COBB Tuning Blog

COBB Tuning is proud to announce the release of AccessPORT Stage2 AEM Cold Air Intake Calibrations for 2008, 2009 and 2010 STIs equipped with AEM Cold Air Intake number 21-478WR. Calibrations for 93, 91 and 91 ACN (Arizona, California, Nevada) octane fuels are available. Now you can enjoy the added power of your AEM CAI Stage2 STI with an Off-The-Shelf map developed by COBB Tuning!

These calibrations are intended for Stage2 vehicles with aftermarket downpipe with catalytic converter or full turboback exhaust and AEM Cold Air intake only. Other intakes or catless exhaust systems may cause the vehicle to run poorly. Fueling calibrations may be skewed if other intake systems are used. These calibrations are intended for AEM CAI ONLY; this is not a generic cold air intake calibration.

Available Calibrations

These Maps are available for download from Subaru AccessPORT Map Database:

Stage2+AEM 93 v104 – 93 or 94 octane ONLY. +29%hp / +39% lb-ft

Stage2+AEM 93 v104 LWG – 93 or 94 octane ONLY. This calibration is intended for vehicles with over boost or boost creep issues. +29%hp / +39% lb-ft

Stage2+AEM 91 v104 – 91 or 92 octane ONLY. +26%hp / +29% lb-ft.

Stage2+AEM 91 v104 LWG – 91 or 92 octane ONLY. This calibration is intended for vehicles with over boost or boost creep issues. +26%hp / +29% lb-ft.

Stage2+AEM 91ACN v104 – 91 ACN octane ONLY. This calibration is for those users in Arizona, California and Nevada. If detonation occurs, octane booster is recommended. +26%hp / +29% lb-ft.

Stage2+AEM 91ACN v104 LWG – 91 ACN octane ONLY. This calibration is for those users in Arizona, California and Nevada. If detonation occurs, octane booster is recommended. Intended for vehicles with over boost or boost creep issues. +26%hp / +29% lb-ft.

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COBB Tuning is proud to announce updates to the MAZDASPEED AccessTUNER engine management software and Off-The-Shelf maps that remove the Load Cap roadblock to producing prodigious amounts of horsepower and torque while still providing all of the sophistication and safety inherent in the stock ECU.

COBB Tuning continues to push the envelope in stock ECU engine management control by removing the “load cap” that has prevented enthusiasts from achieving maximum gains from larger than stock turbochargers. Through ongoing ECU discovery, software development and internal and external testing, COBB Tuning has created a tunable solution to alter the load cap parameters, allowing Professional and Enthusiast tuners to break through the 400whp barrier within the stock ECU!

An all-new version of AccessTUNER is now available for download from COBBTuning.com and features this new “load cap” removal as well as other new features that simplify and speed up the tuning workflow.

CALCULATED LOAD MAX
Max Load adjustment tuning has been added into AccessTUNER Race and Pro to compensate for how much air (gram/cyl) the ECU will recognize. This is a critical parameter for higher HP applications due to the fact that the ECU is not able to properly calculate fuel requirements when demand exceeds the load cap. If the load cap is set too low, a lean condition occurs, getting worse as the delta of actual load goes further beyond the load cap.

COBB Tuning has added two new tables to AccessTUNER, called Calc Load Max A and Calc Load Max B. These are RPM referenced tables with a value that presents a max allowed value for the airflow portion of the Calc Load. Altering these tables effectively allows the tuner to increase the maximum load values allowing for more airflow and proper fueling.

NEW FEATURES
COBB Tuning’s AccessTUNER engine management software for the MAZDASPEED now includes pass-through tuning, which allows the user to flash maps from a laptop computer directly to the ECU. All AccessPORT users can now switch their AccessPORT to “pass through” mode to directly interface with the ECU from their laptop. This also allows users to view live ECU data and Datalog directly to their laptop. Users can set and view live ECU data parameters from their laptop for seamless data viewing and acquisition.

UPDATED OTS MAPS
COBB Tuning has also released updated Off-the-Shelf (OTS) maps with the load cap removed and these are available for download from our AccessPORT Map Database. All OTS maps have been upreved to v1.05 for MAZDASPEED3 and v1.07 for MAZDASPEED6. These new maps are also bundled with the latest firmware update, allowing users to update their OTS maps through a firmware update using AccessPORT Updater.

COBB Tuning continues to be an innovator in the MAZDASPEED tuning community with ever more powerful tuning solutions and features that allow MAZDASPEED enthusiasts to get the most out of their vehicles while retaining the advanced logic, sophistication and safety of the factory ECU.

FULL RELEASE DETAILS
AccessTUNER Engine Management Software
Max Load adjustment tuning has been added into AccessTUNER Race and Pro to compensate for increased airflow (gram/cyl) the ECU will recognize. This is very critical for higher HP applications due to the fact that the ECU is not able to properly calculate fuel requirements when cars are exceeding the load cap. This may create a lean condition, getting worse the larger the delta of actual load gets above the load cap.

Two new tables have been added labeled: “Calc Load Max A” and “Calc Load Max B.” These are RPM referenced tables with a value that presents a max allowed value for the airflow portion of the Calc Load.

Additional load cap reading material from the COBB Forums Load Cap Discussion.
.

Availability:

• To obtain AccessTUNER Race visit the Software Request Page.
• Version: 1.8.3.1-13520

New Features:

• New Load Maximum Tuning Logic
• Two new tables: “Calc. Load Max. A” and “Calc. Load Max. B” which allows the ECU to implement a fueling load cap limit on the vehicle. This load cap has only to do with the fueling calculation capabilities of the ECU.

Updated New Table documentation for Load Max Tuning:

• Calc. Load Max. A
• Calc. Load Max. B
• Simplified Connect to ECU Workflow
• Quicker connection rates
• Directly start datalogs and dashboard without connecting to the ECU first
• Allows for configuring datalogging and dashboard parameters without being connected to the ECU.
• Pass-Through Tuning
• Improved tuner workflow by by-passing necessity to use AP Manager
• Connect the AP to PC via USB cable and AP to car via OBD cable.
• Allow the AP to boot to main menu (AP must be in main menu in order for any pass-through tuning to work, AP will show a busy-screen when it’s in Pass-Through Mode.

Flash Map:

• Removes the necessity from having to use AP Manager to transfer maps during tuning.
• Instructions: (Once AP is connected to PC and car – a.k.a. Pass-Through Tuning)
• Once you are ready to flash a map (created new map in tuner or loaded a map in tuner), ensure the AP is fully booted up and at the main menu.
• Then select ECU–>Flash Map from the tuning software menu.
• Follow the directions relayed from AccessTUNER to finish the flash process. (When to key on/off, when to not interrupt the flash process, etc.)

Datalogging & Dashboard:
Instructions: (Once AP is connected to PC and car – a.k.a. Pass-Through Tuning)

For Dashboard

• Configure parameter list in Tuner select Options–>Configure Options menu.
• From tuner select View–>Dashboard

For Datalogging

• Configure parameter list in Tuner select Options–>Configure Options menu.
• From tuner select ECU–>Datalogging

AccessPORT Firmware

Availability:

• To obtain firmware update, visit the MAZDASPEED firmware page for instructions and links.
• Version:  1.6.0.2-13519

New Features:

• New Base Maps: increased load fueling cap to the max. allowed value.
• Maps are available with this firmware update or can be  downloaded from the MAZDASPEED AccessPORT Map Database.
• v1.07 maps for the 2007-2009 MS3
• v1.05 maps for the 2006-2007 MS6

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The COBB Tuning XLE BPV is a compact and lightweight by-pass valve is capable of holding very high boost pressure without leaking and its unique design allows extremely fast venting of boost when actuated. It is designed to operate in multiple venting modes and can be quickly reconfigured using simple hand tools. Innovative engineering and precision manufacturing result in a compact package able to fit in the confines of a tight engine bay.

The COBB Tuning XLE Bypass Valve is available for:

• 2006-2009 Mazdaspeed3
• 2006-2007 Mazdaspeed6
• Nissan GT-R
• 2002-2007 WRXs
• 2008-2010 WRX
• 2004-2007 STI
• 2008-2010 STI
• 2005-2009 Legacy GT
• 2009 Impreza 2.5 GT
• 2006-2008 Forester XT

The COBB Tuning XLE BPV is available directly from COBBTuning.com or by calling 801-713-0035 with FREE GROUND SHIPPING!

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COBB Tuning Adjustable Rear Antiswaybar Endlinks for the 2008+ STI are threaded to easily remove all preload from the bar and provides consistent handling balance in right and left turns. The construction of these endlinks start with carbon steel bearing rod ends utilizing a PTFE (Polytetrafluoroethylene) self lubricating corrosion resistant coating. The CAD designed and CNC machined spindles are 6061-T6 aluminum and hard anodized for a long lasting finish. Our endlinks were designed and assembled in-house for optimal strength, performance and durability. Adjustment is as easy as loosening the jamb nuts and turning the spindle to lengthen or shorten the endlink while installed on the car.

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Checking the weather report for our weekend at Autobahn Country Club gave us the first inclination of how our weekend would go: The usual afternoon thunderstorms that frequented the Joliet, Illinois area were going to make Redline Time Attack Round 5 particularly interesting.

We got situated at the track Friday afternoon and after setting up the paddock space, took time to walk the 2.1-mile “South” course. Walking the full length of the course, we got the feeling that the racing surface was going to be exceptionally “green” in places. The thunder showers that are so common place wipe the track clean of any accumulated rubber on nearly a daily basis. We could tell just by scuffing our shoes on the track that this surface was going to be quite slick to start off with. Saturday practice showed us that though the track appeared straightforward, it was definitely nuanced with some intricate technical sections.

Over the course of Saturday and moving into Sunday morning, I worked on perfecting these more technical portions of the track; this process was both challenging and frustrating at times, but finding tenths of a second by altering a line here or modifying a breaking point there rewarded us with lower lap times. As we concluded Saturday practice our times were continuing to drop, our equipment was holding up well and another COBB sweep looked to be in the works. We began Sunday practice by running consistent 1.36’s; our familiar competition from New Jersey, Todd Reid in the Fortune Auto EVO IX was running high 1.35’s. We felt our car was cable of low 1.34’s to high 1.33’s but the chassis had developed a severe oscillation that would make corner exit incredibly jarring.

With the increased bite the car had with the new OS Giken rear diff, the rear dampers were set too soft and the outside rear shock would bounce off the bump stop on corner exit. We remedied the issue by making a quick adjustment to the AST 5200 series struts which reduced the oscillation while maintaining drivability..

With these changes to rebound along with several small changes in driving line, we were able to drop into the low 1.35’s and in our last practice session posted two times consistently in the low 1.34’s. Checking the weather radar brought ominous news. It looked as though it would be a race against the weather for our first time attack session. A large thunderstorm system was moving in and it was questionable if we were going to get any dry laps at all.

Fortunately, our luck held out and we left the grid with the wipers off and dry track ahead. I set out on the warm-up lap — the track was slightly more slick than earlier in the morning, nevertheless my next lap around I got the green and it was onto hot lap one. I ran the car hard but maintained a smooth line; I was shooting for a high 1.33. Brian Marsteller, my crew chief, came on the radio and notified me we had managed a low 1.35. That wasn’t going to be good enough, as the Professional Awesome EVO IX had dropped into high 1.34’s. I set out to match the 1.34.2 we had set earlier in practice, but the racing gods had other things planned.

I started on hot lap 2, and the first third of the lap was a real flyer; section times indicated we were on track for a low 1.34 when disaster struck. I rounded the high speed left-hand kink in 5th gear, checked my mirrors as usual and noticed a massive amount of smoke billowing from the car. I got on the radio, “Brian we’ve got a big problem, repeat pulling off line, we’ve got a problem.”

I tried to stay calm. Initially I thought the brakes had set fire, but the growing amounts of smoke pouring from the hood scoop suggested otherwise. I exited the car and frantically motioned for a fire bottle from a nearby turn worker. I grabbed the fire bottle, lowered my visor and dowsed the engine bay. A slick coating of oil on the inside of the hood was a dead giveaway — an oil line had blown off and ignited on the exhaust header.

We towed the car back to the paddock and assessed the damage. The extent of the damage was surprisingly superficial, albeit it would keep us from making the super session. In the end we had managed a best time of 1.35.093 which broke the track record, was only good enough to put us in second, just .3-seconds off first place.

Our experience at Autobahn continued to reaffirm that our hard work and pragmatic approach to car setup. The fire was a good reminder as to the importance of continued diligence required to keep a car mechanically sound. The STI will be fitted with a new timing belt assembly as well as new rotors and brake pads. We plan to be more than ready to bring the heat back to the west coast at Willow Springs in just a couple more weeks.

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A critical firmware update has been released for 2.0 liter Subaru AccessPORT equipped vehicles.

Applications:

• 2002-2005 WRX

Updated Firmware Version:

• 1.6.0.1-13443

Bug Fixes:

• Critical Fix: Fixed communications for FTDI Dongles (5 pin).
  • Fixed communications which was broken in the 1.6.0.0-12994 release.
• Critical Fix: Fixed compatibility issue with version 0 EEPROM
  • Caused upgrade from early generation firmwares to stall-out on C logo
  • AccessPORTs stuck in boot-up mode must be sent in for service.

Firmware Update Instructions:

1. Connect the AccessPORT to your PC
2. Download latest version of AccessPORT Updater
3. Run AccessPORT Updater
4. Answer all prompts
5. Version 1.6.0.1-13443 will be installed on your AccessPORT

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I’ve been known to shave tires for racing. I usually get some puzzled looks when I explain why I just cut off half the tread.

The RA-1 is one of the few tires where the manufacturer openly recommends shaving for better performance. For their next generation, the R-888, Toyo recommended customers go full-tread. I think this article does a good job of explaining the pros and cons: Buffing or shaving grooved tyres used for motor sport.

Photo courtesy of Toyo Tire

Usually it takes some phone calls or face time with the manufacturer’s motorsports guys. Some will say to shave them, others say not to; if you are lucky they may tell you why. Some tires have consistent grip from full-tread to chords, others increase grip as they wear, while others decrease. Tread blocks may add forgiveness to the tire where shaved tires may snap. For the low-horsepower guys, the decreased diameter or Lose Weight Exercise reduction can pay dividends. The high-horsepower guys might like the extra gearing.

With so many factors to consider, it is just another thing to test when trying to turn in a lower time than your competition.

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Big-power and high-speeds demand efficient and effective aerodynamics to keep the tires planted, especially when racing around the “roval” of Auto Club Speedway at 180mph! When the COBB Tuning Motorsports team decided to revise the aerodynamics package on their wide-body 800hp GT-R, they went right to experts at Aeromotions. Not only does the Aeromotions R2 Static Wing provide more downforce at much higher efficiency than other offerings on the market, it is designed to withstand the huge loads generated from the sustained ultra-high-speeds that are only seen on the country’s fastest race tracks.

“I am very impressed with our new Aeromotions wing,” said GT-R driver Brian Lock. “We were able to balance out our aero package with 3 degrees less angle than our previous wing. This tells us that the Aeromotions aerofoil is extremely efficient, creating the same downforce with less drag. This should definitely show on the time sheets at tracks like Auto Club Speedway where drag is a major problem. And considering the 180+mph speeds reached at that track, knowing that this wing is built to withstand the huge aero loading gives me the confidence to push that much harder.”

The Aeromotions wing element was born in a wind tunnel at the Massachusetts Institute of Technology and was continuously refined through computational fluid dynamic (CFD modeling) to bring it to its current high-downforce, low-drag, 200+mph configuration. However, the excellent wing element design is just the start of Aeromotions’ solution. The wing is upgradeable to an active element that can change its angle of attack via high-speed servos and sophisticated control software based on what the car is doing at any given time.

On straights the wing lays flat to reduce drag when downforce isn’t needed. In the braking zones it pops up to maximum angle of attack for improved stability and enhanced rear braking. In the corners it goes to the position that provides the best mid-corner balance as set by the driver. Aeromotions’ on-track testing with data-acquisition has shown that simply by switching the Aeromotions wing from static-mode to active-mode can drop lap times by up to 1.5 seconds.

Race car development is a continuous endeavor with smaller and smaller returns on additional investment. This upgrade path from a simple fixed wing element to full-on active wing control offers a perfect entry point for the racer on a budget to acquire a wing with wind tunnel designed aerodynamics and motorsports grade construction and mounting hardware for just $1,699, with the option of significant performance enhancements by upgrading to the full active wing as budget allows. The prospect of flipping a switch and dropping 1.5 seconds off the lap time of a fully sorted race car is a valuable option!

With the recent win at Round 5 of the Redline Time Attack at Autobahn Country Club, the COBB Tuning Motorsports Team learned firsthand just how responsive, efficient and effective wing the Aeromotions R2 Static wing is. With the next event at Button Willow and its fast sweeping turns, the team will continue to explore the limits of performance and balance with the help of Aeromotions.

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The COBB Tuning Motorsports team was back on track at Autobahn Country Club, in Joliet Illinois for round 5 of the Redline Time Attack this weekend, and it proved to be an exciting and death-defying event. The facility was top notch, the track was fast and technical and the fans were great. It was our closest and most exciting win to date, with two competitors closer to our lap times than anyone all season.

I knew the weekend was going to be a whirl wind. Two-day events are already pretty packed, but add to that the fact that no one had been to this track before, it made for a lot of work. Saturday the car did not roll out of the trailer fast at all, we were almost 3-seconds off our final pace. We had made a rear toe adjustment prior to this event that was not ideal for the track, and we had to re-balance our aero with the change to an Aeromotions wing. Both tasks are not especially hard by themselves, but doing this in only 3 dry sessions while trying to learn the track at the same time proved challenging. As expected, the COBB Motorsports crew performed flawlessly and we were able to make great improvements all day, and ended the day on top of the standings.

Sunday was very exciting. We were not sure how much more Ryan Gates had left in his EVO X, we were not sure of how many dry sessions we would get, and to make things a little more exciting I knocked the toe out pretty bad on my first lap in the first timed session. I knew the car had a low 1:27 in it if not a 1:26 with ideal conditions, but I had to settle for a 1:28.1 I was able to put down during the Record Assault session. It was still good enough to win, however, as Ryan Gates was only able to make a few hot laps and pulled off. We had another session left to run and we knew both our GT-R and Ryan’s EVO could go faster. With our toe fixed and me as calm and concentrated as I could be, I waited for the second and final timed session to start. Just as we rolled out of pre grid and into the hot pits the sky opened up. A wet track meant no one was going to go faster in this session. The rain did not let up for most of the afternoon and the organizers scrubbed the remaining timed sessions giving us the win.

The super session was, well… interesting. I am sure it was exciting for the fans the way NASCAR is with lots of carnage and piles of money down the drain. With Willow Springs just around the corner I did not have the luxury of punting my way to the win in the Super Session. I stayed out of the mayhem, and made sure COBB Motorsports still had a GT-R to bring to the next event. It looked like I was going to be able to pull down 2nd overall in the super session until the GT-R decided to through me another one of its trademarked “electronic curve balls” and shut off FWD in the wet. All the wheel spin had ticked off the ECU to the point that I thought something was wrong; however, the ECU had simply disabled the AWD system. This made life exciting and I had to let the Turn-in concepts STI past me.

I was a little disappointed at first with not winning the super session, and not taking the overall event win (we only missed beating all the Super MOD cars as well by .4 seconds), but then I smacked myself across the face when I thought about all the wrecked cars from the weekend. The EVO that almost planted itself in my rear bumper in the Super Session, the three cars that spun in oil and hit each other, the Mazda 5 that ended the weekend high-centered on Armco outside of turn-3. After considering all that, a track record, a win, and a car in one piece was good enough for me.

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The Fifth round of the Redline Time Attack at Autobahn Country Club in Joliet, Illinois was one for the books! This was the most costly race by far in terms of incidents and bent metal, as well as a small fire in the engine bay of the COBB Tuning Motorsports STI. Even with the carnage on the track, the COBB team recorded another win in the Modified AWD Class in the COBB Tuning Motorsports GT-R and a 2nd place in the AWD Street Class in the COBB Tuning Motorsports STI.

Chicago presented a unique challenge for competitors as twice-daily thunderstorms doused the track with hour-long deluges that kept the track slick and difficult to drive. This made finding the proper setup essential, as well as quickly learning the 2.1-mile track and taking advantage of the briefly dry racing surface critical.

After sweeping Round 4 at Auto Club Speedway in Fontana, Calif., the team was confident that a repeat of those successes was achievable. However, rival, Ryan Gates and his 700hp EVO X, has proven that when things go his way, he is able to rival the speed of the GT-R.

After the fast banking of Auto Club Speedway, the team quickly realized that a brand-new setup would be needed for Autobahn and alignment issues would harry the GT-R on this more technical track. With precious few sessions to dial in the suspension, the team had their work cut out as they labored to find the perfect settings.

Brian Lock, driver of the COBB Tuning Motorsports GT-R who won overall at Auto Club Speedway, noted that there were a few issues to deal with in practice. “I knew the weekend was going to be a whirl wind. 2-day events are already pretty packed, but add to that the fact that no one on our team had been to this track before made for a lot of work. Saturday the car did not roll out of the trailer fast at all; we were almost 3-seconds off our final pace. We had made a rear toe adjustment prior to this event that was not ideal for the track, and we had to re-balance our aero with the change to an all-new Aeromotions wing. Both tasks are not especially hard by themselves, but doing this in only three dry sessions while trying to learn the track at the same time proved otherwise. Like normal though, the COBB Tuning Motorsports crew performed flawlessly. We were able to make great improvements all day, and ended the day on top of the leader board.”

Cameron Benner’s STI continued to return strong results following his first win at Auto Club Speedway. Again, the team looked to a repeat performance as the STI, as well as the driver, show more speed at each event. However, despite careful preparation, a failed hose and a little bad luck would come into play.

“We made a few minimal bound and rebound settings to minimize oscillation, to keep the car settled mid-corner and at the exits and also to take advantage of the new OS Giken rear diff. The track is fun, it reminds me of Portland International Raceway, my ‘Alma Mater’. The track itself is rather slick as the track surface is very green, but once you get the hang of it, it’s really fun. It is deceivingly difficult to drive,” said Cameron.

Saturday practice gave the teams a little bit of a peek at what the Chicago area weather had in store for the Sunday race. Like clockwork, the skies would darken and bring brief, but heavy rains, high-winds and lightning, closing the track and also making the track surface slick. Normally, racetracks accumulate a certain layer of rubber which aids in mechanical grip. Because the Autobahn circuit’s surface gets a daily rinsing, this “grippiness” is washed away, leaving what racers refer to as a “green” track. Also, the humid air never lets the track dry fully, leaving a somewhat damp and very slick surface each afternoon. In order to be able to try for good times on a dry track, the team would need to try and get in lap times before the day’s afternoon rain could complicate conditions. With the team glued to the Doppler weather forecast on their laptops, they were able to predict with good accuracy, when the bad weather would arrive.

In order to get in clean laps early, the team decided to take advantage of a new Redline Time Attack feature — the Record Assault. Basically, this is a session where teams try to beat the standing lap record for their class. The catch is that these laps count for the overall weekend’s times, so you can win the event without going out for a normal timed “Time Attack” session. Knowing this and that a weather front was set to roll in that afternoon, Brian went out in the GT-R while the track was dry enough to put down quick laps and have a crack at besting the track record for a Modified Class car.

This proved rather fortuitous as the GT-R was able to post some “insurance” laps so should the rain and lightening close the track, the team would have posted times in the dry, giving them a little bit of an edge and some breathing room.

With the toe and wing issues sorted, the GT-R was able to post a 1:28.1 lap time, with Ryan Gates trailing a few tenths behind. Brian felt sure that the car was capable of a 1:27 or even a 1:26, but the less-than-ideal conditions prevented him from cutting more time.

For the GT-R, these would be the last posted runs of the weekend. Rain would wash out the Modified and Super Modified sessions leaving the Record Assault session laps as the final standing laps. This put Brian and the GT-R solidly in first place in front of Ryan Gates who once again was chasing mechanical troubles.

Cameron was able to squeeze out one last session before the rains came, however, his session would not be without some personal drama. In practice, Cameron was neck and neck with the “Professional Awesome” EVO VII of Dan O’Donnell posting a low 1:34 lap time and knocking on the door of a 1:33. However, Dan was also in the hunt and both drivers hovered around the 1:34 mark. With the rain looming in the distance, Cameron went out and posted at 1:35.093 to O’Donnell’s 1:34.727. With one lap to go, Cameron poured on the heat and was looking to post a 1:33 when disaster struck. On the back-side of the track, the oil-pressure warning light came on and smoke began to billow from behind the car. Cameron hit the emergency shut off and pulled the car off the track and it quickly became apparent that the STI was on fire. Cameron was able to get out of the car and extinguish the flames. The team later discovered that one of the lines feeding the oil cooler core had failed spraying oil over hot brakes and header, causing the small fire. Although the damage was light, it was enough to sideline the car for the weekend. However, rain prevented further attempts. Despite the flames, Cameron had secured 2nd place in the AWD Street Tire class.

As Brian and the GT-R rolled back out on track for the first official Modified Class session, the skies opened up and the organizers scrubbed the session. As the rain began to fall in sheets well into the afternoon, the organizers decided that the Modified and Super Modified Class standings would be decided by the earlier Record Assault times. By late afternoon, the sun came out and the teams prepared for the Super Session.

However, before the Super Session could begin, the track had dried enough to let the Street class back on track for one more timed session despite the fact that the track was not yet dry. To add insult to injury, Gregory Haye in the Challenge/Bridgestone Honda S2000 grendaded his engine in the last corner, sending oil all over the track. This car oiled it’s own tires and spun into the grassy over run. Before the condition of the track could be fully assessed, the Honda Civic of William Chan also spun off, narrowly missing Haye. However, seconds later, the EVO X of Justin Mathews also added himself to the turn 13 mayhem and in the process grazing Haye but severely colliding with Chan. All three drivers were unharmed, however, both the EVO and the Civic were badly damaged.

This was a precursor to the wild carnage that would mark one of the most costly, in terms of bent metal, Super Sessions in Redline history. With a track still slick from the rain and with standing water still on the front straight, the cars made their way to the pre-grid. In a precursor to the mayhem that would follow, one of the EVOs spun on the parade lap.

As the pack rounded the final corner and made their way down the front straight, the green flag dropped and things got ugly. Heeding the organizers directions to ease up and avoid contact at all costs, Brian yielded the line to an overzealous EVO driver who dive-bombed him by putting 4-wheels off (into muddy wet grass) came back on track and punted the Miata of Richard Fischer off track, who was able to gather it together and carry on.

The GT-R was more than a handful in the wet and to make matters worse,the AWD system rebelled in the incredibly slick conditions relegating the GT-R to RWD mode, with standing water still on the track. With his hands full of an ill-handling and bucking GT-R, Brian concentrated on bringing the GT-R home in once piece!

The mayhem started with the Mazdaspeed Miata Fischer losing control on the front straight, spinning and impacting the pit wall armco barrier, shattering his rear window and hitting the timing equipment sending a car battery and other debris all over the track. Fischer was able to continue on around the track despite heavy damage to his Miata. Several officials jumped out on the hot track to clear debris before other cars came onto the front straight.

However, the worst was yet to come. As the Mazdaspeed 5 of Jason Saini turned into turn 3, his car refused to turn and shot off the track head-on into the armco sending the car over the wall where it landed, high-sided on the turn 3 overrun barrier. With two heavy crashes, one car seriously wrecked, the organizers flew the black flag ending the session. Again, no drivers were hurt. At the end of the super session The EVOs held the top spots with the GT-R in third in the Modified Class.

While the weekend was in some ways one of the more challenging weekends in terms of strategy, timing and setup, the COBB Tuning Motorsports team once again stood on top of the podium in the AWD Modified Class. Despite his close brush with a career as a fire fighter, Cameron was once again on the podium with a 2nd in the Street AWD Class.

The team is already looking forward to Redline Time Attack Round 6 at Willow Springs in Rosamond, Calif. This will be a diametric shift in weather, from the humid and rainy streets of Autobahn, to 100+ degree temperatures of the California Desert at Big Willow.

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