BR Racing Blog

Bridgestone Replacing RE-71R

If you were looking for an aggressive, sticky tire, for either street driving, autocross or track duty, the Bridgestone RE-71R was often the best choice. Not only was it a great tire, but was made in more sizes, widths, and was relatively easy to get, and at an attractive price point.

However, recently, the availability of the RE-71R was getting harder and harder to get. We believe this is because Bridgestone is getting ready to introduce the RE-71RS, the successor to the RE-71R. The RE-71RS has been introduced in Japan, and now is starting to appear in other markets. We believe their introduction for North America is soon.

So, what is this successor like? Here are the marketing docs on the new tire, and the improvements it is offering over the RE-71R.

This all sounds great. Now, we just need them to release it, and get the tires in the market. Will update this post when it hits the US markets.

BRR Motorsports – 2021 Schedule

2021 Schedule

2020 was an interesting and challenging year for BRracing Motorsports (BRR Motorsports) program and our customers. The year started with the brightest outlook and intent, then COVID hit, which shut everything down for over 2 months. However, in spite of, or maybe due to, our “track customer” base continued to grow in all manners (I know, we just keep saying that), and our customers again traveled all over the scenic United States to sample all sorts of tracks, hotels, airports, restaurants, and other cultural hangouts as part of their track day or racing experience. Testament to our customers, while the social aspect was indeed different, they made the best of it. And we thank all of our customers for such a great year…and for having such a great time together as a group. BRR Motorsport customers also won more races and championships than ever before, including the Porsche GT4 Championship for 2020 (Alain Stad).

Due to our experience, results, and service offerings…we had several new customers join BRR Motorsports in 2020, and the scope and type of cars we supported expanded that needed full race or track support (this is a large sample of the type of cars we currently are supporting: Spec Boxster, Spec911, 997.1 Cup Cars, 997.2 Cup Cars, 991.1 & 991.2 Cup Cars, F458 & F488 Challenge Cars, BMW race cars, Audi GT4, Porsche 718 GT4 Clubsports).

BRracing Motorsports offers the following services for track activities: (1) Race Car or Track Car Storage, (2) Transportation, (3) Track / Crew support, (4) Setup / alignment / corner balancing (5) Full track car / race car service / maintenance / upgrades, (6) Tires – Mounting / Balancing, (7) Instruction, (8) Video analysis, (9) Complex data acquisition and analysis.

Here is the current schedule or plan for 2021. Check back often, as we expect to add other “private” track & testing days, and more events as the outlook becomes more clear:

22 – Exclusive Track Day (Sonoma)
26-28 – PCA DE and CR (COTA)

6-7 – SpeedVentures (Buttonwillow)
Private 2 day (Thunderhill)? *Testing for Yoko Cup

2-4 – PCA DE and CR (Thunderhill) *Testing for Yoko Cup (Easter weekend)
9-11 – YOKO Cup, GT Celebration (Thunderhill)
12 – Exclusive Track Days (Laguna 105db)
30-May 2 – Por SC (COTA) *Testing for Yoko Cup

8-9 – Exclusive Track Days (Laguna, 105db)
15-16 – SpeedVentures (Sonoma)
14-16 – YOKO Cup (COTA)
21-23 – PCA DE and CR (Buttonwillow)

11-13 – PCA DE and CR (Utah)
11-13 – YOKO Cup, GT Celebration (Laguna Seca)
26-28 – Chin Track Days (Road Atlanta) *Testing for Yoko Cup

2 – Exclusive Track Days (Sonoma) (Holiday weekend)
3-4 – PCA DE and CR (Sonoma) (Holiday weekend)
9-11 – YOKO Cup (Road Atlanta)
TBD – *Testing for Toko Cup (Mid Ohio)
31-Aug 1 – SpeedVentures (Laguna Seca, 105db)
30-Aug 1 – YOKO Cup (Mid Ohio)

13 – Exclusive Track Days (Sonoma)
13-15 – YOKO Cup, GT Celebration (Road America)
28-29 – PCA CR (Sonoma)

2nd – Exclusive Track Days (Laguna, 105db)
17-19 – YOKO Cup, GT Celebration (Utah)
24-26 – PCA DE and CR (Thunderhill)

9-10 – PCA CR (Sonoma) *Testing for Yoko Cup
15-17 – YOKO Cup, GT Celebration (Sonoma)
18 – Exclusive Track Days (Sonoma)

BMW E30 325i Restoration

As the BRracing program / locations / staff grow, so do the opportunities presented to us by our customers.  One of the great additions to our staff has been Frank C, who joined us from Canepa, where he was responsible for Canepa’s Porsche and Ferrari restoration projects.  This addition has allowed us therefore to expand the type of projects that we can tackle, along with the growth of our facilities and location in Campbell.

A customer presented us with the normal challenge….they had a strong love for one of their cars, and would like to have it restored to near new condition.  There are many approaches to “restorations”, and this was not a “ground up” type approach, which is normally an approach applied when the vehicle is either a true collector car, or has not been cared for and needs lots of help. 

That was not the case here.  This car had been loved and taken care of well by the owners, and they wanted to have many more years of enjoying the car.   The paint was showing its age, and the clear coat was starting to peel and crack on all the upper surfaces.  The convertible top needed work, and the fabric was just starting to come apart. The interior was faded, starting to come apart, and crack.  The carpet had no color left, was stained, and was torn in several locations. The engine was in need of some updating.  The wheels were chipped, damaged, and just looking old.

The hard part, when reviewing a list like that noted above for this BMW, is knowing what it will take to make this happen.  Is this a $1000 project, $10,000 project, $25,000 project, or more?  Will we find hidden damage?  Will we find hidden areas of rust?  There will always be surprises…and how do you set the expectation for what is about to come?

The best part is we had a committed customer, and who was excited about what this could produce.  We were truly excited about producing something stunning.  All the boxes were part of the scope – repair the body of all sins, repaint the body, replace the interior (seats, interior trim, carpet), replace the wheels and tires, replace the convertible top, take care of both the engine bay and the underside of the car, all suspension elements, driveline, engine / cooling system refresh.

Defining the scope, project plan, and work effort is the easier side.  What is harder is sourcing all the replacement parts.  BMW doesn’t make most of these parts any more.  You can’t get new carpet.  You can’t get new seats.  You can’t get new interior coverings and trim.  This is where the art in a restoration really shine.  Having both the resources, suppliers, partners, staff and skills to solve and overcome all those hurdles is why some projects are seen thru from beginning to end, and many others start and then die.  We knew we could develop and solve the problems as they presented themselves

Once we had the project scope defined, and we started to work the supply chain elements, the next step was to peel the onion, and peel back what we had to see if we found any hidden issues.

First then, was to remove all exterior trim, and prep the body for repairs and paint.  Here the first set of decisions needed to be made, and assessments recorded.  What shape really is the body in?  Can the exterior trim be saved?  If so, can it be restored?  If not, can we get replacements? Amazing when you have to remove them all, how many pieces of trim there really are.

Next, do we have areas of the body that have been previously repaired?  Is the metal in good shape? Are the body seams straight? Any surprises here?

Now, on to step 2.  Making the body ready for paint.  Finalizing and cleaning up any small areas of imperfection.

Doors, door jams, trunk, trunk seams, hood, hood seams.  The exterior is ready to go.  Since this is NOT a full body off, or full restoration, the scope did not include repainting of the interior body, the engine bay, and the trunk interior. Since those had not been exposed to sun and weather, they were in good shape, good enough that they still looked like they matched the new exterior paint.

Now, to peel the layers of skin on the interior.  Off comes the convertible top, all interior panels, the seats, the carpets, center console, and more.  Another round of inspection, assessment, determination of what needs to be kept, used, thrown out and replaced, or repaired.

Good news again on this project.  No interior damage, or serious rust. No hidden areas of water intrusion.  While this all sounds straight forward, removing carpet and interior sound deadening material that has been in place for over 30 years is nothing fun.  But, another step in the project.

Wiring, ground planes, connectors, ducts….everything is catalogued and assessed.  The interior then needs to be scrubbed, cleaned, and prepped for the start of putting it back together.  All the right pieces in the right places.  Determining where the sound deadening material needs to be placed.

One of the hurdles faced related to the seats.  We made the decision early on that we wanted to have all the seats redone….but what did that mean?  You can’t get new seats.  We developed one proposal to re-uphoslter all the seats.  But that would have put the cost of the project way beyond the project budget.  So, another approach needed to be implemented.  The alternative approach was to get new skins, and do the re-upholster ourselves.  We were able to find the supplier to get new skins to allow us to stay on target and on plan.

Making the decison on the approach for the seats also impacted the decision on the other interior panels.  The old panels were damaged, in some cases broken, and completely faded in color.  Doing the seats would create a complete mismatch in color, and this project was to restore the car to like new condition.  Therefore, we repaired the panels, and then had them repainted and color matched.  Here you can see the dramatic difference between the old and the new.

The result for the interior?  Quite the change…exactly like it looked when it came off the showroom floor so many years ago.

When customers don’t have a bottomless budget, then it becomes critical for the shop to be able to inspect and assess what really needs to be done, and what does NOT need to be done.  The same approach was applied to every area of the car.  An example where these tradeoffs were made is on the underside of the car, the suspension and the drivetrain.

Starting at the rear, the differential was removed, cleaned, inspected, assessed, with the determination that only seals, bushings, and fluids were needed. 

The subframe came out.  Cleaned, inspected for any damage, cracks, how straight it was, and then freshly cleaned and painted.

All rear suspension, subframe bushings replaced.  Exhaust hangers replaced….but the exhaust system left as is (it was doing the job it was meant to do, and no cracks or issues were found).  Rear axles replaced.  Some fuel elements replaced.

The same approach was applied to the underside, but at the front.  Driveshaft flex disc replaced, complete underside steam cleaned, new front lower control arms, ball joints, bushings (upgraded to polyurethane versions), steering tie rods, power steering hoses replaced (supply, return, high pressure), cooler lines replaced, engine mounts replaced, front underbody panels replaced (these often have taken a huge beating)

The opportunity was also taken through the whole project to deliver any service / standard maintenance that was due.

The engine looked old…felt old.  The cooling system got a complete refresh, coolant expansion tank, hoses, belts, tensioners, gaskets all replaced.  The engine covers were taken off (part of gasket replacement anyway), and repainted as well….quite a transformation.

Here is the engine “before” state:

Here is the AFTER state:

Once we had the exterior done, the drivetrain done, the suspension done, the engine, the interior done…all that was left was the new convertible top.  New top, fully serviced and lubed, then aligned and tested.

Here is the full completed result….

There it is….almost like we went back in time, and drove it off the showroom floor.

BRracing – bringing JOY to life

Porsche Body Codes – What Are They?

Not all Porsche 911s are Porsche 911s and not every 987 is a Cayman. Every Porsche model has its own internal code, or number. It’s easy to get a bit confused by all the numbers like 911, 959, 964, 993, 991 and so on. So today, we want to give you a brief introduction into the Porsche-Code.

The Porsche-Code has its origins in the 1930’s

Porsche’s internal counting started back in 1931. At that time, Porsche wasn’t a car maker, but the design office Dr. Ing. h. c. F. Porsche, owned by Ferdinand Porsche. At that time, every order got its unique number. Order number 7 for example, was a sedan for a company called Wanderer. A very prominent historic relic was Nummber 22: the Auto Union race car. The original Volkswagen was order number 60. As you can see, numbers rose pretty quickly, as every order, may it be an engine, a car, an axle or a tractor got its own one.

It was not until 1948, Porsche started building their own cars. That was the year of birth for the Porsche 356. Presented in June, the 356 was the first car ever to wear the name Porsche. It was updated over the years and its designation was accompanied by the letters A, B and C. To make very clear, what car was standing in front of you, Porsche often used the cars engine capacity for the model name, e.g. Porsche 356 A 1600 Speedster. At that time, the name of an engine appeared on some special models – it was the name of the Fuhrmann engine, which was called Carrera. That led to the Porsche 356 Carrera 1600 GT.

Full order books – rapid rise in order numbers

Thanks to their commercial success with the 356, Porsche’s order books filled up pretty quickly. Only five years after their first production car, Porsche presented a car with the last name “Spyder”. It was so cool, even James Dean couldn’t resist buying one. It already had number 550, so Porsche nearly filled 200 ordner numbers between the two.

For the next model though, the Porsche-Code changed drastically. An interesting side note: Porsche changed their nomenclature because of Volkswagen. Porsche already had a cooperation with the Wolfsburg company in mind, so they wanted to choose model codes, which were compatible with Volkswagens’. As their 900 range was still available, Porsche chose them for future cars.

The Porsche-Code as we know it, is owed to Peugeot

Porsche already had a successor to the 356 in place, which should have been called 901 and offered a six-cylinder boxer engine. They already planned a four-pot, called 902 to complement the 901. At the Frankfurt motor show IAA in 1963, the 901 was presented to the public and was an instant hit. Shortly afterwards, production for the customer cars started.

But there was one thing, Porsche didn’t foresee – Peugeot’s lawyers. Since 1929, the french car maker used three digit numbers with a zero in the middle for their models. In France, they enjoyed protection by law for that typing. As Porsche wanted to sell their cars with the same name worldwide, they had to rethink the model name. As usual, they chose a pretty pragmatic approach and changed the model name into Porsche 911. Why? Porsche already had three digits for the emblems and the prospects available: 9, 0 and 1. So they chose to replace the 0 with the 1. The rest of it is history…

At some point, the 900 numbers ran short as well, so Porsche had to alter the code again.

At first, Porsche decided not to change the internal model code for the Porsche 911. The engineers called the 911’s evolutions A-, B-, C- and so on series. This was the Porsche-Code for the next ten years, until the first major update in 1973, which led to the G-Series Porsche 911. Special models in the range still got their own unique number. The most prominent example is the Porsche 930, or 911 Turbo.

914, 924, 928, 944, 964, 968… The Porsche-Code makes simple numbers synonymous for driving pleasure.

Numerous models followed within the 900 nomenclature. A very light and nimble mid-engined sports car with the 914 and the transaxle models with four- and eight-cylinder engines (924 and 928). This typical three digit number, beginning with a nine quickly became a Porsche trademark. Whoever reads about 964 or 928, immediately recognizes it as a name of a Zuffenhausen sports car.

With the introduction of the 964, the Porsche-Code changed completely

In 1988, the first completely redesigned Porsche 911 was presented. Internally, it was called the 964 and marked a significant change in the Porsche-Code as well. From then on, Porsche used their own code a bit more liberally. Following the 964, in 1993 the last aircooled Porsche saw the light of the day – the Porsche 993. In the transaxle department, the 968 joined the party. 

Porsche 964 Carrera 2 C2 3.6 Paul Stephens Front end bumper Stoßstange

In the mid-90’s, the very first Porsche Boxster was introduced. Its internal code? 986. Shortly afterwards, the first watercooled 911 entered the competition and was called 996. The following 911s were called 997 and 991, with the most recent model being called 992. So the tradition of the three-digit numbers is continued, even though not as stringent as 60 years ago. Today, only Porsche’s sports cars wear numbers as model names. All four-door models wear real names.

In order to meet this credo, when changing the Boxster/Cayman platform from six- to four-cylinder engines, Porsche used the name 718 again. This number was used for a very successful hillclimb racer, called 718K, back in the days. The four-door cars wear names like Panamera, Macan, Taycan and so on. In 2020, there are three different sports cars in Porsche’s range: The 718 Boxster, 718 Cayman (internally called 982) and the Porsche 911, with its internal code 992.


Porsche-Code for recent models

  • Boxster: An artificial name used since 1993 and derived from Boxer (engine) and roadster
  • Carrera: Originally, “Carrera” was the name of the Type 547 four-camshaft engine designed by Dr Ernst Fuhrmann. Porsche later used this suffix for the most powerful engine versions, such as the 356 A 1500 GS Carrera or the 911 Carrera RS 2.7. However, Carrera has almost become established as a synonym for the 911 model series. The name comes from the Carrera Panamericana, a Mexican endurance race in which Porsche secured major successes with the 550 Spyder.
  • E-Hybrid: Apart from the combustion engine, the E-Hybrid models also have an electric motor on board, which provides more thrust while simultaneously emitting less CO2.
  • Executive: The Executive models of the Panamera have a body extended by 15 cm, which primarily benefits the passengers sitting in the rear.
  • GTS: GTS stands for Gran Turismo Sport and is originally a homologation class from motor racing. The 904 Carrera GTS received this epithet for the first time in 1963. In 1991, the 928 GTS revived the tradition. The GTS suffix is currently used to designate the especially sporty and exclusive models of a Porsche model series.
  • RS: The RS stands for RennSport (=racing sport) and is a street-legal model that has been derived from the motor racing version. The designation is, however, also used for particularly sporty models, e.g. the 911 RS America.
  • RSR: The RennSport Rennwagen (RSR) [literally: racing sport racing car] is a purely competition version and is not street legal.
  • S: S for “Super” or “Sport”: a version with a more powerful engine. Today the S consistently stands for “Sport” and, in addition to the extra-sporty engine, additionally includes enhancements to the equipment compared with the basic model.
  • Speedster: In the Speedster models, the windscreen is significantly lower when compared with the basic model, which gives the car a more streamlined silhouette. In return, the driver has to sacrifice comfort in the equipment provided.
  • Spyder: The designation originally comes from the coach-making term for lightweight, open carriages for two people. In a similar way to the term Roadster, Spyder at Porsche designates open mid-engine sports cars. The 918 already has a legendary predecessor in the 550 Spyder from 1953.
  • T: Although it was also available as a Targa version, the T in the 911 T from 1967 stood for “Touring” – and hence for a less expensive entry-level version of the classic vehicle with a weaker engine. With the 991, the T made its return. The 911 Carrera T is a lightened base model, specced with a few driver focussed bits.
  • Targa: The 911 Targa is an open version of the 911, characterised by its distinctive roll-over protection bar and its fixed roof section. The name comes from the legendary Sicilian road race Targa Florio and means “plate” in English.
  • Turbo: These models have an engine with exhaust gas turbocharger, which produces a powerful boost in performance. All Porsche models have had an exhaust gas turbocharger since 2015.
  • 4: Models with all-wheel drive

Historic models

  • CS or Clubsport: Available from 1992, the Club Sport (CS) version of the 968 had the same engine but had undergone streamlining for extra sporting character: without window lifts, rear seating and air conditioning, it may have been less comfortable but was significantly lighter and therefore faster than the 968.
  • GT: Similar to GTS, the suffix Gran Turismo (GT) signifies a sportier version of the basic model; the designation has its origins in motor sport since it was possible to homologate vehicles for the GT class. Used for the first time in 1955 with the 356 A 1500 GS Carrera GT, Porsche returned to the designation in 1989 for the 928 GT.
  • GT-Cup: Near-production racing version. Not street legal, used for example in the Porsche Carrera Cup.
  • L: L for “Luxury”. The third version of the original 911 received this suffix in 1967.
  • LWB/SWB: LWB stands for long wheelbase, SWB for short wheelbase. From 1964 until 1968 the 911 had a shorter wheelbase. F-model cars from 1969 onwards are long wheelbase cars.
  • MFI: Mechanical fuel injection system.
  • Pre-A: 1948 until 1955 built Porsche 356s.
  • SC: Introduced in the model year 1964, the 95 hp 356 SC (Super C) was intended to mark the end of the series. In a similar way to this, the 911 SC (Super Carrera) was introduced in 1977, and was initially also intended to be the last 911 model. However, the series ended up being continued with the 911 Carrera 3.2.

Porsche Boxster Spyder – Pretty & Quick

Porsche 981 Boxster Spyder – Pretty & Quick

Each project has it own’s set of objectives.  Some are to make the car fast, some are to make the car handle, some are to make it have a unique and stylish look.  This cusotmer wanted a faster car, but one that has a wholestic design look.  The good news is that the base platform in which he wanted to do these upgrades was nearly the perfect choice, the Porsche Boxster Spyder (981 version, w the normal flat-6 Porsche naturally aspirated engine).  The Spyder is at the top of the food chain for the Boxsters, and shares many of the pieces suspension, interior, exterior, and engine w the Porsche GT4.  A great platform to work from.


The newer Porsche 981 Boxster Spyder has looks that were much improved over the prior generation 986 and 987. The Boxster Spyder then adds to this base look with some added design elements (splitter, diffuser, removeable convertible top).  But…but, it still didn’t look like it was meant to be.  That leaves the door open for some stylin upgrades.

It needed a integrated look. 

We started w the wind deflectors (these are a must for almost any Porsche), then needed to match the car.  If we did the wind deflectors, then we needed to make the mirror caps match as well (the integrated / complete look).

Continuing the “integrated / wholestic” approach, the next element that struck us as not being part of the whole was the rear diffuser, especially on this red Porsche.  It neither stood out, nor it did it look like part of the whole.  So, we painted the rear diffuser and surrounding elements body color, now it looks like it was meant to be there.

Now the car is starting to come together.

There were a couple of approaches we contemplated on the next step.  How far do you carry this theme, of the completely integrated look?  Do we do the inside of the steering wheel?  The interior already has the red stitching on the uphosltry, the red main door pulls (cloth fabric rather than actual door handles) and the interior accent pieces are all red.  We didn’t want to go too far, and loose the design look, but we wanted to take it that one step beyond what is easy for the factory to do, and make it look better.  The car also had been ordered w the Porsche Sport Carbon Fiber seats, w the black seat belts and the red stitching.

One of those other elements that we debated was the main roll hoops and the surrouding black plastic pieces.  Nothting here said it was part of the whole, but at the same time, doing all the plastic would, in our view, be too much.

Therefore, we decided to just do the main roll hoops.

One of the steps you have to caution yourself when trying to add to the overall look is that you don’t go too far, and make it loose its character and distinctness.  Along these lines, we thought about also doing all the badging.  We made a mixed decision here…trying to integrate, while still trying to find design touches and accents.  We did the rear badging in black, and left the SPYDER logo on the side near the convertible top in chrome.

Now that the car has the full looks (worked nice that the car came w the red brake calipers, so no need to do anything there).  So, now need to add some power to make it perform as well as it looks.


Porsche has followed a very well defined plan for the Boxster Spyder and the Cayman GT4.  They have the larger engine, a “de-tuned” 911 engine.  Therefore, the same is true with how to upgrade the engine to get more power.  The intake has been restricted, the exhaust has been restricted, and the engine has been “de-tuned” from its capability.

Therefore, those are the low hanging fruit.  The exhaust, the intake, and the tune.

For the exhaust, we have limitations here in CA, as we can’t really do the full exhaust suite….we would like to, but we run into issues if we swap out the catalytic convertors.  Therefore, this customer elected to just do the rear muffler section.  Still impoves the flow, the sound…which is intoxicating and engaging….dragging you into driving the car harder and harder, just to listen to the exhaust sing.

The exhaust we chose to go with for this car was the SOUL Performance system.  We love everything about this solution.  The fit, the finish, the quality, the SOUND.

Here is the stock setup:

Besides seeing what this looks like, you can also see that there is a fair amount of weight in the stock exhaust system.  The car had the Porsche Sport Exhaust (PSE), so we wanted to retain the valvetronic nature when swapping out the exhaust system.  Here is the new SOUL Performance exhaust system, which includes the “over the axle” pipes.

As mentioned before, the fit, finish, design of the SOUL Performance system is top notch.  You have a choice even of what type of tips.  The valvetronic element is very easy to see, as is the natural flow of the exhaust when the valves are either in open mode or closed mode.

Now you can see the dfference with the new system installed:

Lighter, great fitment in all areas, tips are perfectly placed, better flow, and great sound.  Check.


The next piece of low hanging fruit, meaning an easy upgrade with diret results, lies in the intake system.  Here Porsche limited the flow to constrict the power, especially at the higher RPMs.  The flow is restricted at the throttle body and the intake plenum.  When such an issue / opportunity exists, the aftermarket manufacturers rise to the occassion, and produce just what is needed.  The next step is selecting the right stuff.

Knowing this, and having tried this same approach on the other GT4s, the approach and solution have been proven.  Replace the throttle body w the GT3 unit (this biggest unit there is), and replace the plenum w the IPD unit.

Here are some pics of the new elements.  When addressing “intake flow”, you need to be wholistic in the approach.  Changing just one item does not solve the restriction.  We see a lot of customers do this on other cars, they will just do a part of the intake (like adding a “cold air intake” (or what they think is a cold air intake, which many times is not, or in changing the intake filter (the filter is not restrictive, the stock filters do a fine job)), but not the whole system. Once you increase the flow / volume, you have to do it from there all the way to the intake port.

Here is the new GT3 throttle body and the IPD plenum:

As just mentioned, it needs to be a whole solution, not just pieces.  The IPD solution provides you the connecting parts as well.

Let’s take a little closer look at each of these pieces to see if they really are bigger, different, like the thottle bodies (stock Boxster Spyder vs the GT3 unit).  The size / volume is quite a bit different (bigger) w the GT3 throttle body.

So, if we are increasing the flow at the throttle body, how about before it?  The intake tube from the airbox to the throttle body needs an upgrade as well:

Why we love the IPD plenum, is that they didn’t just make a bigger one.  They made a better one. Dealing w air flow, it is often the little details that make the difference.  The shape provides less disruption to the natural air flow, in that it splits the flow and more readily directs it to the intake manifoldds.  Any time you change the direction of the airflow, you lose efficiency and velocity / pressure.  We want to stuff the combustion chambers w as much air as possible.  The more air we can stuff into the cylinder, the more we can increase the amount of fuel.  The more fuel, the more power.  Even in the intake tube image above, you can see how the flow has been improved over the stock unit.

There has been huge amounts of research in air flow in how to deal w the flow and optimize it.  When air flows over a surface, there is a different laminar flow characteristic, almost like friction. This slower flow along the surface then causes turbulence and internal vortices…these are what slows the flow.  Therefore, something needs to be done to increase the flow, or lessen the turbulence.  IPD has implemented the dimpled surface (think of a golf ball surface),   Again, its the little things, all put together that make a difference.

Here is a complete view of the engine / transmission, and you can visually see where the intake restrictions lie, and how the complete IPD solution solves this.

Now, while that addressed the original objectives, we can’t just leave it at that.  There is always more that can be done.


The Porsche Boxster Spyder has the 3.8L naturally aspirated engine.  Pretty amazing just like that. But, now that we have improved / lessened the restrictions, we can ask even more from the engine.  For the most part, engines will now self adapt.  But, we’re not looking for it to just adapt, we want MORE. 

Enter the tuing world.  There are a couple of well known tuners out there.  For Porsche, our two favorites are COBB and APR.  Of these, COBB is the better choice for the Boxster Spyder.  Easy to install, the ability to switch modes with the hand held tuner unit.  You can select from a variety of “maps”.  For this car, due to it being in CA, that means we are selecting the Stage 1 / 91 octane “map”.  Presto, instant upgrade of power across the whole power band.


For the most part, we don’t like to push solutions on our customers.  We want to be there to be a consultative service, to help customers evaluate options / budgets / impacts, so that they can make the best decision.

But, every now and then, there is a product that is soooooo good, that we want all to know.  We believe the PASM / DSC module is just that.  It’s a WIN-WIN solution.   If your car has PASM (active shocks, active stability management), then you HAVE TO HAVE this in your car.  It softens the normal ride, it firms up the agrressive ride when you want it.  Just a push of the button on the center console changes the suspension to what you want.  You want a comfortable ride (like for communiting), then chose “comfort” mode.  You want to go chase motorcycles or go to the track, then you can choose either PASM, Sport, or Sport + mode, and it will transform your suspension and handling.

DSC Module

There…we have it.  All the boxes are checked.  The results proven.  The car complete.

BRracing, creating amazing results for our customers.

VW GTi – Sleeper

There are times when you buy one car, but you really wanted a set of features that are available on another model.  Like, you want all the performance and upgrades of the top of the line sporty version, but you need the utility and convenience of the four door model.  Such was the case with this VW GTi.  The customer liked the look, ease of use, of the 4-door GTi, but longed for the performance of a VW Golf R.  This car was never going to see the track, but they longed to equal or exceed the performance of the Golf R.

Well, that’s what upgrades are for.  Transform this VW GTi 4-door into the same sleeper rocket that a fully tuned Golf R is.  All the normal upgrade boxes get checked:  Suspension, Brakes, Exhaust, Wheels / Style, and of course, Engine Performance.


If you are going to add gobs of power and performance (and we are), then we have to make sure the brakes are up to the task.  The stock VW GTi brakes are not.  The “go to” soluiton is Brembo, and they have just what we need.  Full “big brake kit” for the GTi.  Brembo GT kit, consisting of 4-piston calipers, upgraded performance brake pads, stainless steel brake lines, and their proven Type 3 2-piece, slotted, rotors. 

There’s even a financial advantage here…the Brembo Type-3 rotors will last beyond a single set of brake pads, even more aggressive performance pads, and don’t require replacing with every brake pad change unlike stock rotors, saving money and labor. 

To equal the upgrade on the front, the rear brakes got upgraded slotted StopTech rotors, and the same performance brake pads.

Brake fluid got upgraded (we have seven different grades of brake fluid, for this project we upgraded to Motul 660 from stock) to equal the customers use case.


There are a lot of options when considering suspension upgrades, and usually, a lot of tradeoffs.  The options are normally these:  (a) sport springs, (b) sport springs and performance shocks, (c) height adjustable springs, (d) non-adjustable coil-overs, and finally, (e) adjustable coil-overs.  We tend to lead customers to the adjustable anything option, as needs are different for everyone, and needs change.  The adjustable solution allows those needs to be met over time or if requirements change as well.

Our “go to” solution to achieve the best fit is the Bilstein PSS10 / B16 dual adjustable coil-overs (both rebound and shock compression are adjustable with a single adjustment knob).  The key to this kit though is the ease by which the ride / handling can be changed.  The KW v3 offers a similar solution, but they are often NOT easy to adjust. 

We find that customers often say they want the ride to be like “X”, and then find out they really wanted it to be like “Y”.  The Bilstein kit allows this to be altered quickly and easily.

The other main advantage of the coil-over approach is the ability to adjust the ride height. We wanted to lower the car some, not a lot, as we still wanted plenty of suspension travel, and didn’t want to lose the ease of driving into driveways and over speed bumps.  The range of adjustment in the ride height of the Bilstein kit gives us just what we needed.


This is always more difficult than you would think.  There is such a great variance in what one considers a good exhaust note vs another, along with what one considers to be too quiet while another considers an exhaust too loud.  For this customer, there were two objectives, release some more performance, while also bringing the exhaust volumne up.

Since we knew we were going to use the APR software to tune the performance, the good news here was they also had part of the solution in the exhaust as well.  As full set of upgraded “down pipes” to improve the flow of the exhaust coming out of the turbos, combined with an upgraded resonator less center section.


Besides just wanting some more stylish wheels, we needed the new wheels (18″ diameter) to ensure they could cope with the upgraded, large, Brembo brakes.  Surprisingly, not many wheels could accomplish that.  We found a great option in a set of TSW Flow Formed wheels, in an anthracite color.  Perfect fitment, clearance for the Brembo calipers and rotors, and great looking.

Starting to come together:


When it comes to choosing a software “tune” for VW or Audi, and now many Porsche’s, our “go to” solution is APR.  Proven, reliable, tested, easy to use, many stages and fuel options.

They may or may not be the absolute highest output, that’s not what matters to us.  We want the increase in power, but we want long term reliability.  We have never had any issue w any APR tune or upgrade on any of our customers cars.  We have installed LOTS of APR software upgrades, and they work, and produce great results.

Take a look at the dyno plot for their solution for this VW GTi.  Amazing….just what the customer wanted.

The good thing is they offer a Stage 2 level tune, and also one that supports 91 octane fuel (which is what we have here in California for “premium” fuel).

To make their solution even more flexible, they offer a “mobile” application that users can use to play, measure, gather data, and alter the tune at any time.  APR Mobile.

And there we have it.  A killer VW GTi…producing amazing power and acceleration, great handling, brakes that can stop and take any amount of abuse, and best of all…the car looks great.

Just what the customer wanted.  A four door VW GTi that out does a VW Golf R.

BRracing – producing killer results.

Why We Use MOTUL Fluids

When we started BRracing, we positioned ourselves to be a better alternative than the dealer. Better service, better experience, better or bigger scope of services, less expensive, more convenient, more accessible, more personable, and more. As part of that, we wanted our customers to feel that we took as good or better care of their car. We wanted them to have full confidence, full trust.

Therefore, one of the early choices was what fluids to we use and offer – engine oil, brake fluid, coolant, power steeering fluid, transmission fluid, differntial fluid, and more. To make the choice easy, we started with a base line of using the same fluids as the dealer or car manufacturer. If you had confidence in them, then you could have confidence w us.

When we started our Motorsport division (2011), we now needed to look farther, and needed to provide the best solution period. Reliability, longevity, lack of wear, additional performance even, those were the key requirements for the Motorsport side. That is going from the baseline, and moving beyond. Since we started our Motorsports program with customers running in “spec” series, if we could find an advantage as well, even better.

We then started to encounter a change in philosophy from the dealers. They weren’t picking the best fluids, they were partnering w fluid manufacturers, making deals, to reduce their service costs. If the longevity or reliability of the car went down, they didn’t care.

That showed itself first to us when Audi moved away from their standard locally to Pennzoil engine oils. I couldn’t find any test that showed Pennzoil to be better….in fact, they showed up on the lower end of the scale. When I asked them why the switch, they replied that they were now owned by Penske, and Penske is the distributor of Pennzoil, so they were now directed to use all Pennzoil products.

I didn’t find that in the best interest of the customer, nor the car. It was during this same period of time (2007 – 2011) that Audi started to demonstrate issues with their engines on oil consumption (most notably the CAEB engine). So, with this, we started to evaluate different oil options. We looked at MOTUL, Joe Gibbs Racing, Redline, Mobil1 and some others. Due to the long term commitment to us by our customers, we could also evaluate and build a database of what oils worked best for the variety of use cases. We also read up on the base materials used in most synthetics, and to determine if their was any difference really…..or were they just oils?

We set up meetings w the product managers / sales engineers of each of the products, and educated ourselves as best as we could. We reached out to our other key Motorsports partners and friends, and polled them, what data did they have to back up their decisions on fluids?

Again, as time marched on, another car manufacturer made another fluid decision. BMW had long used Castrol. There was a lot of debate about the value or worthiness of Castrol, but BMW had defined another viscosity blend for their “M” cars w the 10w60 engine oil….that won them some brownie points. Then, in 2013, BMW decided to randomly drop their relationship with Castrol, and now partnered with Shell. OK, peel the onion here a little more, and Shell is owned by Pennzoil, and Shell fluids are nothing but Pennzoil fluid rebranded.

This is the straw that “broke the camels back” in our view. Their are lots of objectives and reasons that car manufacturers pick their partners, but we didn’t find any press release for either Audi or BMW where they stated they had made the change to improve the results.

That broke our position as a shop…they were making decisions that we could not find in the best interest of our customers. With the data we had been collecting now for several years, we decided to move in a different direction….we chose MOTUL as our fluid supplier for all our customer applications (and no, we don’t have any special relationship with MOTUL in any way, no special discounts, no volume deals, no sponsorship). We had found that the MOTUL engine oils we were using for our Audi and MINI Cooper customers had resulted in less oil consumption, equal or better fuel mileage, oil sampling showed less engine wear….all wins in our view. On the Motorsport side, we found several other benefits with their MOTUL Trophy fluids…we got more power (dyno results), engine oil temps were less, wear was less, differentials and transmissions were lasting longer. All wins.

So, who is MOTUL?

MOTUL Oil | Tradition of Excellence and Quality
There is no better way to prolong the life of an engine than to use quality lubrication. MOTUL Oil is a brand that understands this very well. Engine oil is much more than just a liquid you pour into your car every 10,000 miles (or whatever your oil change interval is).
It is the essence of performance, carefully crafted to be tensile, slick, and durable. MOTUL is one of the few companies that are at the very edge of engine oil development. This brand has been adopted by racing teams and luxury car manufacturers alike and for a good reason.

The History of MOTUL Oil
Much like every successful story, that of MOTUL has humble beginnings. The company was founded in New York in 1853. Back then, performance engines were just a figment of imagination. A vision that only a select few individuals shared. MOTUL from 150 years ago was a completely different company. Their main products were whale oil and whale oil derivatives, which were used to fuel lanterns, make soap, and even margarine.
MOTUL was owned by Rockefeller Group at one point, only to change hands and become officially known as the Swan Finch Company. This was when MOTUL began expanding the lubrication side of the business. The MOTUL we know today was born in 1932 when the Zaugg family bought the company and moved the entire operation to France. From that point on, MOTUL was known as the French brand.

It was under Zaugg’s leadership that this company made some of the most important advancements in the lubrication industry. Namely, they’ve made the world’s first multigrade motor oil, the world’s first semi-synthetic, and later, the world’s first 100% synthetic oil.

Performance in a Bottle
After propelling the automotive industry forward with its innovative lubricants and fluids, MOTUL quickly became a synonym for performance. The company got heavily involved in the world of racing. Going over their list of partnered racing events will reveal numerous well-known names. European Le Mans Series, FIA World Endurance Championship, Super GT, Moto GP, Isle of Man TT are just some of the places where you’ll find MOTUL’s banners along the track.

MOTUL has signed a partnership deal with BMW M Motorsports in January of 2020 (a little ironic now, in hind sight from our point of view). Not long after, the BMW Team RLL won the opening round at the IMSA WeatherTech SportsCar Championship in Daytona.

The fact that BMW M Motorsports has recognized MOTUL as a suitable partner for their endurance racing team speaks volumes about MOTUL’s fluids. No matter what BMW model you drive, you can rest assured that MOTUL’s oils will work great in your car. After all, if BMW M Motorsports is using MOTUL, you have nothing to worry about.

MOTUL’s oils, lubricants, and fluids are not only capable of withstanding the pressures of such high-stress races, but they were purpose-built to work under such gruesome conditions.
When every millisecond matters and speeds exceeds 200mph, there is no room for error. Proper engine lubrication is vital for both power and temperature management as nothing kills performance like excessive heat.
MOTUL fluids are perfectly capable of keeping your engine in perfect working condition even if you push your car to its limits. Each MOTUL lubricant is created to provide the most efficient and protective environment, so you won’t have to introduce more additives to improve results. They are fantastic straight out of the container.

Building Trust Through Consistency
The long track record of excellence has put this brand at the crosshairs of numerous racing teams and high-performance car manufacturers. After all, maintaining a high powered engine properly lubricated while it’s working at maximum load requires experience and innovation. Both of these are something MOTUL has in abundance.

Keeping up with the ever-evolving needs of modern motorsports is what drives MOTUL forward. One of their latest series of engine oils is a direct result of this close relationship the brand has with racing sports.

MOTUL Trophy 300V | When A Few Liters of Oil Makes All the Difference

MOTUL’s latest 300V series of synthetic engine oils are designed to offer peak performance at extreme temperatures. These oils are used in race cars as well as high-performance bikes. Based on ESTER Core technology, 300V is all about providing that competitive edge while reducing engine wear and oxidation due to high temperature.

ESTER Core technology allows the 300V oil to adhere to cylinder walls even when the engine is cold, preventing a lot of the damage that is caused by a cold engine starts. With that said, this particular oil can be beneficial to regular car owners who want to keep their motors working flawlessly on the road every day.

300V is a perfect example of racing technologies spilling over into the commercial products segment, where everyone can benefit from the innovation such oils bring to the table.

Regular Car Owner’s Dream
Despite continually researching and developing racing oils and lubricants, a massive part of MOTUL’s everyday operations is focused on the consumer market. This company has had a lot of success in designing oils that have improved the overall longevity and performance of engines. Therefore, it’s no surprise that MOTUL is on the recommended engine oils for many brands.

BMW Approved, Ferrari Certified
Over the years, MOTUL has become the oil of choice for many car manufacturers. The complete list of European brands includes BMW/Mini, Audi/VW Group, Ferrari, Volvo, Jaguar/Land Rover, Aston Martin, Ferrari/Maserati, Mercedes-Benz, and Fiat. With that said, MOTUL also offers a complete line of lubricants for Asian car brands as well.
Most of the brands listed above recommend MOTUL’s 8100 series of fully synthetic engine oils (this is what BRracing uses for all our BMW, Audi, MINI Cooper, and Mercedes customers, for Porsche, we will use either Mobil1 or MOTUL, per customer desire). MOTUL 8100 combines a number of quality base oils that meet and exceed OEM requirements. This is a high-quality lubricant with a proven track record of consistency and performance. With this range of oils alone, MOTUL has given the rest of the industry something to think about when it comes to consumer-grade lubricants.

8100 series of oils come in a variety of flavors X-Clean (primarily for diesels), X-Cess, X-Power, and X-Max. While all of the 8100 offers excellent baseline performance, some of these versions are optimized to cater to different performance goals. For example, MOTUL X-Clean was designed to be used in petrol and diesel engines fitted with DPF filters. On the other hand, X-Power oils, like the 10w60, are meant to reduce wear in high-performance machines such as BMW M cars. Additionally, 8100 sports a complete Eco line of oils as well.

MOTUL’s 8100 series of oils carry different designations depending on the car manufacturer. Most BMW owners are likely to recognize the LL-01 and LL-04 line of fully synthetic oils. These were also used in Mercedes-Benz, where they carry the MB-Approval 229.5 designation. Porsche is also using this oil under the C30/A40 name.

Contrary to the 8100 range that can be used in a variety of car makes, MOTUL’s SPECIFIC line of oils is all about individual car models.
BMW owners will recognize the Specific LL-01 FE synthetic oils, which are known for their fuel economy-oriented performance. There’s also the Specific LL-12 FE and Specific LL-14 FE lubricants that match specific BMW OEM requirements and offer similar performance. 8100 Specific series are used by other car brands as well. Volvo recommends the RBSO-2AE oils while Land Rover and Jaguar advise their drivers to use STJLR 03.5004 and STJLR 51.5122. Similarly, Porsche and the rest of the VW Group list the MOTUL Specific 508 00/509 00 0W20 as their recommended OEM oil.

Lastly, there is the Sport line of oils designed for use in high power performance engines, including those with forced induction. These are ester-based oils that can handle the needs of high-HP turbo or supercharged motors, all while significantly reducing engine wear.

This company also offers a complete line of brake fluids, which are currently its top-selling product. MOTUL RBF 600 and RBF660 are known for their extremely high wet and dry boiling points, which makes them a perfect choice for track use in high-performance braking systems. On the other hand, MOTUL DOT 5.1 brake fluid brings some of that high-temperature handling to standard ABS systems. (As a side note, BRracing uses or has available over 7 different brake fluid options, depending on the application, need, budget of our customer, we still believe Endless and Brembo brake fluids are better than MOTUL’s RBF660).

MOTUL’s complete catalog includes a variety of coolants and antifreeze, transmission gear fluids, and much more. Their range of products is diverse but shares one thing in common – quality you can rely on.

Cutting Edge Manufacturing Processes
MOTUL oils, engine fluids, and lubricants are made in facilities all over the world. The company is continuously working on refining its manufacturing process to improve efficiency as well as maintain the quality of their products. Implementing such strict quality standards has allowed car owners to know precisely when they need to change their oil.
Oil change maintenance intervals for MOTUL oils differ based on the blend being used. The 300V high-performance engine oil is meant to be used for around 3,000 miles between oil changes. However, other oils from MOTUL’s product range will last much longer as they are designed for endurance.

More Recent Developments – Porsche and MOTUL

For MOTUL, sponsoring a team in motorsports goes beyond a simple decal and marketing effort, as the brand requires each technical partner to use and test their products on the track. These partnered teams use the same 100% synthetic race lubricants that customers can buy in stores, and any improvements found on the track translate to the entire product range. With new North American partnerships in IMSA with both BMW M Motorsport and Pfaff Motorsports, MOTUL has the perfect rolling laboratories to put items like their 300V, RBF 660, and gear oils through the paces.

In January, Pfaff Motorsports completed the Rolex 24 at Daytona with their No. 9 Porsche 911 GT3 R. Samples of the MOTUL 300V 0W40 used during the entire race were sent to an independent lab to see how a full day of racing has impacted the oil. See the results below from CAT, which show that the critical elements to protect the engine had no issues standing up to the heat and stress:

According to Alec Wolff, MOTUL’s Technical Manager, these tests “indicates the overall health of both the engine and the oil circulating inside it.
“The first thing we’ll look for is any metals being deposited into the oil,” he explains. “This gives us a pretty good idea of what could be wearing.”
High iron readings, for example, can be a sign of premature crankshaft or cylinder liner wear. High amounts of aluminum could mean an issue with the cylinder heads. Copper usually points toward bearings, while other elements like lead and silicon can come from environmental sources like fuel or even sand ingested into the intake.

The techs also look at the oil’s viscosity throughout the test. “One of the ways we can look at the general effectiveness of the oil in an analysis is to look at the V100 number, which is a measure of viscosity,” Wolff explains. “All weights of oil have a window of viscosity they they’re supposed to hit at a given temperature. Oil that’s broken down will typically be outside that ideal viscosity range that it was when new.”

These analyses will also look at the softer elements that make up the oil itself: things like manganese, calcium, zinc, magnesium and phosphorous. These elements are often part of the oil’s additive package and help give a base oil stock its specific physical and chemical characteristics, like altering its surface tension, isolating unwanted combustion byproducts and more

These positive results aren’t a surprise to MOTUL engineers, as MOTUL uses dyno-based simulations that run a Porsche GT3-spec engine through a preprogrammed use pattern over a set period to replicate race conditions during MOTUL 300V product development.

In fact, one of the company’s go-to tests is a simulation of the 24 Hours of Le Mans. During that single test, the engine is accelerated and decelerated against a load that duplicates repeated laps of Le Mans. A fully gimballed dyno rig even tilts and leans the engine to simulate g-loads experienced during cornering, acceleration and braking.

Data is captured constantly, in real time, throughout the test cycle. During the dyno tests, MOTUL monitors data such as horsepower and oil consumption. Highly stressed oils can break down under thermal and mechanical stresses, allowing their compound chemical components to again become individual elements.

“Shear strength is a huge key with racing oil,” Wolff explains. “The key is you want to maintain a film of oil between metal surfaces, obviously. It’s easy to do that if the oil is really thick, but you have to run bigger tolerances in the engine, and you lose real power to parasitic drag moving that thick oil around.”

Tightening up those tolerances puts more demands on the oil. “So, you want to run as low viscosity an oil as you can to cut the parasitic drag,” he continues, “but also to make that layer of lubrication between surfaces very thin, so you can have more precise tolerances. When you’re running things that tight, shear strength is a huge consideration, because the oil needs to maintain its structure to keep providing that barrier between metals.”
Ester Core technology found in the MOTUL 300V race oils provide that excellent shear strength and even has other inherent chemical properties that make them a good start for a high-load oil. The actual polarity of ester molecules attracts them to negative charged metal surfaces, which serves to further enhance the stability of the microscopic layer of liquid lubrication between surfaces.

It’s this level of technology, refined through years of racing development and success at tracks around the world, that give teams and drivers at all levels the confidence to trust MOTUL.

BRracing has been using MOTUL products for about 10 years now. We have serviced over 22,000 cars in our business lifetime (13 years)….we have never had any issues, and in fact, as mentioned before, we have improved the oil consumption (lower) and fuel economy of our customers cars. There is always a reason we do the things we do…to make it better for our customers.

BRR Motorsports – 2020 Schedule

2019 was yet another development and platform expanding year for BRracing Motorsports (BRR Motorsports), as our “track customer” base continued to grow in all manners (I know, we just keep saying that), and our customers again traveled all over the scenic United States to sample all sorts of tracks, hotels, airports, restaurants, and other cultural hangouts as part of their track day or racing experience. And we thank all of our customers for such a great year…and for having such a great time together as a group.

Due to our experience base, and service offerings…we had several new customers join BRR Motorsports in 2019, and the scope and type of cars we supported expanded that needed full race or track support (this is a large sample of the type of cars we currently are supporting: Spec Boxster, Spec911, 997.1 Cup Cars, 997.2 Cup Cars, 991.1 & 991.2 Cup Cars, F458 & F488 Challenge Cars, BMW race cars, Audi TCR, Porsche 718 GT4 Clubsport).

BRracing Motorsports offers the following services for track activities: (1) Race Car or Track Car Storage, (2) Transportation, (3) Track / Crew support, (4) Setup / alignment / corner balancing (5) Full track car / race car service / maintenance / upgrades, (6) Tires – Mounting / Balancing, (7) Instruction, (8) Video analysis, (9) Complex data acquisition and analysis.

\\Here is our current outlook for 2020 – these being the events customers have already targeted to participate in. The schedule will change regularly, so check back often (we will also be adding in our own “private” track day events):Jan 24-26: Audi Club (Thunderhill) (Going)(DONE)
Feb 1-2: Lucky Dog Race (Buttonwillow)(DONE)
Feb 14-16: SCCA Race License School (Thunderhill)(DONE)
Feb 21-23: MVP Tracktime DE (COTA) (Optional)
Feb 28- Mar 1: PCA DE and CR (COTA) (DONE)
Mar 6: Fast Toys Track Day (DE)(Laguna)(DONE)
Mar 11: Open Testing (Sonoma)(Cancelled)
Mar 14-15: POC (Porsche Owners Club)(Buttonwillow)(DONE)
May 7-8: Private Test Event (Thunderhill)(DONE)
June 5-7: PCA DE and CR (Utah Motorsports Park) (DONE)
June 12-14: SpeedVentures DE (Laguna)(DONE)
July 17-19: Porsche Trophy Cup (Utah) (DONE)
July 17: Exclusive Track Day, DE (Laguna)(DONE)
August 14-16: SpeedVentures (Laguna Seca) (DONE, *103db limit)
August 20-23: Porsche Trophy Cup (Road America) (DONE)
August 20-23: PCA CR only #4 (Sonoma) (w/ NASA) (DONE)
September 5-6: PCA DE and CR (Laguna)(Going)(DONE)
September 3-6:  PCA DE and CR (Road America) (DONE)
September 11-13:: Porsche Trophy Cup (Laguna) (DONE)
September 25-27: PCA DE and CR #5 (Thunderhill) (DONE)
October 2-4: Porsche Trophy Cup (COTA) (DONE)
October 10-11:  PCA CR #6 (Sonoma) (w/ NASA) (DONE)
October 16-18: Porsche Trophy Cup (Sonoma)(DONE)
Nov 21-22: Exclusive Track Days DE (Laguna)(DONE)

Yep, that’s it…we’re done for 2020. The 2021 schedule is looking amazing, will share it soon.

Tesla 3 – Track Ready

We’re in the midst of a major shift / change in the automotive world. For the last 100 years or so, we have been marching down the path of the internal combustion engine (ICE), and refining it along the way. Now, due to the changes in technology, battery development, we are seeing the shift to Battery Electric Vehicles (BEV). The leader in this shift, for the most part, has been Tesla. As Tesla has refined their electric car model line, batteries, and charging network, it’s only natural that we would see the advent of customers taking their electric cars to the track.

They offer some real advantages….great acceleration, re-gen braking, lower center of gravity. However, they were not meant to be track ready. Even with the advent of Tesla’s Model 3 Performance variant, they are still not track ready (and, we have tested both a Model S (too heavy, poor battery life, too long to recharge)), the prior Model 3 (non Performance version), and now the Model 3 Performance model). The Model 3 Performance version gives us a platform that we believe can be made track suitable.

We aren’t doing anything to the batteries, the electronic motors, or the charging network. But, the other standard areas of track suitable upgrades lies in wait. Brakes, suspension, tires, safety. After testing and driving the various Tesla models on the track, we know indeed that it could benefit from these upgrades. Stay tuned here, as this will be a long term project, and will have more features / upgrades added in the future.


Just about everything here needs to be upgraded, made adjustable. The shocks, the springs, the mounts, the bushings, the adjust-ability in the alignment (toe links, camber arms).

For shocks, we needed better dampening (better valving), and the ability to adjust or tune the suspension to create the handling characteristics we need to fix. We needed to be able to lower the ride height. We needed stiffer springs. All that spells a set of dual adjustable coil-overs.

Aftermarket suspension is something that can make or break the enjoyment of a vehicle. Unfortunately for Model 3 owners, the car is very high from the factory and runs into the bump stops over just about any bump – and they are always engaged once a car has been lowered on springs (we have tried this, this was the first easy suspension change, and while it did provide some benefits, there were too many downsides. Therefore, we needed a more complete solution). This means that the shock absorbers must be changed when lowering the car to allow for a compliant chassis over bumps, and to avoid damaging the vehicle when driving aggressively – as the bump rubber can only compress so much before effectively becoming a rock / solid. Repeated extreme impacts can damage the top mounts and put unnecessary shock through the entire vehicle, and upset the platform when driving at the limit.

Enter a set of KW v3, dual adjustable shocks and upgraded springs. This set is custom designed for the Tesla 3. The upside here to the custom development, is that the actual shock travel has been increased from stock. Many times, when you install sport springs or coil-overs, you will actually get a shorter shock travel, which can allow the shock to bottom out, the ride to become very rough, harsh.

For most suspension systems, when you lower the car, the alignment is going to get altered significantly. Normally, as the car is lowered, you gain in negative camber. However, that does not mean you got camber where you wanted it. Therefore, as part of the solution, we need some means to adjust the camber and toe, most likely, beyond what the stock suspension allows. Track conditions can also induce additional forces on the suspension arms, so, in upgrading the suspension adjustment, if we can gain some strength there too, that would be desired.

Here then are the first pieces in the suspension upgrades: KW V3 dual adjustable shocks (front and rear), new custom front strut mounts, KW V3 sport springs, adjustable rear camber arms, and adjustable rear toe links.

Pay close attention to the adjustable camber arms and toe links. Generally, in the aftermarket world, many of the product manufacturers take the easy road, but not necessarily the proper road. An example, is that many aftermarket adjustable control arms / toe links use “jam” nuts. This makes for easy adjustment, and easy manufacture. But, “jam” nuts don’t stand up to use and stress. Pinch bolts do. These Tesla 3 camber and toe links use “Pinch” type bolts. But, they went one step farther. Instead of just making a reverse thread adjustment link, they made a fine and course adjustment link. This makes for dialing in the precise alignment targets possible.

Obviously, once we had all the suspension pieces installed, the ride height set, we implemented a full proper, track oriented alignment. The results of the suspension upgrades are quite stunning. The car actually rides better even for normal daily driving, but now is completely composed on the track. It lets you drive deep, drive hard, confidence inspiring.


One of the advantages of the electric car is that the power of the electric motor can be used in many ways, more than just powering the car or moving it forward or backwards. As noted in the braking section below, the engine can also be used for slowing the car. Take that a step farther, and the electric motor can be used in “torque vectoring” mode, or to make the car rotate in one direction or another, and to do that at a very quick rate.

Understanding this, Tesla in late 2018 introduced “track mode” as a software upgrade (obviously, done over the air). Here is what they introduced with “track mode”.

  • Motor Torque for Rotation – Tesla’s Vehicle Dynamics Controller constantly monitors the state of the vehicle and all of the inputs from the driver to determine the driver’s intention and affect the rotation of the car in a matter of milliseconds. Track Mode relies heavily on the front and rear motors to control the car’s rotation, and they have the ability to command a 100% torque bias. When cornering, if rotation is insufficient to the driver’s request, the system commands a rear biased torque. Conversely, when rotation is excessive, they command a front biased torque.
  • Increased Regenerative Braking – Heavy regenerative braking may not be comfortable for day-to-day driving, but on a track, it has several key advantages. It gives the driver more authority with a single pedal, improves the endurance of the braking system, and sends more energy back into the battery, maximizing the battery’s ability to deliver large amounts of power. It also gives the Vehicle Dynamics Controller more authority to create or arrest rotation with the motors when the drivers foot is lifted off of the accelerator pedal.
  • Track Focused Powertrain Cooling – The high output power required for track driving generates a lot of heat, so endurance on the track requires more aggressive cooling of the powertrain. They proactively drop the temperatures of the battery and the drive units in preparation for the track and continue to cool them down in between drive sessions. They can also allow operation of the powertrain beyond typical thermal limits and increase their refrigerant system capacity by overclocking the AC compressor into higher speed ranges.
  • Enhanced Cornering Power – We typically think of using brakes to slow down a car, but you can actually use them to make the car faster out of a corner. All Model 3s are equipped with open differentials, which send an equal amount of torque from the motors to both the left and right wheels. When cornering, the wheels on the inside of the corner have less load on them, which means they can provide less tractive force than the outside wheels. To prevent excess slip on this inside tire, they have to limit the torque for both wheels, leaving power on the table. In Track Mode, they simultaneously apply brake and motor torque to produce a net increase in tractive force while cornering. This is similar to how an electronic limited slip differential works, except when using the brakes, the differential can be optimized for various driving conditions.


One of the great advantages of the BEV electric cars is they can take advantage of “re-gen” braking. Or, use reverse polarity of the electric motor, which then acts like a brake (and which can be finely tuned), while also then producing voltage output that can charge the batteries. But, they still have mechanical / friction brakes for aggressive, panic braking on the street.

Therefore, the BEV cars brakes are not designed to take repeated abuse, nor be able to achieve the braking output that is needed when driving on the track. Some Tesla’s brakes are lasting over 300k miles on the street….because the friction brakes never get used. However, the experience on the track is quite different, and the Tesla will even produce warnings letting you know that the brakes are being abused and are over heating.

Therefore, we need to address the normal brake upgrade elements: stainless steel brake lines, brake fluid, better rotors, and pads.

Here is a pic of the stock, front brake setup.

What is a little surprising about the stock performance brakes is the weight. Normally, BEV cars try to eliminate as much weight as possible, less rotational mass. Hence, your electric car is more efficient. These are the Tesla Model 3 performance brakes, and they are certainly bigger…but not optimized. The stock performance rotors are heavy, and poor at cooling. Enter a set of GiroDisc true 2-piece floating rotors, front and rear. We know about the success we have had on just about every other car brand there is w GiroDisc, and the fact that we can get them, and have them weigh less (about 2# less per rotor) is just gravy. You can go beyond this too…as Brembo now makes a traditional “Big Brake Kit” for the Tesla…but we have not found this a necessary upgrade if you have the Tesla Performance brakes installed.

Next piece up…the brake lines. Not meant to take repeated track abuse, upgrading the brake lines is both a safety issue as well as a feel and consistency element.


The stock tires on the Tesla 3 Performance are: 235/35/20.

There are a lot of options to choose from and you can go much larger in width as well. However, going much above the 235 width will exceed what the stock wheel can support. There are aftermarket wheels for the Tesla, and the standard tire once you upgrade your wheels seems to be the 265/35/20. Of those, as most of our readers will recognize, the preferred tire for track use is the Bridgestone RE-71R.

At a recent track day, there was another Tesla 3 running 300 width, full slick, Michelin’s. So, you can go bigger, no question.

If you really wanted to get carried away, then weight optimization would be a good step. Surprisingly, the Tesla has a heavy, stock, normal battery in the front trunk area. There are light weight battery options out there already…but, we have not taken that step…..yet.

But, wait…there’s more. We are on the early edge of development for electric cars, and this project will continue to be updated and evolve. Stay tuned, more to come.

BRracing – leading the development for driver joy

Tech Talk – 2020

PCA-GGR 2020 Tech Talks
Hosted by : BRracing
BRracing – Campbell Shop Location
2875 S. Winchester Blvd. in Campbell, CA

These are events open to the public. Not limited to PCA members, just car fanatics. No reservations needed. Come for the morning session, come for the afternoon session, come for both (Lunch provided by BRracing)

Event Schedule 2019 /2020

Saturday, Dec 14, 2020 (COMPLETE)
9:30 – 11:30 – Everything EV (Electric Cars)
Lunch (FREE, provided by BRracing)
12:30 – 2:30 TIRES
Choosing tires/compounds for track use.Managing tire pressures at the track.Q & A.

Saturday, Jan 11, 2020
9:30 – 11:30 – DATA, Video
From the basics to the most advanced, data acquisition, systems, sensors, video, video integration, analysis
Lunch (FREE, provided by BRracing)
12:30 – 2:30 – Brakes
Choosing pads/rotors/fluid for track use. Aftermarket brake kits & brake lines. Bleeding brakes at the track.Q & A.

Saturday, Feb 8, 2020
9:30 – 11:30 – Nannies
(PSM, PASM, TC, etc)
Lunch (FREE, provided by BRracing)
12:30 – 2:30 Suspension
Choosing suspension components for track use. Sport springs, coilovers, bushings, control arms, swaybars, PASM controllers.Q & A.