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Dyno Now Available w/Racer’s Annual Benefit!

It may have taken more time than we would have wanted but our dyno is now fully operational and ready to go!

It is a Dyno Dynamics 4WD Dyno that is capable of up to 900whp for a single axle car (FWD or RWD) and 2700whp for AWD platforms!

Check out the Dyno Services page pricing details.

Ready to Schedule?

To book your dyno session, simply reach out and note that Reid Morris will be our full time dyno operator!

Reid Morris Dyno Operator at Racer on Rails
AWD/FWD/RWD Dyno Dynamics Dyno Operator Reid Morris

Licensed Road Race Car Driver Dyno Benefit Annual Pre/Post Dyno Run

Our purpose, the reason we exist is to help people go racing, achieve their goals, have fun and make memories of a lifetime. The sport isn’t cheap either so as a way to help every racer’s dollar stretch the most it can, we are proud to offer a benefit for all road racers (including Time Attack) where a sanctioned racing license is required.

Pre and Post Season Power Hour for $250 + taxes

If you are a licensed (active and valid license) road racing driver or team, for an extra $55, you get two dyno power hours so that you can head into the season knowing how much power your car is making and at the end of the season, know how much the performance has changed, which can than inform your off-season maintenance, repair, or upgrade plans.

Racer on Rails AWD Dyno Dynamics Dyno
Note: Car on the dyno is in storage mode – making room of every inch of space where we can!

Details

  • Pre-season dyno runs must be scheduled and executed by June 31st of each calendar year
  • Post-season dyno runs must be scheduled between October 1st and December 31st of each calendar year
  • Both Pre and Post-season dyno runs should be scheduled at the same time
  • Post-season dyno run can be rescheduled 1x with at least a 2 week notice
  • No refunds if post-season dyno run is not executed by the end of the calendar year due to a no-show or scheduling issues on the driver side. If due to circumstances on the Racer on Rails side a post-season dyno run needs to be rescheduled more than 1x or past the end of the calendar year, there will be no incremental cost to the driver.
  • Benefit applies to a single unique driver for one race car. e.g. if a licensed race car driver has multiple race cars, this benefit can be used only for one race car per calendar year.
  • Any road racing or time attack/trials license where a driver must demonstrate safe operation of a race car on-track before being licensed and pay an annual due is accepted.
  • Examples of accepted competition licenses: ICSCC, SCCA, NASA, FIA, WRL, SRO, IMSA, AER
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1st Pro Race, 1st time at Imola and the BMW M235i Racing

Time to finally get into driving and racing at Imola.  Catch up on the story until now by checking out the previous posts on:

I’ve been to Imola before.  2 years ago, we were in Italy for a hackathon week with my teammates on Track Attack, who are based out of the Friuli region, in the northeast area of Italy.  My wife, 1-year old son and I spent a week in a tiny medieval town centrally located to Pisa and Firenze (Florence).  One day, we took a day trip to Autodromo de Enzo I Dino Ferrari, also known as Imola.

Visiting Imola in 2015 during a Lamborghini private event and 100F+ temps.

Lamborghini was holding a private test event, but we were still allowed in, because technically, Imola is a city park.  We walked the grounds, from the outside and inside the track.  My favorite Top Gear episode of all time is the Imola episode, where the crew tries to match the lap time of the Stig’s Italian cousin.  I drove Imola for the fist time in the Formula 1 car simulator at the Imola museum.  I drove the track for 30+ hours in a Mercedes AMG GT3 on iRacing, to prepare.  We did a track walk on Wednesday evening before the Thursday free practice.

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It still scared the shit out of me.

Thursday, May 24th, 2018: Optional free practice

We signed up for the optional free practice.  2 sessions.  90-minutes each.  4 drivers.  We decided to give each driver 20 minutes at each session.  Seth would go out first and get a sense for the car and lay down some reference data for us to chase.  And he did just that; a 2:06.XXX and not a single clean lap.

When I played football in high school, I was always scared, and I didn’t suck.  Especially in the games.  One of the coaches could sense it in me and other players, so he said once “half the battle is showing up.  Just show up to compete and your training will take over.”

That is why I raised my hand and asked to go second.  It was surreal, overwhelming and humbling.  I’ve read articles from other first time and regular pro drivers, who have said that in these pro series, the time on track for getting up to speed is limited and regularly interrupted by incidents.  To be honest, I shrugged those stories off and thought, “could it really be much worse than a competitive club racing weekend?”  Yes.  That is exactly how it is.

Not a single driver had a clean 20 minutes.  None of us had a single lap where we weren’t being overtaken by at least a few cars.

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This was our new reality and pretty much everything we articulated to explain our pace was an excuse.  Dan Rogers, came up to speed the fastest outside of Seth, having a ton more experience (a 2:10.XXX best lap), then me (2:12.XX) and then Rob (2:16.XXX).

We reviewed data to look for places and ways to get up to speed but it was obvious.  We were driving tentatively, over-slowing on pretty much every corner in general and especially when being overtaken, which was almost every corner.

A common site throughout the weekend. Drive, debrief, data and repeat.  Photo credit: Petr Frýba

All my racing has been multi-class racing, with rarely being in the fastest car on track but this is a whole other level.  The closing speeds and acceleration of pretty much every other car was insane, especially the GT3 cars.  The message from Seth was clear, though he tried to be gentle with us – time to drop excuses and drive.  Yes, the other cars are faster, but we have to figure it out and at least mid-corner speed, we could hang with almost all the cars; Seth had already proved it.  I was driving almost dangerously slow.

When it was time for the second session, it was the same, I got three (3) complete laps over a ~25 minute period. But I was determined to drive confidently and hard.  A couple of 2:10.XXX on the last two laps and on the third lap, where I came into the pits due to another Code 60, I had a 2:09.XXX going, backed up by a rolling best lap of 2:09.269.

Dan would get down to a 2:08.XXX and Rob got down to a 2:10.XXX – we were all progressing!  Seth would not drive the second session, to give us more seat time but he would qualify the next morning and start the race.

By the end of the day, we had no real idea how we stacked up against the competition.  We only knew that we were improving at a good pace and that the 131 car had a stacked lineup of drivers, with one of them being the reigning European BMW Cup champion.  He had been driving a specific M235i Racing car for close to two years and he was/is good.

Code 60: Your new best friend or mortal enemy

Instead of full course yellows, Creventic has “Code 60’s”.  Purple flags come out, with a big circled 60 in the center.  When the Code 60 comes out, all cars a required to slow down, in a smooth deceleration to no more than 60 Kmph.  It’s intended to get cars down to a safe speed so whatever caused the incident can be cleaned up and maintain the gaps between the cars.

See it. Remember it. Respect it. You’ll see it a lot.

In the race, if a Purple 60 comes out and you are near the pits, it gives you an opportunity to swap drivers, change tires and/or fuel up while losing the least amount of track position.  The other side of the blade though is that if you are past the pit exit, it will take up to 4 minutes to make it back to the pit entrance and in that timeframe, the issue might be cleaned up.

Cars do not bunch up for the restart, it’s a simple call for green flags when the Code 60 goes away.  There are random radar guns around the track to check for speeding and they also look at your lap time for a complete lap of a code 60.  If it is faster than a 4:55, you are penalized.  We ended up serving a 12 second penalty one time during the race.

Friday, May 25th, 2018: Practice, qualifying and race part 1 (4 hours)

The next morning, we all went out and made improvements.  I got down to a 2:08.643 in my only complete lap and then a code 60, with a 2:07.XXX on the board. Rob got down to a 2:09.XXX and Dan to a 2:06.XXX.

Next Seth went out to qualify and though we had strict orders to stay off the yellow curbing on all corners, so we could make sure the car survived the 12 hours, the restraints were off for Seth and he went hog wild!  He got down to a 2:02.719, putting is in P2 for the race.

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The race started off crazy but mostly clean!  Seth was able to get a good start and stay in P2.  He was in the car for just over 1 hour and 40 minutes and then a Code 60 came out and it was my turn.  Being the driver on-deck, there were several false starts, where it was almost time to go but then not.

I got in the car, refueled and then got going.  Generally, I was able to get up to my speed quickly, steadily improving lap times and topping out at consistent 2:07.xxx’s regardless of traffic.  When I was at the fuel station, I was told on the radio to have my windows up, but that requirement was only during re-fueling, at the refueling station (we couldn’t refuel at our pit spot).  I interpreted the message as “have them up at all times”, which meant I wasn’t feeding fresh air to the air-conditioned helmet blower.  Somewhere after the 1 hour and 15-minute mark, the heat really started to get to me; everything was hot.  Like a heat I’ve only experienced once before when my cool suit didn’t work in a PRO3 car and 100F weather.  I figured I’d get the call at any minute to pit but no call and no Code 60.  What would end up being about 90 minutes into the stint, I started shaking and getting cold shivers.  I radioed in that I probably only had 10 or so more laps in me.

To be honest, I had no idea what was radioed back but it was not “ok, pit next lap”.  I kept driving, trying to remain focused, keep a semblance of a pace and not crash.  Finally, the call came in to pit.  I thought it was because they realized that I was in bad shape, but it was because I was minutes away from going over the 2-hour at a time driving limit.

Driver change!  Photo credit: Petr Frýba

I come in to the pits, stumble out of the car, Rob goes in and I start looking for any source of hydration.  About five minutes after being out of the car, I do a heart rate check on my Apple Watch and… 136BPM.  Holy crap.  And I am still on fire and can’t seem to drink enough water or the special Italian “Gatorade”.  A few minutes later, back in the trailer changing, I get the news that Rob is in the beach after an incident with a GT3 car.  With only ~4 minutes left in the first 4 hours, the workers do not pull us out of the beach and we can’t get it back to the pits for inspection and repairs.  The first 4 hours come to an end we are down 3 laps from the lead.

The end of our day 1 with less than 5 minutes to go.

An hour or so later, we were able to look at the car, from afar while it sat in parc ferme (impound).

Our chariot in Parc Ferme – dirty and slightly broken

Luckily, the car is in the corner and the Sorg crew checks it out and determines we have some bent and broken suspension components.  This eliminates the option to have Dan start the race with the car as is, shake off the rocks and get a sense for how the car runs.

We decided to take a 10-lap penalty, so we could make repairs before the race restarts Saturday morning.  That night we had an excellent spaghetti dinner at the Villa we stayed at (was built in 1420 and owned at one point by Napoleon Bonaparte’s grandmother) and finalized the plan.

Dinner at Napoleon Bonaparte’s grandmother’s villa. Built in 1420 and furniture from the 1700’s…

We were P1 for a good chunk of part 1 of the race because of good luck with Code 60’s but our fastest pace was still slower than our main competition (#131).  With the 10-lap penalty, all we could really do is put our heads down, put down clean laps, stay out of trouble and hope the endurance gods would punish the competition.

Saturday, May 26th, 2018: Race part 2 (8 hours)

Dan would start the race, put down solid laps, stay out of trouble and then hand over the car to Seth.  Seth would go in and do the same, getting back as many laps as possible – hoping that Seth could match lap times with their fastest driver and we would be faster than the rest of their drivers.

Over the general race pace, that would end up being the case – we steadily clawed back laps from the 2nd place car but slowly we’d lose ground to the first place #131.

Dan Rogers (@epsdan) riding the curbs to get us some laps back.  Photo credit: Petr Frýba

In the third stint, I went back in for what would end up being about 1 hour and 45-50 minutes, safely clear of the 2-hour driving limit. I was able to get up to speed even faster than Friday and in the second half of the stint, when the heat soak returned, and I realized the Camelback with a mix of water and Italian Gatorade was not connected to my helmet, something clicked.  Something that Seth had been preaching to us for the past 24 hours (and will be reserved for another time).  I trusted his advice and just did it, and the car didn’t go off into the dirt or in a wall – it held.  The times started steadily falling, the 2:06’s started coming effortlessly, almost regardless of where traffic was interfering.  And then, a 2:05.xxx!  And then another 2:05 in the predictive lap timer but spoiled by traffic and another, spoiled by… me (I was getting greedy).

Traffic or not, need to make up time!  Photo credit: Petr Frýba

I was ecstatic but drained and as I’ll write about in another post, I didn’t have the stamina to sustain 2:05’s.  I had already started driving with the windows cracked and on the straight-aways, I’d put my hand out of the window to funnel outside air in and help cool me down.  The time went by much faster this stint and before I knew it, the call was in to pit.  There was a Code 60 for a badly damaged car which would take 10-15 minutes to clear up, so though the Code 60 came out right after I had passed the pit entrance, I was able to circle back around and pit, under the Code 60 and Dan was able to get back in the car and on track before the green flag flew.

Dan had a great second stint, consistently hitting 2:07’s and staying out of trouble.  We had clawed back more laps and with Seth going in for the closing stint, it would be close.  Enough green flag running or advantageous Code 60’s is what we needed.  Seth came out with a full head of steam and immediately started putting down 2:03’s and 2:04’s – getting back 8-12 seconds per lap to P2. With an hour left in the race, the cars started falling like flies.  One car after another, breaking down on track or barely limping back to the pits for a repair but no Code 60.  Finally, with about 15 minutes left in the race, one of the leading GT3 cars, a beautiful matte-red Mercedes AMG GT pulled to the side of the track with a collapsed front wheel.  Even though it pulled off in a decently safe area, the Code 60 came out, leaving only a few minutes to finish the race and with that, our chances of P2 washed away.

One of the overall race contenders, broken down with less than 15 minutes to go in the race.

After 8 hours, we had clawed back a full 10 laps and were only 20 seconds away from P2.  Another few laps of green flag running… but that’s racing!

Seth Thomas (@racerseththomas) bringing it home in P3   Photo credit: Petr Frýba

Podium finish to top off a great weekend

Despite not being able to claw back P2, we still made it on the podium and it was also my first experience actually standing on a podium, let alone the same podium and podium room that mega stars of racing have been in and stood on.  Overall it was a great experience and looking forward to the next race, which we’re targeting the 24 hour race at Circuit of the Americas in November or possibly Barcelona in September.

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BMW M235i Racing – 12 Hours of Imola

Before we get into the actual on-track action and the race, let’s talk about the car we drove for the 12 hours of Imola.

BMW M235i Racing by Sorg Rennsport

The story goes that a prominent leader in BMW Motorsport was at the 24 Hours of The Nürburgring several years ago and noticed that in the sub-GT4 categories, there were several BMW’s competing but they were old (E30’s and E36’s) and took a ton of work to get them race ready and maintained, let alone competitive.

With Mazda having a full factory developed and globally homogulated Global MX-5 Cup Car, BMW decided to build their own solution. Since its launch in 2014, the BMW M235i Racing has seen steady uptake in the marketplace, with BMW Cup Racing series all over Europe, in endurance races like the Creventic 24 Hour Series, VLN and in professional touring classes all over the world, like the TC classes in Pirelli World Challenge. As an entry-level professional race car, its hard to beat the value despite the sticker price and driving experience, as we’ll cover below.

The VLN BMW M235i Racing Cup Series  Photo Credit: VLN

We were originally supposed to drive this car below but in the prior 24 Hour of Nurburgring race, it was wrecked a couple times and was down for repairs. So Sorg prepared and brought out the “Orange Juice car” as my son named.

The car we were originally going to drive but was damaged at the Green Hell. Photo credit: Petr Frýba

The “Orange Juice Car” Photo credit: Petr Frýba

The basics

DIMENSIONS

Length: 4,454mm

Max. width: 1,862mm (without mirrors)

Height: 1,380mm

Wheel base: 2,690mm

Max. track width: 1,608mm

ENGINE / TRANSMISSION

Straight six-cylinder petrol engine

BMW M Performance TwinPower Turbo

Capacity: 2,979ccm

Output: 245kW (333bhp)

Torque: 450Nm

Racing exhaust with racing catalytic converters

Steering wheel with shift paddles and lights on the steering wheel (awesome!!)

BMW M Performance limited-slip differential

TANK Motorsport safety tank

SUSPENSION / STEERING

KW dampers

H&R suspension springs

Front: H&R anti-roll bar (2-way)

Rear: H&R anti-roll bar

BRAKES

Front: High-performance motorsport braking system –

Performance Friction (PFC); 4-pot fixed calliper

Rear: BMW M Performance 2-pot braking system

ABS / DSC / ASC

BMW Motorsport specific racing application

TYRES / WHEELS

18×10 inch alloy rims

265/60/18 tires – we ran Hankook full racing slicks though we’ve seen this car run on Pirelli’s, Dunlops and Michelin’s across the globe

SAFETY COMPONENTS

Cage with DMSB certificate and FIA approval

6-point racing harness from Schroth

Racing seat RECARO Pro Racer SPG (we had an OMP HTC-R carbon seat)

Exterior

The car is built a ‘body in white’ to make it super easy for a great wrap job. It is the 235i body with the body panels from the M2, which presumably provide a variety of aero benefits. Sorg has it outfitted with the optional rear wing, which is adjustable to aid in rear down-force.

Seth Thomas getting acquainted with the car. You can see the body in white and the full body wrap.

Bottom line, it looks awesome in just about every livery I’ve seen. A bit boxy compared to most sports car but expected for a BMW. The aero bits make it look aggressive and with the incredibly meaty 265-wide slicks, it looks beefy from every angle. You’ll notice that in most pictures, we ran with the windows up. It comes with the power windows still and fully functional. It wasn’t until the cockpit got really hot, that we’d crack a window to circulate air and feed cooler air into the helmet blower.

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Interior

This car is the standard for every production-based race car, even a club race car. Period.  The interior was clean and tidy with the factory dash just about fully intact. The steering wheel had shift lights, programmed to keep us within the meaty part of the power band and the small LCD screen that read out the amount of fuel we’ve used since the last refill/reset, lap times, water and oil temperatures.

Straight factory look and yes, my eye line is only a couple inches higher than this…

The shifters were in perfect position to shift up and down without readjusting your hands. The OMP HTC-R carbon fiber seat was on sliders, to accommodate several driver heights, of which for us ranged from 5’6″ for me to just over 6′ for Seth Thomas. I normally don’t love sliders but these were solid and provided all of the range we needed.

Much of the interior is trimmed with carbon fiber goodness, which looks great and keeps everything looking clean and professional.

The car still comes with a racing oriented but still operating Driving Stability Control (DSC) of which we turned completely off. I personally didn’t drive with it on on, so I can’t speak directly to the differences but having it fully off was great and I felt like I could easily manage the amount of corner-exit sliding with throttle and steering input.

Sorg outfitted the car with Motorola digital radio system, which was a bit random in its performance throughout the weekend. Imola is a big track, with lots of elevation changes so we rarely had good audio quality at the farthest points from the paddock and saved most critical comms for the front-straight away.

In the center console, you can see the Motorola radio and that on/off switch is for the helmet blower.

This was also the fastest and loudest (though not super loud) car I’ve ever raced, along with racing amongst the fastest and loudest cars I’ve ever raced with (up to GT3 cars). I found that my super awesome Stilo helmet with the ear muffs were simply not enough, so I had an on-track vendor install the additional component so I can have molded ear plugs, in addition to the built-in noise cancelling ear muffs and that seemed to help quite a bit.

Sorg installed an air-conditioned helmet blower, versus the standard air blower I have in my PRO3 car. This thing worked great for the most part. It needs an air intake, then it cools the air before forcing it through the air tube. The issue I ran into was that in my first race stint of nearly 2 hours, I ran the whole time with the windows up. And even though we had the car’s fan circulating air into the cabin, everything got heat soaked and with 40 or so minutes left in my stint, I was heat soaked and the blower was pushing around hot air (which was still better than nothing).

One driver mentioned that the dash was a little tall and he didn’t love not being able to see the hood and thus not having as strong of a sense of where the car body limits were. This is true but for me, I’m used to sitting low and being short, so I never see the hood, so that didn’t bother me.

The cable management, cage design and installation is pristine, though it was interesting to see that the cage is actually a bolt-in cage, versus a welded in cage at the mounting points. I’m sure there is science and logic behind this but that took me by surprise.

Lastly, the car had a full AiM data logging system built in and capturing ECU channels. As usual, we lived and died by the predictive lap timing feature and during practices, we used the Apex Pro Driving Coach tool, where Seth set some baseline laps and then we focused on making the lights as green as possible in the corners.

How did it drive?

Before driving the car, Dan and Seth said that the M235i Racing would drive like a big PRO3 or Spec E46 car, of which are my only two reference points. And after the experience, they were mostly right.

With power steering, ABS and a paddle-shifting automatic transmission, it was the easiest car to race I’ve ever driven. What you do is still the same in terms of driving but it’s just easier. All inputs don’t require much of any force and the seat, seating position and Schroth belts are simply comfortable. For example, I have an Apple Watch and when I drive my PRO3 car (no ABS, power steering and a CAE shifter) I don’t need to ‘start a workout’ on my watch. The amount of work I am doing and vibrations automatically make the watch think I am working out and it logs a workout.

In the BMW M235i Racing? Not so much. After both my racing stints, of which both were nearly 2 hours, I was toast. Overheated, dehydrated, mentally and physically exhausted I looked at my watch and no workout detected. I had to manually have it check my heart rate about 5 minutes after getting out of the car and it was still at 134bpm.

Getting 3-wheel action is easy- peasy in this car! Photo credit: Petr Frýba

So yes, it was the hardest, most exhausting driving I’ve ever done but I might as well had been sitting in a beach chair.

This thing is fast.

With ~330whp and on full racing slicks, this car is easily the fastest car I’ve ever driven in a race. My perspective is a bit skewed because while we were hauling @$$, we were driving in the slowest class of the race. It literally felt like I was driving with an anchor dragging behind because of how stupid fast the TCR, GT4, GT3 and Porsche Cup cars were.

Still, this car is fast and when not over-driven, it is really easy to go fast. The key difference for me was to trust the higher than normal mid-corner speed the car could carry due to it’s more advanced suspension and big/meaty slicks. Seth and Dan mentioned that the Hankook’s were not the fastest slick available but are likely a great value because they tend to last at 90% of the peak grip for a good amount of time.

Bottom line is that this car could hang mid-corner with every car on-track except for the GT3 race cars and possibly the TCR cars. I could definitely feel the additional size and weight of the car transitioning weight from side to side, compared to a 2700 lbs PRO3 car but after a few laps, it felt normal.

Not a mistake – this car can hang with most any car mid-corner! Photo credit: Petr Frýba

Power-wise, it has gobs of torque but not an incredible top-end. Corner exit I could stay on the rears of several TCR cars but then they would slowly pull away, while just about every other car would leave us like if we were parked.

Braking was great and confidence inspiring. Braking for Turn 2 (the first chicane) and Turn 17 are full, 10 out of 10 braking zones. After building up my confidence, I found myself braking at around the 175 meter mark for the 1st chicane and the just before the 50 meter for the last chicane. HOLY CRAP! But the car would slow down, turn in and handle it, with no complaints.

Being a turbo car, there was a tiny bit of lag from throttle application to feeling the grunt. So it was even more critical to get to full throttle as soon as possible. For the most part, the LSD and the Hankook’s would take the full throttle corner after corner and lap after lap. I only got a bit more sideways than I’d want on corner exit a couple of times: once in turn 7 when I was testing the limits carrying speed through the corner and up the hill – simply too early on full throttle with too much steering input and a second time on the exit of the last chicane, when I got a bit more exit curb than the car could hold while try to get full throttle. I didn’t back out, just a simple steering correction as I still had a few inches before getting to the big turtle bumps that were there to eat up suspensions.

Final verdict: It could be the perfect race car for you and me at some point

At around $85k USD brand new, the BMW M235i Racing is seriously a great deal. For reference, to have someone build a top quality Spec E46 race car, it can cost upwards of $60k. $25k gets you a pretty much guaranteed quality and consistency, factory supported race car.

I’ve looked around and still not quite sure what they are going for used but I wouldn’t be surprised to see them available for $40-50k USD.

The driving experience is incredible and consumables are on the low end for a pro-level race car.

The issue for me is that I care most about competition. I want to race in big fields, with closer to spec cars and see how I stack up to the best competition around. And outside of Pirelli World Challenge, there isn’t a ton of these yet in the US and especially in the club racing ranks. If that were a different situation, I would seriously consider finding and racing a BMW M235i Racing.

I’ve heard and read that the BMW M235i Racing Cup is popular, with country and Europe-wide championships that are fielding 20+ cars at a time. If I lived in Europe, this would also be a strong option.

Until any of those things happen, I’ll have to settle for making my in-process, BMW Spec E-46 look and drive as close to this beauty as possible and racing with Sorg Rennsport 1-3 times a year. I can’t wait for the next time!

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Getting an FIA racing license

So you want to go ‘Pro’ racing?  Or maybe you want to have the license that gives you access to every regional sanctioning body in the US? Odds are, you’re going to need more than the regular regional racing license.  And if it is international competition, you’ll very likely need an FIA (Fédération Internationale de l’Automobile) racing license.  For the Creventic 12 hours of Imola race, that’s exactly what was needed, so here is what that experience was like.

What’s different between an FIA and a national/regional (e.g. SCCA/NASA/ICSCC) type license?

One major thing: FIA licenses are for experienced racing drivers, not just accredited racing drivers.  For just about all other racing licenses, you need to prove that you’ve completed a [insert level of quality here] racing curriculum.  You need not have actually completed many races or been ‘fast’ to get an SCCA, NASA or for me personally, ICSCC racing license.  This level of training shows that you have a base level understanding of race car dynamics, how event is organized, what the flags mean and how to be safe on-track.

From the application process for FIA, they have a higher bar.  They are looking for some level and amount of experience.  They want to know who you are as a racing driver, via the driver biography.

The second thing is the general global acceptance of the license.  At least within the US, if you have an SCCA license, it will be accepted at various levels by other sanctioning bodies.  SCCA being the most widely accepted, NASA following closely behind and more regional licenses also being accepted but having to provide more proof the further outside the region you go because there is a lower probability a licensing director has heard of the regional body.

Bottom line: When you have a valid, in good standing FIA license, you can pretty much race anywhere in the world.

How to get an FIA license: Step by step

Step 1: Collect these pieces of information before you start the application process

  • A passport compliant photograph of yourself.  It doesn’t need to be exactly a passport photo but must follow the general rules.  Here is a link to the United States passport photo requirements.
    • I used a head-shot from a photo shoot at work, cropped to be 2×2 inches or 51x51mm.  Make sure it is saved in .jpeg format for best picture quality.
  • A racing biography.  This was a little confusing as there is no standard template.  So I simply created a ‘resume’ style biography of my driving.  I’ve included a PDF copy of that below for reference.  It needs to cover things like how long you’ve been racing, what organizations, how many races, finishes, etc.
  • A current copy of a medical exam form for racing, that was completed in the past 3 months.  The FIA also does not provide a template, so I used the medical exam for used for an ICSCC competition license and that worked just fine.
  • Your credit card to use for payment.

Gamaliel Aguilar-Gamez Racing Bio April 2018

Step 2: Go to the US FIA Licensing website and fill out the application

  • Application link for United States based FIA licenses
  • Fill out the form.  The first section is your personal details.
  • Select ‘No’ for Have you had a previous FIA competition license.
    • Select and upload your racing driver bio document.  PDF format is your best bet.
  • The second section you should select ‘Competition License only’ and yes for the additional fee for International Competition Authorization.
    • Select Grade ‘C’ unless you are driving a GT3 race car or higher.
  • Upload your passport style photo and completed medical exam form.
  • Check the waivers and acknowledgements.
  • Click next

Step 3: Pay the fee

Yes, this is expensive and resulting in almost $500 USD.  The positive side is that this should be the only license you need if you compete in US national and regional club racing competitions.  You might still need to pay a guest fee of some sort but that’s it.

You will get a confirmation screen and document which outlines everything and even provides a handy QR code to track the progress of your application.

Summary: Simple and straight forward

I personally did not request the expedite service and in under 2 weeks, I got the license in the mail!

My license to kill… tires and lap times!

From the moment I first clicked on the link to apply for the license, to when I got the license in the mail was about 1.5 months.  This was because I had to ask questions about what does a racing bio look like?  What medical form should I use?  Then I had to make and get to a doctor’s appointment, of which was a little hard because work-life and life-life has been a bit crazy.

But overall, if you’re looking to do FIA sanctioned competition its not a difficult process to get through, especially with this guide.  😉

Let us know how it goes for you?  Did you have a different experience?  Have you applied for a B or an A license?  Share other driver bios!