COBB Tuning Blog

Over on the Mazdaspeedforums.org message board, username doubleflusher has taken his 2009 MS3 to over 500 horsepower using pump gas, meth injection, a FP HTA3582R, and AccessPORT tuning. The car is pushing over 30 psi and ran an 11.91 @ 122.48 at Atco Raceway. Head on over to the forums to check out this impressive power and visit COBBtuning.com to learn more about the AccessPORT!

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Step 1: Plug the AccessPORT in.
Step 2: Wait 20 minutes.
Step 3: Smash the gas pedal and feel your extra horsepower.

Just like an iPod, the AccessPORT seems so simple. But going from a cold metal Engine Control Unit sitting on your desk to the sleek plug and play AccessPORT takes more than just a few button clicks. A COBB Tuning Reverse Engineer spends months finding a way to talk to the ECU. Then, Rob spends more months discovering what each section of code controls, and how it interacts with the other sections of code. And only then can Irish start tuning an actual car. That long process is what motivates COBB Tuning Reverse Engineer Rob Irish to wake up every morning.

If you have a BMW and you’ve spent anytime at all on E90post or our COBB Forums, then you know Rob@COBB. Rob, better known by his last name Irish, is a reverse engineer and BMW Expert Group lead at COBB Tuning HQ in Austin, TX. Between a few dyno sessions and some ECU hacking, I was able to sit down with Rob for a few questions.

Where are you from and how did you learn about COBB Tuning?

I am originally from outside Boulder, CO: the land of all-wheel-drive Subarus and Audis. In 2005, I had the itch modify my Subaru STi which naturally led me to COBB Tuning’s products. One night while drooling over my next modification, I ran across an embedded software engineering position at COBB in Salt Lake City. After emailing my resume and a cover letter, the next thing I knew was myself, my dog, my car, and everything I owned were loaded up in a moving truck and headed to SLC for a new job.

You’ve done well at some recent SCCA Autocross events! How did you get in to racing?

Thanks! Some of my recent finishes are:

1st Place 2011 Lincoln ProSolo
1st Place 2011 Lincoln National Tour
1st Place 2011 Colorado ProSolo
2nd Place 2011 ProSolo Finale

I have had a competitive spirit for as long as I can remember. Being a car nut and competitive, I needed some kind of outlet for speed other than the street. I turned to autocross and track days so I could satisfy my need for speed while still being allowed to keep my license.

How did the BMW group start at COBB Tuning?

The BMW group grew as the project grew, originally starting with me. I don’t know if I had even started at COBB when I started talking to Trey about hacking into the European cars. Finally, around 2008, I was given the green light to tackle the MINI N14 and BMW N54. Shortly before the release of the BMW AP it became clear I could no longer be the sole member of the team. From there we have added the people that make the BMW AP, its service, and support what is today. I could not have made the product what it is without my team.

How do you go from knowing nothing about an ECU to being able to tune the car?

Generally, the first step is to analyze what we do know about the ECU: Is there information we already know? Are the potential weaknesses we can easily find? Then, just follow the bread crumbs from there. You have to try several different avenues and most of the time it seems like you are beating your head against a wall. There’s no real “how-to”; it takes an open mind with some out of the box thinking. The most rewarding part is breaking through those obstacles and then being able to apply that knowledge to making cars faster!

What was the biggest hurdle to providing BMW N54 AccessPORT support?

You seriously only want me to pick one hurdle?!? The most difficult hurdle has been wrapping my brain around all of the intricate systems in the ECU and how they interact with each other. That is still something we tackle every day! All the systems in the ECU (timing, fuel, load, boost, VANOS, etc.) all seem to have a hand in each others pot. It requires a delicate balance to keep all of these systems happy at the same time under varying driving conditions. I spent countless time and energy trying to understand why changing one system would affect a seemingly unrelated different system. Nothing in the BMW ECU family has been quick or easy to implement, but the reward has always been worth the pain.

What percentage of time do you spend on the dyno versus on the computer hacking?

In the beginning of a project, it’s pretty much 100% hacking. As the project progresses, our focus slowly changes to research and development tuning on the dyno. During that process, we reverse engineer the ECU logic to understand how the ECU controls the mechanics of the motor.

BMW has turbo on the mind for the future! What do you love about the current 335i shop car and which one are you most excited to get your hands on?

Our 2009 335i shop car has so many great features from the looks to its day-to- day driveability. For me, torque is the key to a great daily-driver and this car has effortless passing power in every gear. But for the future, I can’t wait to get my hands on the new turbo ///M cars in the pipe.

What are you doing when not racing or hacking ECUs?

Well I love to run and mountain bike, but mostly that’s a cover for being a foodie and beer snob. My fiancee and I both love good food and drink.

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11 second quarter miles times usually come with names like GT-R, Z06, Viper, or 911. But now there’s a new one: Mazdaspeed3. Anthony in Idaho is the first MS3 owner to run an 11 second 1/4 mile time, a feat even more impressive noting that he is 3000 ft above sea level. Using an ATP GTX3071 stock location turbo, 25” Toyo slicks, and tuning via the AccessPORT, he hopes to get these times even lower.

Anthony started drag racing in high school with a ’59 Short Bed Ford truck with a 251 Cleveland. At the time, he thought his 15.9 was insanely fast. Over a span of 12 years, he’s accrued 3 track championships in bracket racing, raced his 2005 Evolution, and now pulls 1.7 60ft times in his MS3. His tricks of the trade? “60ft time are the key to good E.T.s. Though a high trap speed is always more fun!”

The base tune on the car was done by Tim Bailey at COBB Tuning Surgeline in Portland, OR. Since then, Anthony has used AccessTUNER Race to adjust for his various modifications. Using the AccessPORT, Anthony can monitor live data, take logs taking advantage of the factory wideband O2 sensor, and switch maps quickly to go from his daily driver tune to his all out racing maps. Future plans include an aftermarket intake manifold and a nice set of cams, but first on his list is upgrading the brakes. “All that extra power needs to be kept in check!”

Congratulations to Anthony and his very impressive Mazdaspeed3 ¼ mile times! You can keep up to date on his progress on the mazdaspeedforums.org forums and learn more about the AccessPORT at COBBtuning.com.

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At COBB Tuning we love Subarus. New ones, old ones, it does not matter; as long as it has a Pleiades badge and a flat engine, we are all over it. For the past four years I have held an annual event specifically for old-school Subaru lovers! Featuring a weekend of scenic drives, delicious food and old school Subaru diehards, the Old-School Subaru Meet is the largest all-Subaru get together in Texas! While the show was conceived as a place for the old-schoolers to get together, Subarus of all ages are welcome to attend! This year, COBB Tuning sponsored the event and hosted some of the gatherings at our headquarters in Austin, TX.

The event is three days long and has traditionally started with a Friday night dinner where the group can convene and catch up before hitting the road on Saturday. This year the group met up at Bone Daddy’s House of Smoke to kick tires, trade war stories and just catch up with old friends. However, the night did not go on for too long since Saturday had over 200 miles of driving scheduled and lots of stops for food along the way!

Saturday morning came early as everyone started showing up at COBB HQ in Austin, Texas around 9AM. At check in, everyone received a driver’s course book complete with maps and notes for every part of the over-200-mile drive! The drive was split into three different routes for the first 150 miles, then the pack reconvened as a Subaru convoy for a 50 mile sprint to Fredericksburg, TX for lunch! After lunch, the group then made their way back to Austin for even more food with a BBQ banquet hosted by COBB Tuning at COBB Tuning HQ.

Sunday breakfast was held at Manny’s Uptown Kitchen, a landmark in Austin known for their NYC Deli food and amazing breakfasts! Many of us had the Challah French Toast! It’s amazing and made from Jewish challah egg bread! From there the group headed out for a shorter 50-mile drive down Austin’s famous RM2222 and Lime Creek Road. This loop around the Northeast side of Lake Travis is the tightest, gnarliest, kinkiest, nastiest, hilliest piece of two-lane blacktop in Texas! On top of that it has grand views of the lake.

After another hard day of driving the group met up at our traditional final stopping point at Bone Daddy’s (again, I know, but it’s SO GOOD!!!) where the group convened for lunch! After more BBQ, the group said its goodbyes until next year. It seemed like everyone in the group had a blast and I got a lot of great feedback from participants. Here are some of the comment from happy, tired and well fed drivers: “I can’t wait for next year,” said Marisa Ramon. “I am Really looking forward to doing this again! Seriously one of the best meets I have ever been to,“ said Shawn Rizzo.

I am very happy with how this year’s event turned out. I think it was the best Old School Meet ever. I know that me and the other Subaru fanatics here at COBB Tuning can’t wait to do it again next year and catch up with all our Old School friends again!

[Show as slideshow]

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If you can dream it, you can build it! EFI Logics may be the first US Company to tackle a big power build on Subaru’s funky new 2010 Legacy GT. Because of the new turbo design being very different than previous versions, there are few aftermarket parts for the new LGT. Undaunted, the crew at EFI logics felt that they could hit their customer’s desired 300whp goal while still using the stock turbo location and maintaining a very stock-looking and daily-drivable car. The COBB Tuning AccessPORT was the engine management solution chosen for this build. While map selections are currently limited to Stage1, AccessTUNER Pro and AccessTUNER Race let ProTuners and enthusiasts create their own calibrations for bigger power gains!

This build is all custom with very few off the shelf parts. The turbocharger is a custom made unit by BNR Supercars with the guts of a TD05 shoved into the stock VF52 turbo housing and is fed by an EFI Logics custom intake using a KSTech MAF housing. Boost pressure is vented via a Forged blow off valve between shifts and is mounted to an EFI Logics custom front mount intercooler. Boost control is done via a Grimmspeed 3-port unit. The exhaust features a BMC downpipe feeding an Invidia Q300 catback. The injectors are 750cc Deatschwerk topfeeds fed by a Walbro 255lph in-tank pump. Power is transmitted to the transmission via an ACT HD Street clutch. Tuning is accomplished with the COBB Tuning AccessPORT and the combination is good for 318whp and 348wtq on pump fuel.

While there are currently no parts readily available for these vehicles, adventurous owners are still able to make power with some creativity and of course, the COBB Tuning AccessPORT! To read more about EFI Logic’s killer build, head over to LegacyGT.com for more photos, information and comparison dyno charts!

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The start to the Redline Time Attack is quickly approaching, with Round 1 at Button Willow Raceway on March 26-28th, just a week away. The COBB Tuning Motorsports team is making final preparations to our Modified AWD Class GT-R, Street Class STI and our third Mystery Machine to be driven by COBB Tuning founder, Trey Cobb.

Come out to the track, meet and hang out with the team, ask questions and find out how COBB Tuning can help transform your performance car. We will have product on display and COBB Tuning apparel available as well!

In addition to the action on the track, check out the action on the infield with the rockin’ Redline Time Attack Battle of the Bands or the sultry Redline Time Attack Spokes Model Search.

Want to get in on the action? How about entering your own ride in the Redline Time Attack Street or Enthusiast classes? Want to show the world what a clean ride you have? Check out the Redline Time Attack Show and Shine and compete for top show honors!

Come visit the COBB Tuning Motorsports team at the COBB Tuning trailer starting March 26th, Friday afternoon for testing and practice. Competition starts Saturday the 27th! We will see you on the podium!

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Check out the April 2010 Issue of Modified Magazine for the low-down on a very sexy, and well-executed 2008 STI built by AccessPORT ProTuners P&L Motorsports! This car, which was inspired by the owner’s father’s love for all things Hotrod, features a P&L custom turbokit centered around a Garrett GT35R turbocharger. A COBB Tuning double-adjustable shortshifter and shift knob, as well as a COBB Tuning lightweight pulley also round out this spectacular car filled with cool JDM goodness. The car was tuned on a COBB Tuning AccessPORT to over 360whp and 370wtq on pump fuel. Look for a copy available on newstands right now!

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When one thinks of the collision of NBA basketball stars and the automotive world, you might conjure images of dubs, bling and airbag suspension. However, Portland Trailblazer rookie Power Forward, Jeff Pendergraph, wanted something different. Instead of the G-ride or the predictability of a Porsche or Ferrari, Jeff went for the raw power and performance of the Nissan GT-R. Luckily for Jeff, COBB Tuning AccessPORT. Jeff’s car is now putting down well over 500whp. Check out the interview with Drivingsports TV, you can see more as well as the complete uncut interview at Drivingsports TV’s homepage.

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At COBB Tuning, we take our cars very seriously. From our racing programs to our street cars, we work very hard to build cars that not only go fast, but perform flawlessly lap after lap. But sometimes, you just have to cut loose and burn some donuts.

Here is COBB Tuning’s Art Director, Aaron “Biggie” Brown, burning off a set of BFGoodrich R1s… because he can. His EVO IX MR is equipped with a Full-Race twin-scroll GT35R kit, a stroked 2.33 4G63 and is tuned with an AccessPORT. Sure, it can go fast in a straight line, it can even go fast around the corners, but it can also burn off lots of rubber for no reason what-so-ever, other than it’s fun!

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At COBB Tuning we are never satisfied with good enough and we love to experiment. In the environmentally-concious Pacific Northwest, home of our COBB Tuning Surgeline Facility, we have a ready supply of corn juice, or E85. E85 is a blend of 85% ethanol and 15% gasoline. Originally developed as a bio-fuel for “flex fuel” domestic cars in the US, E85 has become the alternative fuel of choice for performance enthusiast. The allure of this biofuel comes from its high octane compared to regular pump fuels – 91 to 94 compared to 105 – and a very low price compared to higher octane race fuels. In many parts of the USA E85 costs as little as 2 dollars per gallon. When compared to 8 to 14 dollars quality high octane race fuels E85 represents a huge bargain. If you don’t know about E85 you’re naturally asking the question “why am i not running e85 every day?”. The answer is you can’t. Most stock vehicles are not calibrated or equipped to utilize ethanol based fuels.

Despite having a higher octane rating, E85 has a lower overall energy density than pure pump fuel. Pure gasoline contains approximately 125,000 BTUs per gallon, while E85 contains approximately 84,000. This means that a greater volume of E85 must be utilized to realize the same energy content. This lower hydrocarbon content is mirrored by the stoichiometry of E85 and pure unleaded gasoline. Complete combustion of pure gasoline requires 14.7 parts air (mixed gas air with 23 percent oxygen) with one part fuel. In contrast, complete combustion of E85 requires a much higher relative content of fuel with only 9.7 parts air required. The distillation of this information means that larger volumes of E85 are required for equivalent combustion when compared to pure pump fuel. Thus, the cost savings associated with lower E85 prices is offset by an overall reduction in fuel economy. (taken from Driving Sports article “methanol injection vs E85″ by Tim Bailey.

The graph below shows the stochiometry of E85 (lamda) is similar for pump and E85 but the volume of fuel required for E85 is much higher by proportion (Air to fuel ratio). Despite these limitation of E85 we wanted to tune our GTR to utilize this fuel. Together, the lower cost, higher octane, and higher overall power potential are simply too much to resist. Furthermore, because E85 has not been used in the new GTR platform I simply couldn’t resist the technical challenge.

Because a stock GTR can use nearly 100% of its available injector capacity on pump fuel the first step in using E85 is to replace the stock injectors with larger units. We chose to use Deatschwerks 800cc injectors. These are ~30% larger than stock and should be able to provide the additional fuel volume needed for E85. The injectors were installed and the car tuned on pump fuel:

Stock – completely stock calibration with 92 octane pump fuel – BLUE

Stage 2 800cc – COBB catless midpipe, COBB prototype cat back exhaust, stock intake, stock fuel pump. – RED

We then drained the tank and refilled with E85 full. I adjusted the calibration with COBB AccessTUNER Pro software and prepared to run the car. The first few runs were done at low boost and all was well. The calibration was then adjusted for higher boost and we attempted a full run. I aborted the run because the motor went progressively leaner at RPMs and fuel demand increased.

This increasing lean condition clearly points out a lack of fuel delivery. Because our injectors are mathematically ideal for ~30% higher flow it’s clear that the stock fuel pumps simply cannot keep up with higher duty cycle with 800cc injectors.To combat the lack of fuel we installed two walbro 255s in the place of the stock fuel pumps. The installation took about 4 hours total as the stock in tank fuel surge tank needed heavy but straightforward modification. With new fuel pumps installed we went back to the dyno with high hopes of sufficient fuel delivery. The results are presented in the graph below:

Stock 2009 GTR – 92 octane – BLUE

Stage 2 800cc – COBB catless midpipe, COBB prototype cat back exhaust, stock intake, stock fuel pump, 800cc Deatschwerks injectors – RED

Stage 2 800cc + E85 – COBB catless midpipe, COBB prototype cat back exhaust, stock intake, Twin walbro 255 fuel pumps, 800cc Deatschwerks injectors – GREEN

This E85 Stage 2 configuration is now the highest HP and torque stock turbo car tuned on our Mustang dyno. When the weather clears here in the pacific northwest we’ll find some dry test roads and report V-box data. We’re also planning to rent a local drag strip for development and testing so ETs and trap speeds are coming. As a next step we plan to install some custom intakes. If our early observations are correct this car will make more than 600 whp on stock turbo’s with E85…. all while retaining the factory downpipes.

To continue with the conversation, head on over to NAGTROC to see what other GT-R enthusiasts are saying about this amazing fuel!

Original text by Tim Bailey, Head Calibrator, COBB Tuning

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