The allowed mods in GAC are limited to keep the cost down and the performance up. The GAC sanctioning body keeps a close eye on performance and will attempt to regulate if they see any vehicle has a significantly unfair advantage over the field. By keeping the cars closely regulated Grand Am keeps the racing close and exciting. And if you were to look back to Grand Am Cup a few years ago, you would have seen legendary cars like the Integra Type R, which competed in GAC with great success.
The modifications to the i-MOTO Racing TSXs are unassumingly simple. But when these mods are mixed together in the hands of a competent crew and driver they become a dangerous package. Like any typical road racecar each TSX has been outfitted with a roll structure including window net and proper attachment points for the six-point harness. A fire suppression system and racing bucket seat also contribute to the safety of the vehicle. Suspension consists of a pair of triple adjustable reservoir dampers and sway bars. Brake modifications are very minimal consisting of stainless steel lines, upgraded pads and rotors, and better fluid to resist boiling. The drivetrain is relatively stock, including the CV shafts. Transmissions are allowed different final drive ratios, limited-slip differentials and an upgraded clutch. Engine modifications are moderate and consist of camshafts, valvetrain, intake, exhaust, header and a stand alone engine management system. The allowable modifications will vary from vehicle to vehicle to maintain a level playing field. As you can see the specs are very similar to a Super Street feature car sans the monitors in the gas door and diamond-plated floor mats.
The majority of GAC teams run two cars per team which obviously costs more money but makes for an invaluable development aid. When you're at the track there are countless variables in car setup that will need to be addressed. By having two cars with identical equipment you can quickly narrow down what works and what doesn't and come up with a good setup for both cars in a reduced amount of time. Two-car efforts also significantly increase the chances for winning and allow a team to use strategy to its advantage.
GAC races usually begin with a rolling split-start between the two classes-the higher speed and displacement Grand Sport (GS) and the ST. This usually will help reduce the chance of chaos and carnage caused by so many cars charging for the same line at once. During the race, drivers must be in constant communication with their crew chiefs. This way the crew will know how the car is performing, and if there are any problems that need to be addressed. Avoiding unnecessary tire changes and excess fueling can be the difference between winning and losing the race.
Quick release wheel facilitates driver changes. We like it cuz it looks cool.
At Laguna Seca the number 188 car of Bocchino and Foo came in for a scheduled stop. Glenn flew into the pits and the crew leapt into action. You could smell the race gas flowing through the dual dry break, the brakes burning hot and the barely contained idle of the race motor. The stop was over before we knew it and Roger was off in a cloud of tire smoke as he took the K24 to eight thousand RPM and back. Roger began to navigate to the front of the pack. But he communicated to his crew chief Mike Quan that his front tires were going away. Even with the reduced grip, he was able to nurse the car home for a seventeenth place finish. Only a few rounds later the team would climb the podium with a third place finish at Miller Motorsports Park.
The Grand Am Cup offers some of the most exciting professional road racing where you see cars that you can actually relate to. Most other racing series include cars that neither you nor I will ever be able to touch, not to mention drive. Erotic exotics on parade lap processions do not good racing make. Check out a Grand Am race and see how your car stacks up against the pack.