Reflections on 2012 SCCA Solo Nationals


Iowa, Illinois, Indiana… The truck is taking us further and further away from the Nationals site in Lincoln, Nebraska. The radio is playing something peaceful. We hardly talk for the most of the ride home. The racing car sits quietly on the trailer behind us. It seems that each of us has something to think about.

It was my first Nationals, I became a National Champion, and I almost missed it. My co-driver towed the car to Nebraska while I had to fly in on September 4, 2012. That day started slow with a few raindrops, when I received the first email from United about my flight being delayed for 15 minutes. I still had seven hours before the flight and didn’t worry about this minor delay. United continued sending emails and in a few hours it became obvious that my flight would be delayed so much that I would miss my connection in Chicago. I rushed to Logan Airport and tried to get onto an earlier flight with no luck. The lady at United told me that they could fly me to Lincoln the next day. At that moment the only productive thought in my head was that I probably could drive to Nebraska… 24 hour drive… I owe my appearance at Nationals to my husband. He performed a miracle that day and managed to get me a ticket on Delta. I was in Nebraska by midnight.

The Lincoln airport was tiny. It took me three minutes to walk from the plane to the airport exit door. There was an unexpected set of people waiting for somebody from my plane. Even though it was almost midnight, there was a family with a little child that held a huge bouquet of flowers. A few yards away stood a group of loud German young men laughing at something while searching the arrivals for their friends. Germans in Nebraska? They are probably really lost….

I originally planned to compete in BSPL, the class our BMW M3 was prepared for. However, there was nobody in my class. Two weeks prior to the event I made the decision to move into a higher class that would have competition. The next legal class up was SML and had some amazing cars listed, including the car people call Godzilla: a heavily modified Nissan GT-R. Some reported that this car has 3 times the power of our M3. But I did not know that until the competition was over.

On Wednesday we had many things to do. We started the day by unpacking the car and I pulled out nine pairs of shoes: driving shoes, sneakers, flip-flops, sandals, rain shoes. Everything that we absolutely needed for the trip! We applied a lot of stickers, tech-ed the car, and registered ourselves. In the registration tent I realized that I love SCCA because they give you a trophy at registration; nice beer glasses. I stood there debating for a second if I’m all set and could go home with such a nice trophy.

At 11am we headed to the test course with the goal of getting used to concrete. Hank purchased eight runs and we used them all. Everything was great with the exception of two little things. I decided to take a minor detour at the end of my first run and turned back onto the course heading against traffic. Scary and shameful. Second, we realized that we were being carefully watched. But I guess that after my detour performance my competition was reassured that I would not bring any disruption to the established class’s order.

We walked the course four times in the evening and left the site to find something to eat. Yelp recommended an Indian place in downtown Lincoln. Since both Hank and I are omnivorous, we decided to go there. The food was great and the best part was the leftovers that the waiter packed in containers for us. Even cold, that food served as a satisfying lunch the next day.

Thursday was the first day of competition and we drove the West course. We started the day by walking the course two more times, finalizing the approach to some tricky elements. Some elements were quit unusual for us and required more time to process. A bit later, reviewing the staging list, we found out that our M3 was assigned two slots in grid: one in the SML class and one in BSP. Kathy helped to resolve the issue and introduced us to the grid chief for our heat. He was terrific not only in keeping us on schedule, but also in protecting our precious 5 minutes, when other grid workers attempted to send our car out early. A few minutes before my first run, one of the grid workers discovered that we did not have the required event sticker and told us that we could not run without it. Hank ran off and returned with the needed stickers just in time for me to run.

The course was great. Karen Babb designed it as an open course consisting mostly of long sweepers. At the same time it left lots of places to interpretation. Competition on concrete is something that we both need to work on. The car had more to offer than I used. We did not clean tires that day at all, which was a mistake. I’m sure I left more than a second on that course just due to the OPR (“other people’s rubber”) build-up. However, even with limited usage of the car and without cleaning tires, I finished day one with a .1 second lead in my class. This was quite a surprise, given that the Nissan GT-R was presumably much better prepared for such type of courses.

The evening was hectic, busy, and tiring. We walked the West course only 3 times before leaving the site. Roger Johnson designed the East course as more technical and with a challenging mix of just about every type of element one could possibly imagine. Before leaving, I ran the car in circles on the wet skid pad trying to clean the tires, but with only partial effect. We drove to the store to get some cleaning liquids for the car, filled up the gas can, (there is no 93 in Nebraska), and went to the same Indian place for dinner.

We came back to the site at 7am on Friday morning, right at the crack of dawn. We started by cleaning the remaining OPR from our tires. As soon as it was bright enough, we rushed to the course and walked it two more times. When we started driving, I was confident that I knew how to drive this course. I knew I could be faster that my competition because we drive such technical courses at home. My competition clearly divided into two camps by the second day. One half was very supportive and openly cheering for me. The other half was regularly checking my times and attempting to play mental games. Hank did his best to provide a buffer so that I could concentrate between the runs. I finished my last run, but did not improve because I blew one corner. Sad, but nothing could be done about this. Josh was close by and tried to cheer me up. I was in first place with just the GT-R left to try and catch me. He suggested that I watch my competition’s last run. With nothing else to do, we did. I watched how the GT-R was going through the course, mentally noting its every little mistake. I was not even worried before the time was displayed. The display showed that the time was more than a second faster than me, but another second later the announcement came that there was a cone hit on this run. I won.

The M3 brought us a championship in SML and a trophy in BSP. Hank fought a much tougher battle against very talented drivers in BSP and improved from out-of-the-trophies in day one to the fourth place by the end of day two. I won my class by a minimal margin. I’m happy about the win, but I know I could drive better.

The course designers did an outstanding job with both courses and I hope that local events would be able to replicate at least some of the great elements.

Nationals was an amazing experience. I met many people I only heard about, or spent time talking to online. I was surprised how supportive and encouraging everybody was. I made friends in my own class and I do not know how typical this is. Some of them were openly cheering for me. People are just amazing there.

Special thanks to Kathy Barnes and Josh Parker who helped us navigate this whole enterprise. Shortly after the SML results were announced, Kathy was the one who sent me to the Info tent to be measured for a jacket. It turned out that my class was not even on the list for jackets. There are so many people who contributed to my win: my own family, friends, the NER family, and even my competition. However, it was my co-driver, Hank Wallace who played a pivotal role in making me believe I can do this and working with me toward this goal.

Thank you to all our partners: Ace Performance Tuning, D-Force Wheels, and VelozMedia.

Check out the complete picture gallery on our Facebook page.


Driving in Norway

Southwest part of Norway. We drove 1,100 kilometers in 3 days, which is only 700 miles. This sounds like a small amount to drive per day, but there is the catch. If you like sightseeing and enjoy driving next to fjords to see beautiful water and mountains, you will be driving roads that are nothing like highways.

These roads have very strict speed limits, many cameras, and are occupied by many cars with drivers of different skill levels. In many places the roads are so narrow that you have to let traffic heading in the opposite direction through before proceeding. If it is raining, the fog is sometimes so thick that it’s hard to see 20-30 yards ahead.

Now, where was the fun? The roads! There are no straight roads next to the fjords. They all consist of endless turns. A majority of the turns are blind, so it’s impossible to predict or calculate the apex and the speed you potentially could carry through it. Only rarely you see 2-3 open turns that you could drive through with a technically correct line. It was good practice for slow-in and fast-out.

It was 1,100 kilometers of endless joy of guessing, enjoying the right decisions, and powering out from each turn. There were numerous tunnels, ranging from 50 miters to 7 kilometers, slow drivers, which are not that simple to pass on those roads, and other advantages. The last thing that’s worth mentioning was that we filled up the car only once, at the end of the trip. The small Volkswagen Golf did not want to accelerate well, but purred nicely and took us all the way without asking for more diesel. I would not say that a rental is the fastest car in this case, but obviously it was the most efficient one.


315s on an E36 M3: Dream or Reality?

In November of last year, the SCCA reorganized many of its Street Prepared classes. With the Mitsubishi Evo, Subaru STi, and to a lesser extent the Nissan 370Z, moved out of BSP, the plans to prepare our M3 for BSP started. We used the car to compete locally in BSP last year, but made no changes from its STU preparation other than mounting some smallish 245 Kumho v710s tires on our 17×9 wheels. To make a more serious attempt this year, drastic changes would be needed.

The first priority was to fit wider tires. A popular modification for E36 BMWs is to cut the fenders and graft on the fender contours from E46 non-M front fenders. This allows Hoosier 285/30/18 tires to fit. We considered doing the same, but opted to use E46 M3 front fenders instead so that we could fit with Hoosier 315/30/18 tires.

I made a call to the guys at Complete Custom Wheel to order a couple of 18×11 wheels. They knew exactly what backspace was needed and shipped the wheels within a few weeks. PJ Corrales, a local SM competitor, generously lent us a couple of used 315/30/18s that we could mount and use for test fitting during body work.

Finding a body shop to perform the work was an unanticipated and time consuming challenge. Many shops told us that fitting 315/30/18s was impossible, while others gave us sky-high estimates, and some even were afraid to attempt such a task. One, who will remain nameless, agreed to do the work only to back out after having the car for a week. The only positive side effect of our travels to the numerous body shops was the discovery of a fantastic pizza place located near one of them. It was a surprise that, regardless of the interest level from each shop, they all wanted to see the car in person before discussing the work.

Finally, Steve Hazard referred us to Mike’s Auto Body in Malden, MA. They were excited with the project, had done something similar on Steve’s E36 M3 in the past, and could get started right away. I brought the car to them along with four E46 M3 front fenders and two 18×11 wheels with the 315/30/18 tires already mounted.

The following are just some of the pictures I took during my many visits to ensure that the modifications would be BSP-legal. There are many more in the Flickr album – just click on one to see the rest.


After picking it up, I drove right to a local shop to have a set of Enkei NT03+M wheels w/tires installed. The fronts are 285/30/18 and rears are 295/30/18. The rears left so much room that I stuck a 20 mm spacer in there just to make it look a little better. These will be used for street use until we have a proper tow vehicle.


Finally, a few pictures from the first test with a fresh set of 315/30/18s Hoosiers installed. The ride height is set a bit too high here, but I wanted to be sure that everything cleared.


Thanks to Mike’s Auto Body for doing an amazing job (and putting up with my frequent visits), Steve Hazard for recommending Mike’s, Mike Simanyi for information about the fender work done on his car, PJ Corrales for letting me borrow tires for test fitting, and Lana Tsurikova for helping me survive the many weeks that I was without a car.

A Beemer Vacation

Another February vacation in Florida. I lucked out, because after many days of rain there was finally nothing falling from the sky. I drove to Eagle Rider to pick up the bike that I reserved a month ago. In Florida, they had 10 BMW GSs to rent in that specific location and more BMWs in other locations. Why aren’t there any BMW bikes in MA to rent? Maybe I do not know something.

Anyway, the day was perfect, the bike looked great, and the paperwork took 10 minutes. While waiting for a friend, I took the bike for a couple of spins. It sounded great, but it became obvious very fast that the seat was too high for me. I came back and Eagle Rider’s technicians tried to adjust the height for me. They put the seat in the lowest possible position and put the suspension in Sports mode. This did not change things a lot, but I appreciated them trying.

My riding partner for that day was Mike Ryan. Mike currently works as a dive instructor at Horizon Divers in Key Largo. He is a very interesting person to be around. It seems that his life was never ordinary and shaped him into a unique and strong individual. If you like real life stories, Mike has many of them and he knows how to tell them. If you ever go to Key Largo for diving, make sure to dive with Mike.

That morning Mike showed up on his brand new Honda Touring bike and we drove to the Everglades. We stopped at the Robert Is Here shop, and then drove to the entrance of the Everglades. Between walking on the board walk and driving to the end of the Everglades we chose the latter. We sat for 15 minutes on the bench at the last stop of the park, stared at the peaceful ocean and chatting about why there in no diving on this side of the Keys. We drove back without any stops and had to skip lunch, since I was getting late for my plane. We put 160 miles on bikes that day.

I loved the bike. If I would be shopping for one, I would seriously consider some version of this bike. I could hardly touch the ground with my toes, so it was hard to handle it during stops and backing up, but it was an absolute beauty once you start rolling. It felt stable, powerful, and obedient; great brakes, smooth clutch, and great acceleration.

Looking back, between great diving and riding the BMW (a true Beemer), I remember riding more. I hope Mike will not mind that.

M3 Rear Subframe Bushings

The 135i was at Ace Performance Tuning yesterday having the stock rear subframe bushings replaced with BMW Motorsport M3 bushings. These bushings are much stiffer than the stock ones and should dramatically improve the 135i’s responsiveness and handling. (The image here shows 2, but we had all 4 replaced.)

I had been contemplating doing this work myself, but cannot explain how happy I am that we took it to ACE instead. They of course have a lift, which is a big help, and their tech was able to finish the work much faster than I would have. Special thanks to Hp Autowerks for the bushing tool rental.

Lana’s February Vacation


February is typically not a good month for a peaceful bike ride — at least in Massachusetts. However, I had to fly to Florida for a HIMSS conference and that’s where riding was just fine. First step was to find a place to rent a bike. There are many Eagle Rider locations around the US and one was found close to where I would be staying. This one was not a typical Eagle Rider, where one can find endless Harley Davidson’s of various models, years, and conditions. This place seemed to be privately held by a person who was renting out his own Triumphs. Well, we all have our preferences, right?  I had never ridden one, but I was up for trying something new. Good reliable bike, but not for me. Thank you for the person who let me rent it. It was a good experience. I learned more about what I appreciate in bikes.
By the way, it was almost too hot in a helmet. February…..  Bike…. Too hot…..I still struggle to comprehend this.

PCA Zone1 Pictures

Lana and I were asked to help the NCR team at this year’s PCA Zone1 competition. Lana impressed everyone by winning her class by a large margin in a Porsche GT3 RS, while I just missed first place by .4 seconds in my class driving a Porsche C2S. It was a close finish, but the NCR team came away with the win! Congrats to the whole NCR team!

Below are a few pictures of the event. That’s Lana in the Viper Green GT3 RS and me in the (mostly) Black C2S.

Borla Exhaust

The quest to drop weight from the M3 continues. A Borla Cat-back Muffler has been installed. The Turner web site states that it will result in a 5 hp increase, but I am just as interested in it being 26 lbs lighter than the stock system. It’s built from exhaust_borla_e36_tips_close_lgT-304 stainless steel (inside and outsize) and comes with a 1,000,000 mile warranty. It is a bit louder than stock, but not so much that it will wake the neighbors.

Installation was quite easy. I consider myself lucky that the bolts for the stock exhaust, although rusty, were removed without incident.



Here are the "before and after” videos (taken with my iPhone 3GS).

Lightweight Battery Installed

In an effort to reduce the weight of the M3, I’ve installed a Russ Wiles battery box from BimmerHaus along with a Hawker Odyssey battery. The battery box is designed to hold this small battery and be mounted in the stock location using factory cables and hold down clamp.

The stock battery weighted 43 lbs. The new battery box + battery weighs 18 lbs.


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