COBB Tuning Blog

AMS has once again broken the “Fastest GT-R in the World” record with their 1500hp, AccessPORT-tuned “Alpha 12″ R35 GT-R. The crew recently took this unholy beast to the drag strip and laid down some serious rubber to run through the traps at 8.975@169.49mph! In addition, the team smashed through the 60-130mph acceleration record for a road car with a time of 3.34 seconds. AMS claims that “this makes the AMS Alpha 12 GT-R the fastest recorded street car to date from 60-130 mph!!!” This amazing record-breaking run was made on the stock ECU with an AccessPORT and the AMS “Alpha 12″ turbo and engine package. The AMS Alpha 12 package is good for 1500hp, with all tuning is done via the stock ECU, a COBB Tuning AccessPORT and COBB Tuning AccessTUNER software, proving once again that you don’t need a stand-alone ECU to make big GT-R power.

Congratuations to AMS on this monster achievement! To learn more about how the AccessPORT can give your GT-R huge power, visit our GT-R AccessPORT Page, or call COBB Tuning at 1-866-922-3059. Be sure to catch the end of the video as the GT-R paints the pavement black with big fat strips of rubber!

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A couple months ago, some friends and I were talking about running at the CO ProSolo in Colorado Springs, CO. Since Colorado Springs is around 870 miles from Austin, TX it seemed unlikely that I would be able to bring my 2006 COBB STU STI to the CO ProSolo but I really wanted to run the event. As luck would have it, a good friend and long time customer of COBB Tuning, Kevin Schultz, was kind enough to offer me a ride in his STU-prepped 2006 Evolution MR. Who could turn down a ride with the Dark Side? So with my ride secured and a weekend of fast cone-dodging on the way, I hopped on a plane to Colorado.

I arrived at the event Friday afternoon to practice starts and launches, and immediately noticed the start was on a decently steep incline. Stock EVO clutches are known to be weak, so this did not bode well for a clutch with some miles on it. Neither Kevin nor I had launched an EVO at a ProSolo and we had some experimenting to do between keeping the car from rolling out of the staging lights and learning how to launch.

Kevin was up first trying to slip the clutch at 6,000 RPM while manually holding the emergency brake up. This did not work so well as the clutch slipped leaving a cloud of smoke. A few more launch attempts didn’t work out well ending in a bog or burning clutch. With a hot clutch we decided to let it cool before I took my first try at launching the EVO.

Incoming weather cut the cooling time shorter that we would have liked. Being an STI guy we launch them hard and fast to get wheel-spin. The strategy going in was to get the EVO spinning wheels with as little as possible clutch slip. On my one and only attempt to launch, the clutch slipped but held around 5,000 RPM before gripping, no wheel spin. Further attempts to launch the car were only going to hurt it so we decided to call it a day.

Saturday morning I was to be the first driver of our pair out not knowing how to launch the car. I had no idea if we were going to limp the launches or be able to go hard. The first launch out of the gate was hard and fast getting some wheel spin. We were pulling 1.8-1.9 60-foot times up hill which was fantastic. Kevin’s EVO felt great for the first two runs until the tires warmed up and then started to get loose. It seemed the car was picking up a rear wheel, then spinning that wheel when attempting to throttle up. Even with the wheel lift, the morning session went well and I was sitting on top of the class.

For the afternoon session, Kevin and I decided to loosen the rear sway bar from full stiff to full soft to try and improve the handling. The afternoon session came and went with no improvement for me. The car was feeling better while still being a bit too loose for my taste. However, Kevin hopped into the car and ran some great times boosting him into second place.

Sunday morning was time for a little “strategizing.” After a bit of talking with other competitors and a course walk with Kevin, we come up with a strategy. Our plan is to tighten our lines to keep in the “line”. Our strategy works like a champ. Kevin and I both drop another 7-8 tenths keeping our 1-2 class finish in STU and I’m the 7th qualifier in the Super Challenge.

Sadly, Kevin missed the cut off for the Super Challenge yet was gracious enough to let me run his car even though he had a 600-mile solo drive back to Salt Lake City, UT. The first round of the Super Challenge put me up against a well prepped CSP Miata on cold race rubber.

The course is split into two tracks, with each competitor running both to achieve an overall best time, these runs are made “head-to-head” so that both cars are attacking mirrored tracks at the same time. After the first “right side” run I was up 8-tenths of a second so I decided to take it easy on the left side to play it safe to staying off the cones. It turned out I took it a little too easy as we were staring at each other coming around one of the final turns. I decided I needed to go all out and I ended up taking the win by 3-tenths of a second.

Round two put me up against an STS CRX. After the first right side, he was able to break out by two tenths and was able to build a 4-tenth advantage on me. On the left-side I felt like I was going faster than I think I had all weekend; then I blow a tight turn around. At the finish I’m another two tenths behind and the CRX who has broken out again! Either way, I was eliminated after the second round in the Super Challenge.

Even though I didn’t take the Super Challenge the great courses good people made for a fantastic weekend. Kevin and I will be making a few more changes to the car coming back for the Colorado National Tour at the end of the month. Many thanks go to Kevin for his graciousness in letting me beat on his AWD monster.

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I had been looking forward to the Redline Time Attack finale at Auto Club Speedway ever since our departure from the track following round 4, nearly 6 months ago. I was looking ahead to this last event of the year with high hopes in mind; my goals for this event were to clinch the AWD Street Tire Class record, showcase the progress the car has made, and ultimately leave the 2010-year on a very high-note. The racing god’s had other things in mind. The first signs of derailment presented themselves in the form of a parts supply miscommunication that subsequently left us high and dry without any parts for our transmission rebuild. I accepted this, and went into the weekend knowing very well that we could have issues with the transmission

Auto Club Speedway is one of the few North American Road courses that I can honestly say I love. That being said, it is also one of the most taxing on the driver. Intense G’s through the oval compounded by speeds in excess of 160 mph definitely take a toll on nerves. When the crew noticed my feet propped out the passenger side window, as I was fast asleep, what they may have failed to recognize was that this was a driver who was truly in his element. It was 70 degrees out, the banking of the Auto Club Speedway wrapped around my napping spot; I was brushed by a slight breeze and hummed to sleep by the endearing repetition of the ubiquitous impact gun. I can guarantee you that when passing by, no one could tell that beneath the contentment of that napping driver, was the fiery excitement and utter-eagerness that every driver feels before their first on-track of the weekend.

Considering the wounded state of my transmission, I made the call to limit on-track practice to a 3-lap session late in the day Friday. On my out lap the car shakedown went well, I picked up my visual cues with relative ease and started jotting down mental notes on possible setup changes. However, just as I began to setup for turn 1, the engine chose that moment to let go and cast doubt on the rest of weekend as well as cover the windscreen with coolant.

Just as I prepared for the first corner coming off the banking and 150+mph, the coolant catch-can had apparently pressurized to its venting point, and subsequently released a deluge of water across the windscreen. For this split second, it was quite frankly like driving blind. It was merely only a second, or even a fraction there of, but at those speeds in that environment it seemed like an eternity. At the time I was still questioning the cause of the spray, but following a quick tow back to our pit the crew had made a swift assessment. Things were not good. Our calibrator Tim Bailey needn’t utter more than the word “blown”, a particularly sensitive word for us Subaru guys, and it was ever apparent that the head gasket had disintegrated. I was back to my hurried, anxious self as I started making calls to our contacts in the LA area. One of my sponsors, Subaru of Ontario came through in a big way.

My contact Julian, compiled a complete gasket set from their dealership inventory, even scrounging a few from some friendly customers of the dealership. He personally delivered them to the track at around 9:00 Friday evening, along with the service departments only engine hoist. Following the acquisition of the requisite gaskets, the decision to do an on-track rebuild wasn’t even a matter of discussion. The crew just buckled down and dug in, by 11:30 the Cosworth long block was out of the car resting on a used tire, the heads were off and ready to accept the new gaskets. We wrapped up the gasket overhaul by lunchtime on Saturday, and the car was together and running by 1:30. This was no team Joest turn-around time, but for just a group of three I was ecstatic with the team’s ability to get the car back on track in running shape. Following two more shakedown laps, the car wasn’t just running, it was haulin’ some serious tail! Logs showed consistent oil pressure and reasonable water temps. With our engine issues out of the way, I made the call again to park the car until Sunday practice – the thought of potential transmission issues still loomed in the back of my mind.

Due to some minor mechanical issues that arose, we didn’t end up making it out on track until the first Time Attack session on Sunday afternoon. This may have been a blessing in disguise granted what happened next. Despite swapping to LIC’s trans fluid (which drastically reduced grinding between 5^th and 6^th), the 4^th gear synchro really started to go. Even on the warm up lap, the car would refuse to find 4^th, and would only occasionally engage. I figured after a night of engine work, there was no way I was about to let a failing synchro put us at the back of the pack. We may have been out of the hunt for a track record, but I was determined to get one, if only one, flying lap out of that car.

I went for it, with the transmission squawking back with every shift. Gary Sheehan shared some words with me prior to the session, “So you don’t have fourth gear, eh, it’s your job to make it work.” 4^th gear held together for about ¾ of a lap, and just as I tracked out onto the oval and made the move from 3^rd to 4^th gear it was unmistakable that 4^th had finally checked out. Much to my chagrin, I quickly popped the car into 5^th and completed the one timed lap of the weekend, 1.50.6, and good enough for 4th.

The finale at Auto Club this past weekend marked a bittersweet end to a fantastic season for me, the car, as well as the COBB Tuning Team as a whole. While I fell short of my track record aspirations, this particular event was the only one where we didn’t podium. This is an achievement that I am very proud of, and is one that we as a team collectively earned. I would like to give thanks to all of my sponsors who made this year a reality: Velocity Carbon, AST Suspensions, Jongbloed Wheels, Adrenaline Racing, MSI, Subaru of Ontario, OS Giken, and LIC Motorsports. Additionally, I would like to express special thanks to COBB Tuning and the COBB Tuning Motorsports crew for their sponsorship and support that kept me on podium. To my car chief Brian Marsteller, the individual with whom I worked closest with every weekend to squeeze those last few tenths out of the car, I extend a sincere thank you. Thanks to everyone who has followed our Facebook feed, snagged a poster or two, or been involved with our efforts this year. See you guys next year!

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This last weekend saw the final round of the Redline Time Attack at Auto Club Speedway in Fontana, Calif., and with just 21 points separating our GT-R from the 2^nd place Takata Time Attack/LIC Motorsports STI with over 40 points up for grabs in this final race, it was still anyone’s ball game!

A lot of work and new parts development went into the car for final weekend of Redline Time Attack at Auto Club Speedway, all in anticipation for an attempt at the GT-R’s first Super Modified Class overall track record. The COBB crew has not been satisfied with just taking Modified class track records at every event the GT-R has finished, we all wanted to get an overall track record. This would be the second attempt at the Auto Club track record, the first attempt was foiled by poor track and weather conditions, and a malfunctioning AWD system. Unfortunately the second attempt fell just short.

Due to driving the GT-R hard in the rain the event before, where excessive load was applied to the AWD clutches, they were not gripping like they should have been this weekend causing the car to behave mostly RWD just like the first Auto Club Speedway event. Our transmission clutch packs were also in need of replacement and were on their way out all weekend, keeping our testing time down to a minimum. Major splitter problems were also hindering the team, but the amazing “team of the year” COBB crew worked tirelessly, rebuilding the splitter multiple times over the weekend due to contact with the ground through the high g loading of the oval.

On race day, we put all this behind us and went for it. First up was the Modified Class Record Assault. The Fontana Nissan GT-R had also obviously under gone some changes since we last saw it, as it was hot on our heels and challenging us for first place. Mike Cronin Jr. broke our previous track record by a few tenths in his GT-R, but luckily we broke it by more! We turned a 1:40.3 to beat our previous record by almost 3-seconds. We were extremely excited as we were only able to muster a 1:41 and change the day before in testing on our used up slicks. We then came in, tried to cool the car down as much as possible, bolted on the sticky Yokohama A005 slicks, and went out for the Super Modified Record Assault. We backed up our fastest mod time with our fastest ever super mod time of a 1:37.5, over a second faster than we have ever gone. It wasn’t all that we wanted; we had hoped to be in the 36′s. But with an ailing car, we’ll take it!

The drop in laptime was mostly attributed to our master tuner Tim Bailey. I told him Sunday morning, “Give me all you got!” He loaded up a map that ran more boost than we have run before, and the car performed flawlessly for back to back Record Assault sessions. It’s really been this kind of expertise that all the COBB crew has shown behind the scenes, that has allowed me to perform like I have on track. Dustin Harris, my car chief, gave me so much confidence going out on track every session. And with Eric Bizek, his right hand man, there was nothing those two could not fix throughout the year. The GT-R is a beast of a car, and it was tamed by the COBB crew.

With another track record, a season championship, and a surprise “Team of the Year” award going to COBB Tuning Motorsports, I am filled with pride, and also a little sadness that the season is over. The season brought all the COBB shops together all over the country, to achieve greatness this year, and it will be a season to remember for years to come.

 

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The COBB Tuning Motorsports Team celebrates another victorious weekend as Brian Lock and the GT-R continue to secure 1st place in the championship and Cameron Benner finds another podium finish!

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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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Our weekend at Spring Mountain Motorsports Ranch in Pahrump, NV marked the first event back on track for the COBB Tuning Team in just about 2 months. In our time away from the tarmac I worked on securing new sponsorship for the rest of the season, and by the time we reached Pahrump, MSI and Jongbloed wheels were on board as parts sponsors.

Our weekend started off a little rocky in the Nevada desert; early Saturday we identified an issue with our front wheel studs requiring a tear down of the front hub and knuckle assembly. Luckily, we had a spare hub from Subaru of Ontario that allowed us to get back on track quickly, missing only the first two morning practice sessions.

Having never driven Spring Mountain, there was definitely a bit of a learning curve. Even on my “sighting laps” I could tell that I was going to love the track, and the car was singing praises as well. The car was doing great for its first event back on track, the new LIC radiator setup was keeping water temperatures in check and I was really able to work with the car to learn the track. When it came time for the first time attack sessions, it was apparent that there was going to be some close competition.

Steve Ruiz didn’t disappoint in his performance, he was consistently within several tenths of our times and a new face, Thomas Smith with Zenkai Motorsports, was laying down some incredibly impressive times. At the end of the day, we had secured a solid 2nd place finish just one tenth in front of Ruiz, and around 1-second behind Smith.

I was incredibly pleased with the car’s performance and our results. We went into the weekend anticipating adversity and we really succeeded in finishing where we wanted to secure a larger points lead for the Street Tire Class Overall championship. Looking ahead to Infineon, we are going to continue to work on improving the car’s cooling system and we will be making some subtle chassis changes. I would like to thank OS Giken, Subaru of Ontario, LIC Motorsports, Jongbloed wheels, COBB Tuning, and Velocity Carbon for all of their continued support and making this car what it is today.

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Chris Billedo is easily the hardest working man in the paddock at the Redline Time Attack this season. He runs a FWD Enthusiast Class Civic Si and with a small crew and an intense willingness to go out and win. Chris is the only FWD Class car running a COBB Tuning AccessPORT. Round 8 of the Redline Time Attack marks Chris’ first win in class and we hope to see more in the final two races!

“Coming into this event I was nervous but also anxious, coming off a 2 month break without any practice didn’t make things better either. This would also be a race after an off track excursion at the last round at Big Willow. This weekend at Spring Mountain we ran the 3.1 mile, 19-turn configuration. I’m used to race tracks that have on average 9 to 12 turns. One of the things that made me nervous was knowing that I’d be going against a few locals. I had no experience at all on this track but knew that if I could concentrate I would do fine.

“ Saturday was a practice day very similar to an HPDE day. The day started well, I got good sleep and was well rested to concentrate on learning the track. As each practice session went by I kept getting faster and faster and was feeling very confident each time out. But I had one problem, I seem to always be the lucky one to have problems with timing. As each session went by I felt like I was improving and getting faster but due to the problems with my timing system my lap times weren’t improving nor getting faster. That made me a little upset because I learned that most of the people in my class were running much faster. I was also having problems with my car overheating but thanks to the Cobb AccessPORT and the Monitor section I was able to keep an eye out on temperatures of the car.

“Sunday is the big day where times actually count. Since my timing wasn’t working the day before, I sort of lost my confidence because I kept thinking I wasn’t going to even podium because of how slow I was running but I didn’t let that bring me down. I just thought to myself, “if I’m slow then I’m slow.” I always promise myself and to my team that I’ll try my hardest each and every lap I’m out there. I went out on my first qualifying session and felt really good about the run. I just concentrated on the turns and remembering them. When you remember turns it helps you get set up for the next one. I came in to pit and was very surprised. I was first in grid for my class and was very happy.

“Time attack sessions are where it counts, my first session the car felt okay but not to my liking. I went out and just drove my hardest, and was able to put out a time that put me in second but the first place car failed tech so I was bumped up to 1st. I was happy that I was in 1st but I’d rather earn my first place rather than by default. So the second session came and I felt really good about how the car felt. I drove the warm up lap and then the 3 time attack laps, came into pit and my team just showed me 1 finger. Letting me know that I was in first, I was able to beat my first session time by 2 seconds.

“I ended up taking 1st place, this is also my first career win. I hope there is more to come! Thanks to all my sponsors that have helped me to get to where I’m at now!”

*photos coutesty of David Karey

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You know it’s a hot race weekend when you need to put reflective tape on your right boot to keep from burning it. It never ceases to amaze me the dedication that the crew has to work in these types of conditions. At times this weekend the thermometer in the pits read over 109 degrees! With this heat nothing was left half done, nothing was left unchecked, and the car performed flawlessly because of that. It really is the people behind the scenes on a weekend like this that makes the difference and wins the race!

Our GT-R was perfect again showing that even at its immense Lose Weight Exercise of 3700lbs, the tight turns of Spring Mountain Raceway could not hold it back from another track record, another overall Mod win, and taking the lead in the championship. The only wrench that was thrown into the weekend was the addition of 2 inches to our front splitter. The added downforce really threw off the aero balance of the car and required the quick fabrication of a custom Gurney flap on our Aeromotions wing. The gurney flap was just what the car needed, the aero balance was fixed, and we were able to sustain over 1.7 G’s in some corners on a DOT tire!

Helping keep our brakes in check this weekend was the addition of the Willall Brake Water Spray kit. The kit, that injects water into the veins of the rotors to help keep temps in check, made a real difference. The pedal feel was extremely consistent over the longer braking zones. Normally braking from the top of 5th gear to 2nd gear requires additional pedal pressure towards the end of the braking zone due to temperature increase. With the Willall system in place this was not necessary. I can’t wait to get to a track we have tested on before and get a good before and after feel for the system; Hats off to Willall Racing for another great GT-R product.

With a our first lead in the championship all year, due to our DNF in the Super Session at Round 1, I look forward to Infineon (my home track) to increase that lead and close out the season on top. Infineon features hard transition corners (not the greatest thing for our pig of a car) and should prove challenging for me and the crew. I am confident though that we will get the setup nailed and be the car to beat again. See you there!

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