The Reemergence of Redline Time Attack

Today, I took the car to Buttonwillow for Redline Time Attack’s (re)opening event.  It rained last night and periodically during the day.  Which made for a fun, slick track, even when it was dry.  So time’s weren’t all that great, but driving in the rain isn’t something you get to do much in SoCal.  This lap had some imperfections, but was good enough for 3rd.

Turn out was good.  Looked like about 100 cars between the competitors and the “xtremespeed” track day attendees.  I think there were several people like me, who had run with Redline in their prime, and were curious to see what this event would be like.  There weren’t a bunch of high profile cars – mostly grassroots guys and a couple shop cars.  To me, that was refreshing as its where time attack began.  I’m a little over the big vinyled up crazy evos, stis, S2k’s and NSX’s. To me, for the health of time trials / time attack / solo or what ever you want to call it, organizers need to focus on getting crowds like this out to the track.  It was a mix between track regulars and some that likely wouldn’t have come if it was called something less likely to be sponsored by an energy drink.  These tracks and locations are never going to attract big spectator crowds, and print media that has covered these events in the past matters a lot less now compared to years ago.  If today was any indication of what next year will bring, there is hope yet for time attack in the US.  Results should be up soon at .

Check out the video.  Make sure to watch it in Hi Def as the default resolution isn’t that great. The data overlay was done with the Harry’s Laptimer app available in the App store, and video was shot with an iPhone 4s using an Igloo Case. Available for $59 on

Igloo Case for iPhone 4, 42, & 5

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Dyno documentation of Berk Technology track pipe (exhaust delete) and mid pipe

I’ve had these videos on my youtube page for a bit, but thought I needed to consolidate them here as I’ve tried to be committed to show the performance change driven by incremental changes to the car.

I posted this baseline video before, but here it is again so its all in the same thread.  Roughly 169whp / 141 tq with STD correction factor out of the box.  On track, ignoring the lack of power, the exhaust causes a problem because you can’t hear it from the cabin.  I use exhaust tone to know when to shift, and I found myself banging off the rev limiter when I carried more speed and hadn’t realized it.

First change we made was the Berk catalyst free mid pipe.  It is refreshing to work with aftermarket pieces that just fit.  Berk obviously spent a lot of time to make sure this fit like a stock piece.  There was no need to tweak or bend brackets or hangers to put this in.  Berk also included a classy drawing to show how the flex doughnut should be installed to ensure that the exhaust wouldn’t put undo torque on other weld joints in the exhaust system – just like the stock piece.

Berk didn’t trust me to be able to put the pipe in correctly, so they were kind enough to draw me a diagram.

Stock Mid pipe compared to the Berk technology part

The mid pipe by itself wakes up the car to the tune of 4-5whp and 5 tq.  Some cars have gotten as much as 7whp out of this piece. I don’t think a 2 whp variance is statistically significant  but it is what it is.  It is a little louder, but not by much.

The last addition for this blog entry is the Berk track pipe.  This essentially is a straight pipe that has finished exhaust tips on it.  It shaves roughly 20lbs off the back of the car.  The stock exhaust can is surprisingly light.  From the look of it I would have assumed it was a 40+ lb piece.

The Berk Track Pipe shaves 20lbs off the exhaust system

This part didn’t contribute any power gains on my car.  But on the same dyno, it has made 2-3 on other cars.  Not sure why my car isn’t responding like other cars on the dyno.  But the reality is, this part has value beyond a power adder and weight loss.  It actually wakes the car up so you can hear it.  It is loud, but not ridiculously so.  It may not pass the 95 dB sound restriction days at Laguna Seca, but it is about the same volume as 90% of the S2000s you see at track days in socal.  I’ll drive to and from the track with this piece and not think twice.  Here is a dyno pull with the track pipe installed:

Here is a dyno comparing start point and end point.  I suspect that in order to really wake the car up the ecu needs to be flashed.  The dyno pulls are almost too consistent one to the next.  I wonder if the FR-S is like many current BMWs were there is a torque and HP calculation done by the computer that plays with fuel and timing to hit target output levels no matter the potential.  If any one knows the answer to this, please comment. Runs 4 and 5 in the picture below are of the baseline.  Runs 6 and 7 are with the midpipe.  I didn’t include the ones for the track pipe because they didn’t effect the curves on this car.

Before and After dynos

And as always, videos are taken with the aid of an Igloo Case for the iPhone 4 or 5.  The initial shipment of cases is almost sold out!  But they are now available through the following vendors: Gear Co-Op, Boostlogic, and select Ripcurl retail outlets.


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