JR Filters are the only filters that will protect your engine against particles as small as 2.8 microns, giving 99% filtration.

With these filters fitted, power is increased and fuel consumption reduced.

JR Filters are TUV approved and come with a lifetime guarantee to the first owner.

The filters are washable, which means they are always reusable; no more changing and no need for disposal.

You can purchase the Swift Induction Kit from our PartBox online shop.

Please Notes: Cable Ties are packed into the filter head – check before fitting

Tools Required to Fit:

• Ratchet
• 10mm deep socket
• 13mm socket
• Phillips screwdriver

Induction Kit Installation Instructions:

1) Open bonnet.

2) Remove engine cover (this is push fit so comes off easily).

3) Remove rubber feed pipe (this is push fit so comes off easily).

4) Remove front half of air box: Undo the bolt on RHD side of engine, and the bolt on the left hand side of the inlet manifold. Remove both studs at the front of the engine (these are what the engine cover clipped to). Using a socket remove the plastic intake pipe holder from the front panel (keep the bolt).

5) Using the Phillips screw driver loosen the jubilee clip holding the rubber intake pipe to the throttle body (this will allow you to twist the rear section of the air-box around). Using the Phillips screw driver and socket CAREFULLY remove the solenoid and Airflow sensor, then pull off the air box lid and rubber intake elbow.

6) Try the supplied JR intake elbow against the throttle body, if this does not fit, remove the metal section and refit to your existing elbow using jubilee clips (the two pictures above show us performing this mod on our own car).

7) Fit air flow sensor into rubber JR filter pipe (shown in image above left),  using two of the supplied cable ties secure the sensor (shown in image above middle)  then fit the pipe to the elbow using supplied jubilee clip (shown in image right).

Fit filter head onto intake pipe using supplied jubilee clips (shown in image above left) attach bracket to filter head and fit onto front panel using the original bolt (shown in image above right).

9) Using the remaining cable tie secure the solenoid to the throttle body elbow.

HKS have had the analogue sticks removed from a typical PS3 pad and replaced them with a ‘thumb-controlled steering wheel, leaving just the required left and right movements for steering. This will aid those finding their thumbs slip off the sticks during races on the standard controller.

The innovation continues further with the buttons; the standard controller buttons have been replaced by mini versions of brake and gas pedals. These are analogue rather than digital, allowing precise control during games.

The ‘pedals’ activate the digital ’speed gauge’ in the middle of the controller, which displays the precise inputs of the throttle and brake controls.

HKS has teamed up with InterWorks to develop the Playstation 3 game controller that aims to work as well as a steering wheel / pedal setup, while being less intrusive.

The controller is expected to retail around $50 (US Dollars) and be available later this year.

Our exhaust developments for our Suzuki Swift project cars are progressing well with Piper Exhausts in Folkestone. They’re doing great work, with the following completed so far:

1. 2005+ Swift Sport 1.6 – Centre Pipe
2. 2005+ Swift Sport 1.6 – Rear muffler with twin slash cut tails*
3. 2005+ Swift Sport 1.6 – Simpler rear muffler with single slash cut tail (LHS)*
4. 2005+ Swift 1.3/1.5 – Centre Pipe (same as above)
5. 2005+ Swift 1.3/1.5 – Rear muffler

Click any of the images to enlarge…

* we will develop alternative tails, and these will be optional at order time, to your preference – clamp on

Still under development:

1. decorative “bung” to fit in unused hole in bumper, when fitting single tail muffler
2. alternative rear diffuser panel, with single exit only
3. Stainless manilfold and Sports CAT, to fit with above – will fit all above models

We will be dyno-testing all the models soon, at our good friends PJ Motorsport in Wolverhampton, on their Dyno-Pack. The tests will be incorporating various Stages of tune – exhausts/filters/inductions, etc.. Figures will be posted here, make sure you’re signed up with the www.coordsport.com and www.part-box.com sites to keep updated.

We have delivered the new RHD Swift Sport to Rent4Ring of Adenau, Germany. The car was supplied by SMC Suzuki of Hillingdon (at a keen price and with excellent sales/delivery service). Rent4Ring have a fleet of 7 x LHD and now a RHD Swift Sports to rent for driving around the infamous Nurbrugring circuit.

They insist the Swift Sport on Toyo semi-slick tyres is the absolute best car for fun and value to drive around this demanding circuit. They work closely with Suzuki Germany, and will be providing entertainment for their top dealers with their fleet of cars on the ring later this summer. See pictures below.

Swift Exhaust Prices

1.3/1.5 – MANUAL ONLY

1.6 VVT SPORT

BOTH MODELS

*PRICE INCLUDES INTERCHANGEABLE TAILS/TRIMS

Prices exclude VAT and are subject to change. Please enquire for the latest prices.

The Suzuki Swift Exhausts can be purchased online at our PartBox online shop, along with many more Swift performance parts.

These cars will be developed over different stages of tuning, gradually perfecting them into super fast and well handling top performers.

Initial testing of the track car’s 1.9litre engine will be carried out at the Nurburgring by our good friends at Rent4Ring. They now have RHD and LHD cars on their fleet of 10 x cars.We anticipate around 200bhp from our big bore engine, which will be ideal for a special car they plan to give high speed taxi rides around the Nordschliefe ! (obviously it will also then need our special gearbox build with Cusco LSD, MTX uprated clutch/flywheel, AP big brakes and Cusco suspension parts!)

We figure they will be able to safely put on a lot more high speed mileage than we can in the UK, so it will quickly prove our engine developments. Watch this space for more news!

For the fast road version, we have developed an initial A-Z of modifications/additions:

Carbon induction kit Big bore throttle body Cusco throttle controller (response speed adjuster for the fly by wire throttle) Stainless exhaust manifold and sports CAT Big bore exhaust, with single exit tail-pipe Re-map Along with: AP Racing Brake Kit Rays 17×7.0 Touring Car wheels Toyo 205/40-17 PX4 tyres Strut braces, front and rear Lower chassis brace High pressure radiator cap Low temp. thermostat Optional items: Limited Slip Diff. Lowered Driver’s seat mount Carbon rear bumper diffuser Rear wing extension Silicone Hoses Short shifter HKS spark plugs Magnecor Ignition Leads Alternative 5th gear, for motorway cruising Oil catch tank Digital gauge display EGR Wind Deflectors EGR Headlamp protectors

Whilst for the track/competition version we are currently working on:

Forged pistons (Wiseco) Special connecting rods (K1 Technologies) ARP Fasteners Special headgaskets (Cometic) Camshafts (Kelford & Schrick) Special valves & valve gear – springs, etc. (Ferrea) Bigger, manual throttle body, to fit on OE inlet manifold (OE is 55mm, we have optional special 55mm and also 60mm single body throttles) Different Inlet manifold to take 4 x single throttle bodies (Jenvey) Different injectors Special exhaust manifolds/exhausts systems/Catalyzers, as required ECUs for manual throttle body and also fly by wire throttles 1.9 litre re-sleeve (78mm to 85mm bore with new liners and new pistons) Lightweight flywheels Special clutches – options suitable for road and competition AP brakes LSDs from Cusco Roll cages and braces from Cusco Turbo charger kit from HKS (ideally we’d like to use a VanDyne SuperTurbo, but they’re not available yet!) Air intake/filter kits Aluminium radiator (Mishimoto) Silicone hoses (radiator and intake – SFS) Engine and transmission oil coolers Transmissions/parts Cusco/Reiger/InTrax suspension

If any of the above is of interest, we can supply parts or complete builds. Just let us know your particular interest.

Anyone in the West Midlands wanting special parts is welcome to visit us. Also our sister Company, X-treme UK if they want any work doing on their cars.

We’re learning a lot about the Swifts, as quickly as we can. We are also considering parts for 1.5 and 1.3 models. Again let us know what your interests are. If there is something that needs developing, let us know.

We’re planning on working with the Swift Owners forum, so will keep everyone updated through our websites, that forum and general test by magazines.

Lubricant quantities as follows:

• 5 and 6 speed gearboxes: approx 3 litres of oil (this feeds front diff. part of transfer box, as they are inter-connected)
• Transfer box: approx 0.6 litres of oil (this oil is for the transfer gear CWP)
• Rear diff: approx 1 litre of oil
• AYC hydraulics and reservoir: approx 1.5 litres of oil

Oils that Xtreme use/alternatives:

ENGINE Oils

• Engine oil for Evo 4~9 – Castrol Edge Sport 10w60 fully synthetic
• Engine oil for Evo 10 – Castrol Edge Sport 5w40

GEARBOX Oils

• 5 speed gearboxes – Castrol Syntrax 75/90semi synthetic/Cusco 75w-85
• (with plated LSD fitted at front, use Cusco / KAAZ 80w-90)
• Competition gears, especially dog-type gears – Cusco / KAAZ 80w-90
• 6 speed gearboxes – Castrol SMX-S 75/85fully synthetic or Cusco 75w-85

TRANSFER BOX Oils

• Transfer box Evo 5/6  - Castrol Syntrax 75w-90
• Transfer box Evo 7~9 – Castrol LS (LSD oil)
• Special Note – some tuners/gear specialists, such as ShepTrans, strongly recommend the MMC official oil Diaqueen LSD Oil SAE 90 or for extreme use Motul PA90, but that Diaqueen is not readily available in the UK, Mitsi Dealers use Morris XEP80W/90 LSD Oil

Rear Diffs

• GSR Rear diff (diff.section of AYC type – all GSR) – Castrol Syntrax75w-90 or  Cusco / KAAZ 80w-90)
• RS Rear diff (all RS, RS2, GT) – Castrol LS or: Cusco / KAAZ 80w-90 or Cusco 80w-140

AYC system

• MMC Diaqueen only

SST Transmission – Evo X, R35 GTR, etc.

(these semi-automatic DSG type gearboxes need very special oils, as they are very susceptible to problems, especially when hot).

The normal recommendation for Evo X by MMC UK is SST F1 Diaqueen (when available)

We can offer that OE product and also:

• Fuchs Titan ATF 5000 SL, which is a fully synthetic, heavy duty ATF

Or

• Moty’s M351 and M352 DCTF: http://www.motys.jp/products/motoroil/dctf.html

You can purchase oil from Co-ordSport by contacting us, by using one of our dealers or buying gear oil online at our PartBox online shop.

More information about some of the oils discussed in this article can be found in the links below:

• Cusco oil information
• Morris XEP80W oil information
• Fuchs Titan ATF 5000 SL oil information

Also, recommendations given to Mitsubishi dealers can be viewed below:

• Official Mitsubishi oil recommendations – Evo 8, 9 (European)
• Official Mitsubishi oil recommendations – Evo 4, 5, 6, 7, 8, 8MR, 9, 9MR, X

Due to PFC’s race proven technology, unlike other manufacturer’s brake products, it is recommended that new discs be bedded with new pads (only applicable to PFC discs). This will ensure that two flat surfaces are bedded, thus providing the optimum braking solution.

During the bedding process the driver must not drag the brakes by applying continuous pedal effort with his left foot to induce heat into the braking system. This will cause heat build up too quickly and result in glazed pads.

Likewise, the driver must ensure that the following procedure is adhered to and sufficient heat is generated in the braking system, otherwise the pads are prone to glazing if run too cold during the early stages of the pad’s life.

Whilst bedding, brake applications should be consistent and using constant pedal effort, which is progressively increased throughout the procedure.

1. 5 light snubs*, light pedal application: 50mph – 30mph
2. 5 medium snubs, medium pedal application: 70mph – 40mph
3. 3 hard snubs, hard pedal application (no ABS activation): 100+mph – 30mph**
4. Cool down period – 5 mile run with very little brake (Do not sit at side of road with foot resting on brakes when hot, this is likely to damage the disc).
5. Stop and examine discs – discs should show evidence of heat cycle (colouration in flange) and possess an even transfer layer of pad material on surfaces.
6. Bedding procedure should now be complete.

* Snub is the term used for the deceleration of a vehicle from a relatively high speed to a low speed using constant brake pedal effort.

** PFC is not responsible for any convictions as a result of this bedding procedure. The location as to where the brakes are bedded is at the driver’s own discretion and entirely his/her own responsibility.

PFC brake discs and pads help win many championships in the higher echelons of motorsport such as GT, touring car, CHAMP Car, Formula 3, Formula 3000, NASCAR and many more. Therefore, you can rest assured that the brakes fitted to cars with Performance Friction have been developed from race winning technology that is unrivalled by any other manufacturer.

You can buy Performance Friction Brakes from Co-ordSport or buy from our online shop, PartBox.

The test was carried out on a White Evo 9 GT at the Bruntingthorpe.

Premium without the premium cost that is when you consider the retail price of £704.89 incl Vat based on their .11 pad compound. As with the AP strap drive kit, it’s a significant saving over a big brake kit. We’re talking half the cost, so you have to take these options seriously.

Performance Friction is an American company with a European office based in Brackley, Northamptonshire. The American influence is evident; there is a genuine belief that they have the best product, and a real determination to prove that belief. The confidence stems from a kit designed to work together, a PF pad to work with a PF rotor. This compatibility is something that PF rely on to achieve the total performance they strive for. Out and out braking performance is all well and good, but if that results in unacceptable wear or failure of another component it can’t be hailed as a success.

This package proves the importance of compatibility between the pad and rotor, no signs of pad cracking, rotor grooving or violent ABS actuation. The most impressive feature of the PF package was the consistency, run after run. This was evident with both their .11 pad and high performance 01 pad. Not only were the stopping distances and times close all day, but the rotor temperatures also revealed a very narrow temperature band, 540-565 degrees C across each session. Whilst the .11 pad didn’t provide the same initial bite as the DS3000, it did exhibit a very linear torque curve, partly as a result of reduced ABS actuation. This ultimately depends on the friction curve of the pad and how it is affected by a rise in temperature.

The .11 PF pad gives good initial bite, but then excels with a controlled linear torque curve as the temperature in the brakes rises. This translates in less ABS actuation and more effective braking as the threshold of tyre grip is reached. It must be remembered that tyre grip and the braking event are not an ‘on/off switch’. Therefore, although there is a theoretical maximum stopping capability of the car based on the tyre grip available, as with pad compounds, there is no magical single value for the coefficient of friction. Where stopping distances can be reduced is in the way that the brakes interact with the behaviour of the tyre and this is a very fine balancing act.

The .11 pad is PF’s fast road and track day pad. It has replaced the now obsolete .10 pad which came in for criticism and praise alike. Some people felt that the .10 pad was unsuitable for road car use. Dusting issues resulting in permanent damage to wheels and bodywork was a real concern. Others were happy to take this risk as they pushed for performance. PF’s flagship pad, namely their 01 compound is real high end material. You’ll not find this pad as standard fit in any production road car (it’s not type approved), but it’s quite at home in the World Touring Car paddock. Although PF don’t recommend this pad for road use, there are people using it.

This pad really does have the ability to improve rather than diminish with performance. Despite improved braking distance over their own .11 pad, the PF 01 pad resulted in lower rotor temps than the AP/DS3000 combination. This suggests that the PF rotor is able to shed temperature more efficiently. Throughout the test, we didn’t suffer from any permanent dusting issues, with any rotor/pad combination. However, PF can’t guarantee this won’t happen with a competition based pad such as 01.

Final Surprise

We were seeing some impressive results on the day. It’s hard not to keep one eye on the data as the day unfolds. Both AP Racing and Performance Friction were putting in some very quick stopping distances. To the point where we started to question the data we were seeing. Unfortunately Dave G confirmed our suspicions, we can’t rely on the data as a whole and therefore it isn’t fair to print results while the accuracy is in question.

Disappointed yes, but we’ve seen plenty to encourage us to complete this test and establish whether big is better or if you need look no further than AP and PF for their Brembo based performance solutions. We are already planning the final showdown. With technical issues addressed, we hope to test two cars back to back. One car with an AP Racing 355mm 6 pot performance brake kit and the other with a Performance Friction brake kit.

A massive thanks to Barry Elliot, Pete Collen at AP Racing, Chris Witter and Dan Norton at Performance Friction, Darin Frow, Dave Griffiths, Jason Ellis and Philip Glew.

You can buy Performance Friction Evo brake pads and discs from our online shop, PartBox. With good stock levels and free delivery within the UK and Europe (terms and conditions apply).

He says after installation he has “found some vibration when taking a slow turn on the right and left” and asked us what might be the cause of these vibrations.

We explained to the customer that sometimes because the LSD tightens everything up, it just highlights other problems which already existed on car, but were not affected by a relaxed open diff.  So the problem could be a worn bush, a bent arm or something.

We also highlighted a similar problem we have experienced where an Impreza pulled to one side after an LSD was fitted. It turned out that the car was twisted at the rear where the diff mounted onto the body of the car!  Yet it didn’t show up so bad when the OE open diff was fitted.

Had a similar experience? Share it with us.

Need a limited slip differential for your car? Contact us today and we can help you find the right LSD for your needs, whether it is for fast road, track or rally. Alternatively, buy online from our PartBox online shop. We are official distributors and dealers of Cusco, KAAZ and Wavetrac high performance LSDs.

The AYC rear diffs on Mitsubishi Lancer Evolutions 4~9 are a classic example of this. These parts do fail and often people make the later parts fit their earlier cars. Which is fine, until you decide to modify or repair the newly fitted assembly – as you may not be ordering the correct parts to match the components now fitted to your car.A very popular modification for GSR cars with AYC fitted at the rear, is to improve the AYC with the addition of a Cusco LSD (the Cusco LSD replaces the open diff. controlled by the AYC’s hydraulic clutch. The AYC can be retained or removed/disabled).

Evo 4~6 (CN9A/CP9A) were all very similar, whilst the Evo6TM~9 (CP9A/CT9A) had different sized bearings – the casings being different.

The basic details, so you can easily identify the units are as follows:

CN9A/CP9A

LSD-148 for old version: Side Bearing size ID60mm (OD85mm)

CP9A TM/CT9A

LSD-448 for new version: Side Bearing size ID67mm (OD92mm)