“Going into this weekend, fresh off of a strong result at Gridlife Carolina coming in P2, I had so much confidence to give it my everything one of my all-time favourite tracks: Road Atlanta. To start out the weekend, I was met with some traffic during my flyers, so initially I wasn’t able to show what the true pace was. With this being a two-day, traditional time attack weekend with a limited schedule, the pressure was on to put together a perfect lap. On top of that, we had rain in the forecast for Sunday, potentially limiting us to only 3 dry sessions.”

“Road Atlanta is a very high-speed track, with the car hitting speeds of over 165 mph, putting the braking performance on centre stage. My SR-21s performed at their best, giving me the confidence to carry as much speed as possible into even the heaviest of braking zones, without a single ounce of hesitation, just full confidence. Ending the day on Saturday, I still never got a truly clean lap catching traffic on a track that is incredibly difficult to pass at, but even with this, I was able to put us into P3 going into Sunday.”

“Come Sunday morning, to my surprise, we had no rain! I knew exactly where I needed to find the time, and I did just that. Battling back and forth up until the last session, I ended the weekend in P2, with Eric Dewitt in P1, also on EBCs! Just like Carolina, this was an EBC Streetmod 1-2, and on top of that, in ClubTR, the entire podium was swept by EBC equipped cars! I couldn’t be prouder to show represent EBC in such a strong showing against such a strong field at one of the most difficult tracks in the world.�

“We ended up scoring P2 at Gridlife Carolina, and Dewey got P1 so we’re looking at an EBC front-row lockout!

“The first day, we battled the heat since temps were in the 90s, but on Sunday after putting in some sticker tires I was able to go 5 tenths faster than my previous personal best!”

“The SR-21s felt incredible all weekend and I really had the confidence to push into the braking zones and trust the ABS when needed.

“Next up is Atlanta and I really think we’ve got a good shot at getting P1 there, it’s a track that really suits the Mercedes and personally a track that I’m very comfortable at.�

“The best way to explain this year was ‘taxing’.  We had our plate full with having to rebuild from the fire at the end of last year. With some Emtron, ECUMasters, and Turbosmart coming on board, we were able to totally re-do the engine management and wiring of the car.  It was a task to say the least and we haven’t even begun to scratch the surface of what is possible.  With the total revamp of the electronics, we were able to install a BMW-based Bosch MK60 ABS unit in the car. This REALLY helped utilise the SR-21 pads in ways we couldn’t confidently do before.

“With development on the rest of the car, we really started to show our speed near the end of the season, even setting a new Street Modified overall record at Road America with a 2:16.3 (beating the overall record by over a second and the AWD record by over 5 seconds!)”

“We finished the season in 4th overall and a clear path to get back to the top.  Off-season development plans include:

 – Changing over to EBC’s GD STI-based STI Apollo Brake Kit.
 – New sequential transmission options (pending rules dispute currently underway).
 – Cutting edge new approach for using electronic wastegates and blow-off valves to drastically help response by utilising our new electronics package.
 – New aerodynamics development. Side skirts and diffuser to start.
 – Cosmetic improvements and potentially a new livery.

“All in all, exciting stuff. None of this would be possible without EBC’s support.  With the changes we have in mind and a MUCH better understanding of our new systems in the car we plan to challenge for the championship again and anything less than records and victories is coming up short…�

“Laguna Seca is one of those tracks that even if you aren’t a total track nut, you know of it. It’s iconic. It’s been in basically every racing game since forever, hosted basically every iconic racing series ever, and hasn’t changed much in the past since 1957 when it opened. So when Gridlife announced it was going to not only be on the schedule for ’23 but it’s also going to be noise restriction free, the decision was made. Come hell or high water we ARE GOING TO BE THERE!

“Thankfully, our plan panned out to tie up the #GRIDLIFE TRACK BATTLE – Time Attack StreetMod Championship before we got there, so we could go in with only one real goal: set a blistering lap time. Winning the event was secondary.

“Contrary to what some were propping me up for, my goal for this weekend going in was to go sub-1:32. That was by all accounts a VERY fast lap around this track. I based this time off what I learned from iRacing and watching videos I could find online. That felt like a more realistic goal, especially for a track that has historically given me issues in the sims/games I was messing with.

“So, when we went out for the practice session, never driving this track in real life, and busting out a 1:32.7 ‘off the trailer’, I was pretty stoked. iRacing practice paid off and years of basic track knowledge from Gran Turismo and Forza meant that there wasn’t much ‘getting up to speed[ needed. The Corkscrew was wild the first couple of times, but the recent repave seemed to help with traction and walking the track the night before REALLY clued me into some of the issues I had had on the sim and how to avoid them.

“The car felt pretty decent but it was still having some bouncing issues in the rear we needed to work out and there was a LOT of time out there with just me driving better. Thankfully, we are on the west coast and a hero of mine is in attendance and down to help get this sorted. Mike Smallberries (Kojima) from MotoIQ.com lent a hand with getting the Fortune Auto two-ways playing ball the way we needed it to.

“The next practice session really worked out. I was pretty far up in the order, the drifters haven’t been out shredding yet, the sun came out to warm the surface a bit but it was still nice and cool. Honestly it was a perfect session. The suspension changes Mike suggested worked great and thanks to some data, some thinking, a bit of bravery, and a very much appreciated tip from Tom O’Gorman I went out and popped off a 1:31.1. Under my goal and we still had a LOT left.”

“Q1 was the last session of day 1. A few more small changes to the car and we were ready to rock. We went out and while we didn’t go faster (1:31.2) the car did show potential in some areas and gave us confidence in the morning we could really put something together though. What we DID find out is Subaru ABS REALLY hates the top of the hill just before the corkscrew. It totally freaked ABS out and I ended up making some inadvertent tire smoke. Still, the car felt good and we were well in the lead for qualifying.

“Q2 was going to be another prime session. The temps were cool and it was boost weather for sure. The car felt ok other than I was having an ABS issue. Usually a quick key on and off will get it done but she was fighting it. I decided I needed data. If I was going to have to run podium sprint without ABS at all, I needed to see what that felt like so I ran a lap with just braking as smooth as possible which… really didn’t work well unfortunately. On the cool-down lap I did another key cycle and my warning light finally went off and ABS was back so I decided to run one more. The car was MOVING through the first part of the lap. I was still being a bit cautious as I was worried about ABS but the car felt great. We were way up on time coming up to the corkscrew and was really hoping this was going to be the sub 1:30 which was now the new goal. Unfortunately coming up to the corkscrew the ABS threw a code again and turned off. I was still up on time though so I decided to finish the lap. Coming out of T9 going into T10 I unfortunately had a REALLY nasty miss shift. The car felt like it was fine and I needed to do a cool-down lap anyway so since again I decided to finish the lap. All my time went away on T11 since I was scared of the ABS unfortunately.

“As I finished that lap I went through the Start/Finish line and heard a pretty good sized bang under the hood. Never good. I knew our day was done. Whatever happened during the miss shift finally let go is the theory. I just wanted to get off the track ASAP to keep oil off. I had no idea I was on fire until I slowed down. Engine oil from a hole in your block ignites pretty fast on a red-hot header. It’s really that simple.

“The car had a pretty nasty engine fire. The Laguna crew got there pretty quick but I don’t think they realized the extent of the situation as they pulled up behind me. I was out of the car so they knew I was ok so I think that was a major part of the lack of urgency on their part in the beginning. After they saw what was up they hurried and put it out before it got any worse which could have happened REALLY quick if it had went on much longer. For those wondering also, I DO have a fire suppression system in the car. It unfortunately didn’t spray quite where the fire was in the engine bay. Something we will fix in the off season.

“We got the car back into the pits to assess the situation. Honestly I was so mad at myself that I basically went and hid for a while. Thankfully Dylan and Ian had their heads on straight and cleaned up the engine bay and assessed the damage which honestly…was minor for how bad it looked. I think I’ve done more damage in the Gingerman pits than I did during this. The wiring is cooked on that side. The hood got pretty cooked too. I lost a Professional Awesome vent on the fender and some of the gaskets and timing covers got a bit melty but for the most part, that’s it. We were already planning an overhaul of the wiring, I was thinking about another hood, and the engine was going to get a refresh anyway. It sucks but honestly that engine was great to us and it died totally due to my actions. I just wish we could have taken it apart still totally intact for the data.

“Since we were out, it was pretty wide open to who was going to win Street Mod. When the dust settled in the end and we got to see our boy Kal Fortner on the top step, securing his first win it was still the best. Carrying him to the podium was great and if we can’t win it, it’s awesome to see someone/a team who’s been trying like hell the same way we have get a W, especially at such an iconic track.

“So we end the most insane season ever there. 2023 netted the IAG Performance Pirate Crew 1 Championship. 5 wins, and including this one, 5 records! It wasn’t easy by any stretch on the imagination.â€�

“Just wanted to give you a mid-season update and tell you how things are going. We are currently four events in and have three wins and two class records – this puts us in the lead for the Gridlife Street Modified championship by a pretty solid amount and we plan to lock it up as soon as possible.

“This is in NO small part due to 91´«Ã½ Racing’s phenomenal SR-21 brake pads. The SR-21 is absolutely incredible – this isn’t just hot air.  I literally want nothing else from this pad. We have got a few others running it now too because I wanted to make sure I wasn’t crazy!”

“Without comparing it to other brands by name, some brands would give you the confidence inspiring bite you wanted but you couldn’t modulate and trail braking was borderline dangerous. Other pads would modulate nicely but felt ‘wooden’ when you stepped on the pedal and to get it to slow down the way you wanted it required a LOT of pedal effort. 

“These are the perfect balance – it’s like a pad with lots of bite but you need to press about 10% harder to get it there. Not much harder but enough that it’s not going to surprise you. In other words, it feels natural. 

“In high-end Time Attack especially, that means a LOT. We don’t get many laps in these high-strung cars, so we need the car to be very predictable and do what we want in a very natural way, so we don’t have to ‘get used to it’ – we don’t have time to do that. It’s a very analogue driving experience and forces you to make small micro adjustments on the fly to get the most out of the car. With the brakes being solid and predictable, you can then worry about everything else. It’s about the highest praise I can give a brake pad and everyone I’ve had try them out has had the same experience!â€�

“We showed up at Gridlife Midwest festival at Gingerman Raceway with high hopes. 

“We made some changes to the car that we hoped would net some good results, and they did. Unfortunately, some of our fixes from the last event didn’t work out as well and we were back scrambling to not only fix a header leak that melted some vital components, but also a stubborn radiator leak.

“We managed to get the car out for the last qualifying session to get us in the top 5 so we had a chance to run the Podium Sprint, which is a two-lap session with the track all to yourself and determines the final placement. 

“We managed to come out on top for that and win the Street Modified Class (one of, if not THE, most competitive classes in all of Time Attack on the planet), helped in no small part with the confidence from our new EBC SR-21 pads.  Next event is at Mid Ohio on August 4-6; just enough time to make some much-needed changes to help prevent the problems that have been plaguing us the last few events.�

Thanks to for the action shot.

“Following the recent announcement by JamSport Racing that it will be running the new Subaru WRX STI TCR car in the 2022 TCR UK championship, we were keen to get into the testing and development phase ahead of the competitive season.

“When we started the testing and developing of the car, one of the key areas that showed some room for improvement was the braking system. We were keen to try out EBC’s new sintered race compounds, having already tested these on a few other vehicles.

“We started off the test day in the morning using another very well-respected pad compound used a lot in the touring car scene to get some baseline data and to get a feel for how the car performed on these pads at the same track, before we got into testing two new compounds.

“We then opted to fit the SR-11 compound pads and straight away we had a better pedal feel and more bite that allowed us to modulate the pedal nicely. This compound also offered improved weight transfer of the vehicle, which is a very important aspect on a vehicle like the Subaru.

“There was no pad wedging or uneven wear, and the disc wear was very low. It is also worth mentioning that we had no issues with heat or braking system temperatures. With this car being a fully-built race car with a pedal box and no servo, we thought we would go on to try the SR-21 compound next.”

“In the afternoon, we cleaned the discs up and fitted the SR-21 compound pads. We then went out for a few laps to bed in the brakes and make sure that the pads mated up to the discs correctly. After letting the Subaru cool as well as the braking system, we then went out and did a race-length session.

“Straight away, you could feel how much more initial bite and sharpness the SR-21 offered and as well as having bite that stayed stable throughout the whole session. This setup with the SR-21  gave us great modulation characteristics and a great pedal feel with virtually no bed-in time required, which is an ideal trait. These pads really suited the setup with the pedal box, and also mean that we aren’t going to have to change the master cylinder sizes as we previously thought we would, which is fantastic.

“The SR-21 pads were predictable from the get-go with no fade, thus allowing us to brake later (and in fact brake later than you would in a Touring Car at Donington), this gave us a lot of faith in the pads and again as with the SR-11 compound, really helped with the front-end grip and weight transfer of the car which is so important.

“As with the SR-11 pads, there was no uneven wear or pad wedging and the temperatures remained stable throughout the test as well as no undue disc wear. So far, this setup is the best the car has felt to date.

“We are really looking forward to the 2022 season as we have a lot planned and we look forward to continuing to work with 91´«Ã½ Racing as well as running the new SR-21 compound in our 2022 TCR campaign.â€�

Subaru WRX STI TCR – Spec List

ENGINE

Turbocharged 4-cylinder in line, transversally installed

Distribution: two overhead camshafts, 16 valves

Displacement: 1994 cc

Bore x stroke: 92 x 75 mm

Max. output 340hp @ 6800 rpm

Max. torque: 420nm @ 3300 rpm

Lubrication: Wet sump

TRANSMISSION

Front-wheel-drive

Gearbox: Modena Engineering 6-speed sequential with paddle shift

Clutch: Multi-disc oil cooled

Differential: Mechanical

DIMENSIONS

Length: 4645 mm

Width: 1930 mm

Wheelbase: 2650 mm

Target racing weight: 1265 kg including the driver (endurance 1250 kg)

“We’ve been using 91´«Ã½ products for years and were excited to hear about the release of the RP-X full-race pads.

“Recently, we tried them out on a stage rally in Northern Pennsylvania – the Susquehannock Trail Performance Rally. This was a new event for us, so we initially took it very easy. But, once we gained confidence in the car, we pushed harder and took 4^th in class (Limited 4WD) over some much faster cars.

“This event has all the features of a proper stage rally; hairpins at the end of long straightaways, fast blind turns and long turns that require trail-braking throughout.

“The EBC RP-X pads, matched with EBC’s slotted rotors, did exceptionally well and allowed us to brake hard time and time again. The new pads held up very well and are now the choice of our team.

“We’ve got another (much smaller) event coming up at the end of October. Excited to get out there again!â€�