to pavement. But their tiny tread blocks squirm and grease up when pushed hard in the dry.

Demands from drivers wanting to push the limits in the dry, yet still make it to work in the rain, have forced tire companies to step up their game. In the last few months, several manufacturers have released new models trying to capture this segment. We haven't done much wet-tire testing since Coleman stuffed the Cobb Tuning WRX into a water truck a few years back. But with all these new models coming out, we may need to have another go at it soon.

Goodyear recently launched its ultra-high performance Eagle F1 All Season tire. It's the first all-season tire produced under the Eagle name and incorporates much of the company's latest technology. This includes carbon fiber reinforced sidewalls to reduce deflection under load. A DuPont Kevlar belt is layered beneath the tread for sound deadening and puncture resistance. To maintain appearances, the tire has a rim flange protector and a special compound called PermaBlack on the sidewall.

One of the more interesting features is Goodyear's TreadLock technology. This is a series of cups and domes cast vertically between the smaller tread grooves. Under load, claims Goodyear, these smaller tread blocks lock together for greater stability.

We acquired some driving impressions at Daytona International Speedway. The all-season Eagle F1 performed well in both wet and dry conditions. Where the tire really excelled was in the transition from dry to wet surfaces. After putting some heat into the rubber, the compound seemed to soften and really hook up through brief wet patches

Cobb Tuning Accessport For Lancer Evo VIII/IX

writer: Jay Chen
photographer: Jay Chen

Tuning should never be taken lightly and not everyone lives within driving distance of a dyno and a reputable tuner. That's why companies like COBB Tuning offer safe mail order ECU reflashes for complex modern platforms like the Evo and WRX. The COBB AccessPORT system is basically a hand-held unit that communicates with the ECU via the car's OBDII port, allowing you to 'tune' your car in the driveway.

In addition to reprogramming the ECU with pre-existing high-performance tunes (downloadable from COBB's website), the system comes with multiple functions like DTC code scanning and real-time logging of engine operating parameters. Unlike a generic code reader, the AccessPORT allows much faster communication with the ECU at rates far exceeding the OBDII standard 2Hz refresh rate.

The temperature was 110 degrees F on our test day, which no turbo car likes, but our test car baselined at a corrected 254 wheel-hp and 243lb-ft of torque on the all-wheel drive Dynojet of Tuning Technologies (a southern California Evo shop). This falls right within the ballpark we anticipated for a stock car on this dyno. It takes under 10 minutes to copy a car's original map onto an AccessPORT and sync it with the car. Each AccessPORT 'marries' itself with the ECU and can only be used with one car. Once the factory calibration is stored in memory, the new tune can be flashed onto the ECU's permanent memory. You can easily revert to the original ECU program for trips to the dealership.

The AccessPORT programming also requires re-plumbing of the vacuum lines between the stock electronic boost solenoid and wastegate actuator. To better control boost, some pressure restriction orifices have to be bypassed, which allows for less boost oscillations with proper tuning. With just the California version of the Stage 1 software, we measured a peak of 270 wheel-hp, while torque remained almost the same, since most of the increase was well past 5252rpm. From what we could gather from the logs, most gains came from increasing boost by 1psi, while retaining the same profile and just slightly leaning out the mixture by a meager two-tenths of a point throughout the powerband. Since this was a conservative beta version of the final map, we think there will be more power to be made with more aggressive ignition timing and leaner mixtures.

To get a clearer picture, we had Tuning Technologies install the COBB air intake and turboback exhaust, and put the boost control plumbing and software back to stock, to see what gains hardware alone could make. The intake is a simple open-element cone filter with integrated venturi that adapts to the stock airflow meter. The three-inch COBB exhaust is quiet enough to pass on the street, but will get noticed at WOT. The increase in flow alone was good enough for a peak of 277 wheel-hp with the same torque and a mild gain in boost with a leaner mixture. Overall, the power and torque curve showed consistent and noticeable gains from as low as 5000rpm.

With boost control plumbing returned to COBB's configuration and Stage 2 software uploaded via the AccessPORT, we made a final pull to the tune of 302 wheel-hp and 265lb-ft of torque. Most of this power came from the healthy-but-safe 12:1 air/fuel ratio (that stretched all the way to redline) and roughly 21psi of boost. There was also a boost spike at 3500rpm that helped skyrocket power, right as the turbo got huffing, which trickled down to 15.5psi at redline to keep the engine safe.

While we see more room for power with this beta version of COBB's California 91-octane calibration, the end result of the Stage 2 package is still a healthy 300 wheel-hp made throughout the powerband. More than adequate for most street and track applications.

As the ECU maps are updated online, we're sure the Stage 1 and 2 re-flashes will find still more power.

If that's not enough, you can always flash the 100-octane maps onto your ECU's temporary memory, top off the tank with some race gas and go satisfy your ya-yas. Just make sure you switch back to the stock map when you put the pump swill back in.

MSRP
AccessPORT:	$695 (estimated)
Turbo-back exhaust (w/high-flow cat):	$1095
Turbo-back exhaust (w/test pipe):	$985
SF air intake:	$115
Heat shield:	$135
WEIGHT
Downpipe:	6.25lbs
Test pipe:	3lbs
B-pipe:	12lbs
Muffler section:	16.25lbs
Hardware/gaskets:	1lb
Total turbo-back exhaust:	38.5lbs

日立EX400型液压挖掘机散热器的改装

Retrofit of Radiator on Hitachi Model EX400 Hydraulic Excavator

<<工程机械 >>2005年06期
黎建良 , Li Jianliang

通 过对EX400型液压挖掘机散热器工作状况的调查和跟踪测量,获得了一批有用的数据,经过细致的计算和分析,证实了发动机水温过高原因在于该机的散热系统 没有足够的裕度.提出了将液压油散热器与发动机冷却水散热器分开安装的解决方案,并详细介绍了改装的布置方案和达到的效果.