COBB Tuning Blog

There are weekends that the GT-R’s wide tires and huge torque numbers play in our favor; this was not one of those weekends.  I don’t believe I used full throttle for more than maybe 10 seconds of any given wet lap, there was no point.  I spent all weekend trying to keep the car off of full boost because even at wastegate pressures it was enough to spin the tires through 4th gear.  Infineon Raceway is a fast and treacherous track in the dry; in the wet it is absolutely unforgiving.  One mistake and you are in a wall, as many of my competitors learned this weekend.  And I learned that one Innocent off in the mud going maybe 50mph, was enough to completely destroy the front of the car. 

The weekend started off well, we were finding a few tweeks here and there to get more grip from the GT-R in the rain.  We struggled with sound a bit but found that a combination of a turn down and me short shifting by the decibel meter was enough to drop below the required 103 db.  By the end of testing on Saturday we came to the conclusion that there was no cure for our wide tires, which caused us to hydroplane like no one’s business, and huge power required to rocket our 3,700lb GT-R down the straight.  I just had to be careful, concentrate, and steer clear of the puddles.  I explain to a worried Tim Bailey that he had nothing to worry about; I was in complete control as long as I stayed out of the puddles.

Famous last words, as they say. Sunday morning the sky really opened up and the rain came down harder than ever.  The amount of water running off the mountain that Infineon is perched on was amazing.  Steady and hard rain all night was creating muddy rivers across the track.  The worst part though was the rain started to fall so hard, visibility fell, and the track reflected the clouds like one BIG puddle.  At that point I was at the mercy of the track and hit a puddle I could not see.  All I could do was keep the car pointed forward and minimize damage which I thought I had done well until “CRUNCH!” Bye-bye front splitter and lower lip.  I had now successfully removed any front downforce I had, and would have to navigate the already tough conditions without any front aero aid.

After sitting second in the first timed session where I redesigned the front of the car, the track started to dry and we elected to go out and give it another shot.  Enough of the standing water on the track had cleared and I just needed to navigate around puddles and deal with damp conditions.  I ran 3 clean laps with steadily decreasing lap times and I regained my confidence, and the last lap was good enough for the win, keeping our winning-streak alive.

The super session was lots of fun as usual.  I started first in Mod, and my only real competition on track was all in front of me.  The GST “L” was in a league of its own in the wet this weekend and quickly left everyone in the dust.  That left the Works EVO with my old rival from my days in USTCC, and the RTA newcomer Brandon Davis in his World Challenge Mustang.  We had a good three way battle going until the GT-R decided to get back at me for damaging its good looks earlier in the weekend and threw an AWD code.  I was now in RWD and decided to just sit back and take the win in Mod. 

On the final lap going through the last two corners I realized that Brandon Davis, for whatever reason, was having just as much trouble as me and I was catching him. Wanting some bragging rights by beating a Super Mod car, not to mention a World Challenge Mustang, I pushed hard.  It was RWD vs. RWD. An American big V8 vs. a Japanese twin turbo V6 and we looked to have the advantage.  It came right down to the last corner where I made my move and late-braked on the inside of turn 11. Unfortunately I had a hell of a time getting the power down on the dry line and Davis was able to get a better drive out of the corner.  I tried one more time throwing the GT-R sideways through a puddle on the inside of turn 12 just before start finish, but it was not enough and I finished about half a car length behind. 

It was a high stress weekend for me piloting our beast of a car around the track. As the track started to dry during the super session I think we got a little redemption for our wet performance by our battle with the Super Mod Mustang with no splitter and RWD only.  I look forward to a nice cool and dry Auto Club Speedway event.  Look for our GT-R to be splitting time between Super Mod and Mod in hopes of competing for the overall course record. See everyone there!

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Infineon was wet, to say the very least. The COBB Tuning team arrived Friday afternoon to a damp paddock, and after consulting the weather forecast it looked as though the weekend’s weather was only going to get worse. With heavy rains in the forecast we began mapping out our setup strategy, with plans to use Saturday as a full day of “wet setup” time.

Despite our initial assumptions, the heavier rains didn’t roll into the North Bay until later in the afternoon, leaving us with a drying track and one session of “dry” track to dial in our “wet” setup. This of course proved to be troublesome when it came to setting up our car for the rain, which would most assuredly arrive on time for Sunday’s time attack.

As conditions changed we moved from softer rebound and compression settings back to stiffer and vice a versa. It wasn’t until the last session of the day that we finally got a full 3-lap stint in the standing-water like conditions that we would see Sunday. We setup the car to be very compliant and predictable, both characteristics that are helpful in heavy rain; we softened the compression and rebound, and moved to the full soft position for both the front and rear anti-roll bars. The car was doing great in the rain; I was very pleased with our ability to switch from an aggressive dry setup to a full wet setup in such a short period of time. We set some of the faster laps of the day in the wet and intermediate conditions, but towards the end of Sunday it was clear that there was a developing issue with our intake system.

The massive amounts of water spinning off the tires were dowsing our intake filter and the water was migrating up towards the MAF, eventually drowning it. This in turn interfered with the car’s ECU, forcing massive amounts of fuel into the engine driving Exhaust Temperatures skyward. The more laps that were run in the wet, the worse the symptoms became; the car would hiccup unless throttle was applied ever so slowly and would rev to a ceiling of only 5k. Our logs showed we were making boost, but the power was not there. An evaluation between car chief, myself and calibrator led us to some extravagant attempts at keeping the intake system dry.

We began our Sunday morning with building a makeshift fender liner crafted from cardboard and duct tape, which despite using an entire roll, summarily failed. However, not dissuaded we moved onto even more innovative fixes; taking engineering cues from LIC Motorsports, we ran a 8ft long piece of brake duct tubing directly from the turbo MAF housing into the cabin of the car, with the idea in mind that there would be considerably less exposure to water here. This made for some great photos, and really exemplified what a bunch of committed engineers and mechanics are capable of, but in the end ultimately failed.

Even when switching to a new MAF sensor (courtesy of a generous enthusiast at the event) it was clear we could not keep the system dry. Before finally parking the car for the remainder of competition, we were able to post one timed lap that was just good enough to squeeze us onto the podium in 3rd place. Though this is our worst finish since Buttonwillow, we gained more championship points, and the lack of competition at round. 9, moves us further into the lead. While this weekend was rife with frustration and adversity, we succeeded in bringing our car home in one piece (a good number of driver’s were not so lucky) and I felt we really tried our best to fix an issue that would have led many to just pack up and leave.

Looking ahead to round 10, and our last Redline Event, we will be re-building our transmission, the car will be re-tuned at COBB’s new Social Facility and we will be ready to take on the track record and clinch the championship at Fontana. Our newest sponsor, MSI has supplied us with several parts that will also be fitted for the last event, which will help with front end grip and turn-in and hopefully find us a few more tenths.

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LIC Motorsports had its first and only opportunity of the year to race in front of a home crowd recently as their Takata Time Attack Impreza was delivered to Infineon raceway just 10 miles from LIC Motorsports headquarters. Infineon Raceway provided the venue for Redline Time Attack’s penultimate round of their West Championship and was their first visit to the Bay area since 2007.

Racers woke up on the morning of Saturday’s practice session to a steady rain. James Elterman took the opportunity to try some recently-acquired rain tires in the first session as the rain slowed to a drizzle. The track was drying nicely in time for the second session, so James elected to run the Nitto NT01 tires. After a few laps the tires were warming and performing well and James began to increase his pace on the damp track. Unfortunately the drying track was very short lived as the rain started again and forced James into the pits after easily breaking all four tires loose at partial throttle acceleration. The afternoon brought a heavy rain and presented drivers with a daunting challenge. There were many offs throughout the afternoon including at least four cars that made contact with a barrier.

“Driving in the rain while using our rain tires I had predictable grip during cornering and braking,” said James Elterman. “Surprisingly the most difficult maneuver was simply driving in a straight line! Our turbo is sized such that it provides incredible horsepower with little effort, requiring that I accelerate out of corners as if an egg was under my foot, lest I spin all four tires upon acceleration. Additionally during the periods of heavy rain there were small rivers crossing the road surface which could not be avoided causing momentary hydroplaning. It was quite an experience!”

The rain caused other unforeseen challenges such as decreased visibility due to fogging windows and water damage to electronics. Adam and Noah returned the Takata Impreza to the LIC Motorsports garage on Saturday evening to prepare for more rain during Sunday’s competition. A makeshift defroster was added to improve visibility for James, and the engine’s cold air intake was enclosed to ensure that water was not collected by the intake. Sunday brought more steady rain as expected, but not all of the changes worked as well as the team hoped.

“Our makeshift defroster made a big improvement in James’ visibility,” said Noah Levy. “Unfortunately, despite going to seemingly extreme lengths to prevent water from entering the engine’s air intake, including a dryer vent snorkel routed to the cabin of the car, our engine’s air flow sensor was still getting false readings due to the 100% humidity. Other teams were experiencing similar problems. Ultimately we elected to disconnect our air flow sensor and put the engine in limp mode. Surprisingly this gave James nearly enough power for the conditions though we weren’t able to show our full potential this weekend. Considering the conditions, we are all quite pleased to have brought the car home in one piece.”

Braving the extreme conditions James claimed 3rd place in the Time Attack, which maintains Takata Time Attack’s second place position in the season championship. The season will conclude when it returns to Auto Club Speedway in Fontana, California on November 13th and 14th.

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Add power, responsiveness and great looks to your EVO X GSR, MR or MRT with the newly revised COBB EVO X Intercooler Hard-Pipe Kit. This kit replaces all of the flaccid stock rubber hoses with rock hard aluminum piping that gets you to full boost faster and keeps you there. The stock rubber boost hoses flex and expand as you lay into the throttle, increasing the time it takes to get to full boost. The larger diameter aluminum pipes in this kit eliminate flex and improve flow, improving responsiveness and power production.

The COBB EVO X Intercooler Hard-Pipe kit is a complete kit that replaces the stock upper and lower intercooler hoses as well as the bypass valve hose with mandrel-bent, single-piece non-welded aluminum pipes. These single piece pipes eliminate the need for unsightly mid-pipe hose couplers, have smooth interiors unblemished by welds for ultimate flow and look great. The unique COBB logo bridge secures the upper-pipe to the bypass valve pipe with removable fasteners and make a striking statement in your engine bay. The kit comes in Gunmetal Gray or Stealth Black powder-coat finishes with COBB Blue silicone hose couplers that give your engine bay that high-performance look with a durable, scratch-resistant finish!

Add the COBB EVO X Turbo Inlet Hose and SF Intake for the complete COBB Tuning intake package. Add power, reliability and style to your EVO X with COBB Tuning intake components. Download COBB AccessPORT Off-the-Shelf calibrations from our EVO X AccessPORT Map Database to perfectly compliment all COBB Tuning performance components!

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The COBB Tuning GT-R AccessPORT, the most popular engine management solution amongst R-35 enthusiasts, just got better! Introducing the AccessPORT with transmission control module (TCM) support, the world’s first hand-held ECU and TCM flashing, managing and monitoring assistant, adding a whole new level of transmission control on top of the already impressive engine management capabilities of the original GT-R AccessPORT. COBB Tuning brings the simplicity of the AccessPORT to transmission control module flashing. Now GT-R owners can install maps to enhance launch control and make changes to important transmission settings that enhance drivability and improve performance, all with the simple push of a button!

Just like the original AccessPORT for the Nissan R-35 GT-R, installation is simple. No tools are required. No additional “piggy-back” hardware. No mailing the factory ECU or TCM across the country. No vehicle downtime. No waiting. Not even a computer is required. Just plug the AccessPORT in, flash the ECU and TCM, and enjoy the thrill of increased torque, horsepower and transmission responsiveness.

Installing the AccessPORT on the TCM starts with downloading the OEM TCM ROM for safekeeping, so the TCM can be returned to its stock configuration at any time. Once the OEM TCM ROM is stored, the AccessPORT flashes a new Level 1 map onto the TCM that is based on the Nissan LC2 logic upgrade, but increases launch revs to 3,300RPM and includes more aggressive clutch engagement and throttle curves than stock LC2 logic. The result is a positive launch that gets the GT-R off and running harder than the stock LC2 logic, but with smoother clutch engagement than the previous LC1 logic. Still not enough for you? A simple reflash of the TCM with the Level 2 map will have you experiencing the increased punch from raising the launch revs to 3,750RPM!

The R-35 GT-R transmission is an impressive, but complicated engineering wonder, and sometimes adjustments are in order to get it just right. Excessive clutch drag while stationary will cause the GT-R to want to creep forward at a stoplight, while too little drag will make it feel like an automatic’s torque converter. COBB Tuning has implemented Clutch Touch Point adjustment via the AccessPORT, offering +/-7 levels of adjustment to set clutch drag right where the driver wants it. This is a live adjustment that does not require a TCM reflash, simply select the desired level of the Clutch Touch Point engagement, hit Enter and drive!

The original AccessPORT opens the door to impressive power gains for the GT-R, which can exceed the transmission’s ability to manage that added power, resulting in clutch slip and excessive clutch wear. The AccessPORT with TCM support offers Clutch Capacity adjustment, which controls the hydraulic pressure applied to the clutch plates. Yet another on the fly adjustment without the need for a reflash, simply select Clutch Capacity from the AccessPORT menu to reveal +/-7 levels of adjustment to control clutch clamping force. Higher horsepower GT-R’s can eliminate unwanted clutch slip with a +2 or +3 level of Clutch Capacity. Don’t let all that power go to waste!

Due to the complex nature of the GT-R’s transmission, normal wear and tear can cause jerky shifting and less than ideal drivability. Nissan recommends an annual gearbox optimization routine to recalibrate the transmission. The AccessPORT with TCM support incorporates this Clutch Gear Learning routine and allows the owner to recalibrate at will, without a potentially expensive trip to the dealership. Simply follow the step-by-step instructions via the AccessPORT screen and recalibrate the transmission to eliminate wear related drivability compromises.

Of course, the Nissan GT-R AccessPORT with TCM support comes with all of the power gains and features of the original GT-R AccessPORT. Store multiple maps, live map switching on-the-fly, fast map flashing, factory in-dash display knock indicator, data logger, monitor engine sensors, measure 1/4 mile and 0-60mph times, read and clear DTC codes, even flash a valet map to prevent abuse while out on the town or an antitheft map to prevent engine start. For the ultimate power gains, have your GT-R professionally tuned on a dyno by a tuning expert and extract the maximum horsepower available from your combination of performance enhancing modifications. And should the need ever arise, simply uninstall the AccessPORT and the ECU and TCM are restored to their original condition.

The COBB AccessPORT with TCM support is the ultimate engine and transmission management solution available for the Nissan R-35 GT-R. Access the potential of your Nissan GT-R today!

Part Number: AP-NIS-006
Retail Price: $1,495.00
Upgrade Price: $500.00 (AP-NIS-005 to AP-NIS-006)
 

• Original GT-R AccessPORT owners can upgrade their AP-NIS-005 to AP-NIS-006 for $500. Please call 866.922.3059 for more information and order processing.
• Please note that the TCM maps currently available for AccessPORT with TCM support are designed for vehicles with stock transmission clutch packs. These maps have not been tested with aftermarket clutch packs and may result in unsatisfactory performance and wear. A custom tuned TCM map from your favorite Pro Tuner may be required for optimal performance with aftermarket clutch packs.
   

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New 2011 STI AccessPORT Stage2 Maps featuring AEM Cold Air Intake calibrations are available for download. These new v1.07 calibrations feature revised timing and fueling parameters for smoother operation and optimized performance. These new Stage2 maps have been upgraded with the proper P0420 CEL defeat as well. These maps are available for immediate download from the COBB Tuning STI Map Download page.

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The penultimate round of the Redline Time Attack proved to be wet and treacherous with a weekend of standing water and turn 10 being dubbbed “Lake Turn Ten” by the Redline announcers. Despite this the COBB Tuning Motorsports Team clinched another Modified Class victory with the COBB Tuning Motorsports R35 GT-R driven by Brian Lock. Cameron Benner in his AWD Street Tire Class STI braved the standing water to grab 3rd.

The team knew that this would be a very wet weekend as the weather forecast predicted 1-3 inches of rainfall on the Sunday main event alone. However, the weekend started relatively dry with Brian and the GT-R posting and impressive 1:41 lap time in cool and slightly damp conditions in Saturday morning practice. The weather would not hold and shortly after noon, the skies opened and the rain would fall for the remainder of the weekend making the track slick and unpredictable.

Subsequent timed sessions showed a huge drop in lap times with Brian posting 2:20 lap times, nearly 40 seconds off his dry pace. Cameron also struggled in the wet weather as the car was setup for dry conditions and proved very hard to control. Cameron would also struggle with a wet-weather specific mechanical issue which reduced power and made the car even more difficult to drive.

The team spent the balance of Saturday working on wet-weather setup and trying to get the most out of the cars despite being plagued with hydroplaning in several parts of the track. This would almost prove to be the team’s downfall on Sunday.

Sunday morning opened with even more rain and wet conditions with no sign of letting up. The Doppler radar showed constant showers in the forecast. The team soldiered on determined to put down the fastest laps possible and secure their Modified Class championship lead. Cameron, already secure in his championship standing, was looking to further cement his overall street tire class lead.

A soggy weekend quickly turned dramatic as Brian left the track exiting the turn 6 carousel destroying the splitter and damaging front bodywork and the oil cooling sytem. To add insult to injury, Brian was trailing the LIC car by only 1-second when the off occured. The COBB Tuning team lead the Takata Time Attack/LIC Motorsports STI driven by James Elterman in the points by only 5-points going into the weekend. A victory would be essential to give the team a larger points gap going into the Fontana event.

With the damaged GT-R back in the pits, the team went to work repairing what they could and making the car ready for the track again. The crew did an outstanding job to get the bodywork stitched back together, remove the damaged oil cooler from the oiling circuit and repair other damage in order to safely compete in the next Time Attack Session.

Brian Lock once again returned to a rain soaked track, sans splitter and diffuser, in an attempt to coax a faster lap out of the GT-R and capture additional championship points.. By the second lap Brian and the injured GT-R smashed through time set by James Elterman in the Takata Time Attack/LIC Motorsports STI by over 4-seconds. Dave Brown in the Works EVO X also broke through the time set by LIC making the championship points gap even wider giving the COBB Tuning team a bit of breathing room for the final event.

Cameron Benner in the COBB Tuning Motorsports STI also had his own fair share of trouble from the wet but for a completely different reason. To avoid high intake temperatures on the typically hot days that most racing events are run, the intake was placed as far from the hot engine bay as possible. In the case of the COBB Tuning STI, this meant as close to the ground as possible. Unfortunately with the high volume of water on the track the MAF sensor was getting deluged causing the ECU to think that there was no airflow into the engine, seriously curtailing power. Despite having a car that had no power, this turned out to be a bit of a non-issue as the very wet surfaces made transmitting power to the ground almost impossible. Despite these difficulties, Cameron was able to take 3rd place even after attempting to solve the MAF sensor issue with an innovative if not attractive intake snorkel made of brake duct hose.

With only the Super Session remaining and still more rain standing between the COBB Tuning team and total victory, a late-afternoon miracle happened; the sun came out. While the track remained wet, much of the standing water drained off of the racing surface and the team felt that running the Super Session would be possible, even without a splitter or a diffuser. As the only car in the AWD Modified Class, Brian and the GT-R needed only to finish the race to secure first place points. However, you can take the racer out of the car, but you can never take the racer out of the driver and Brian went out to win. The GT-R had other plans, however, and threw one of it’s AWD codes, mostly likely due to excessive wheel-slip and the GT-R defaulted into RWD mode seriously hampering any effort to put power down or even drive straight. Brian was able to take 1st in class and 4th overall, just missing taking 3rd place from Brandon Davis in his World Challenge GT ACS Mustang by less than a car length. Taking 1st in class gives the team a strong points margin in the Modified Class Championship standings heading into the final event.

With only one race remaining at Auto Club Speedway in Fontana, California both COBB Tuning cars are leading their classes with Cameron mathematically the championship winner. Despite this, the team will be ready to race and make it battle worthy of time attack.

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COBB Tuning Austin is holding our very first annual COBB Tuning Garage Sale and Swap Meet! Yes, we hoarded and now it’s time to purge. We’d love for YOU, our fellow COBB Enthusiasts, to join us as we clear out some of our hard parts from past R&D cars as well as other odds and ends we have lying around the shop. Are you looking to get rid of some of your own automotive flotsam? Please bring it to the COBB Garage Sale/Swap Meet and share your garage treasures with other enthusiasts looking for that special deal!

A complete list of parts on offer can be found here. Check back as we will update this page often. If you are unable to make it to Austin but would like to purchase one of the parts listed, just give us a call and we can ship it to you! Please direct all part availability, part description and part pricing inquiries to 866.922.3059 as we will be unable to keep up with online questions.

What: Garage Sale/Swap Meet
When: Saturday, October 16, 2010
Time: 10:00AM – 1:00PM
Where: COBB Tuning Austin
2311 W Rundberg Ln Suite 500
Austin, TX 78750

DYNO PULLS!

Dyno baseline pulls for $45!! Regular is $65 Please contact chris@COBBTuning.com Austin for details and to schedule an appointment. There are only a few slots left so make your appointments NOW! Make your appointment by calling 866.922.3059.

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All current AccessPORT part numbers (SUB-001, SUB-002 and SUB-003, MAZ-002, MIT-002, NIS-005) can now be updated to address the “Hot AccessPORT” issue currently present on existing firmware versions. The previous firmware may not always run properly when high ambient temperatures are encountered. AccessPORTs that suddenly stall or have a constant blank or gray screen will need to update to this latest firmware version. This update should be performed immediately. Any AccessPORTs currently in an unusable state will need to be sent in for a factory update.

To update to the latest firmware, please download AccessPORT Updater (Windows) (Mac OS) and follow the on-screen instructions. Further information can be found in the firmware release notes:

Subaru

• AP-SUB-001: 2.0-liter WRX
• AP-SUB-002: 2.5-liter WRX, STI, Legacy GT, Forester XT
• AP-SUB-003:2008+ WRX/STI 2007+ Legacy GT, 2009+ Forester XT

Mazda

• AP-MAZ-002: MAZDASPEED3/6

Mitsubishi

• AP-MIT-002: Mitsubishi EVO X

Nissan

• AP-NIS-005: Nissan GT-R

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AccessPORT Manager 2.0 is a significant software evolution that introduces several new features, improved workflow and Mac support! AccessPORT Manager 2.0 is now available for public beta use.

• All new simplified and intuitive interface for both Mac OSX and Windows
• Easily find and retrieve Data Logging files through filtered file browser
• Upgrade AccessPORT firmware and manage files from a single application (eliminates need for AccessPORT Updater)
• Automatically checks for AccessPORT firmware and AccessPORT Manager updates
• Map search within local folders (quickly indexes 1,000′s of maps)
• Drag and drop files directly to and from the AccessPORT
• Automatic detection of AccessPORT
• Import files directly to the AccessPORT with a single hotkey
• Supported on Windows XP/Vista/7 (32 & 64-bit) and OS X 10.5/10.6 (Intel based)

To download AP Manager 2.0, visit the COBB Tuning Support Page and download the software for your operating system. Click here to view the APManager2.0 User Manual.

If you have any issues, please visit our COBB Tuning AccessPORT Manager Forum.

Click here to view an online tutorial of AccessPORT Manager 2.0!
 

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