2026 GLTC Season Opener at Carolina Motorsports Park

We kicked off the 2026 Gridlife Touring Cup season at Carolina Motorsports Park with our E90, coming in optimistic after a few minor rules adjustments in the offseason. On paper, the changes looked like they could help bring the car closer to a competitive range without chasing it all weekend.

Car #83, driven by Carlos Mendez, rolled into CMP looking to build on the progress we found late last season.

Early Setbacks

Thursday test day didn’t go to plan. After just two sessions, the pressure plate cracked, forcing us to pull the transmission at the track. The clutch, pressure plate, and flywheel had all been replaced at the shop before the event, making this the first weekend on the new setup.

We had a spare on hand, but the throwout bearing wasn’t correct, which led to a less-than-ideal pedal feel once everything was back together.

We managed to get one more session in late Thursday, but before leaving the track, we made the call to pull the transmission again and source the correct throwout bearing first thing Friday morning.

Friday started with a parts run to Charlotte, back to CMP, and a quick turnaround to make the first practice.

The session started productively, with five to six laps completed as we worked back into rhythm. On track out after the carousel, we drifted slightly too far left, carrying speed through the end of the concrete rumble strips and into a large hole just beyond them. The impact bent the inner barrels on both left-side wheels instantly, ending the session on the spot.

Fortunately, we were able to pull the car off safely behind a flag station, keeping the session green for everyone else.

Qualifying Pace

After getting the car back together, qualifying ended up being the high point of the weekend. On sticker Falkens, we put down our fastest lap of the event, landing P15. The lap wasn’t completely clean—we caught traffic—and without that, it likely had P10 pace.

That gave us a clear direction: the pace was there.

Execution matched it. Tire pressures were checked and adjusted after every session, and by qualifying they were fully dialed based on everything we learned through practice and warm-up. No guesswork—just small, deliberate changes.

Races

From there, the focus shifted to execution and refining the setup.

We made targeted changes before each race based on driver feedback and data. Adjustments included small rake changes to shift balance, front sway bar tuning, and dialing compression and rebound on the MCS two-way dampers.

Each change moved the car forward. Lap times dropped across the weekend, and the car felt more predictable, even if we didn’t quite match the peak pace from qualifying.

Race results:

• Race 1: P11
• Race 2: P10
• Race 3: P13
• Race 4: P12
  

We finished the weekend P10 overall.

Takeaways

The car showed flashes of real pace—especially on fresh tires—but consistency over a run still isn’t where it needs to be. The Falken RT615s came in strong, then fell off quicker than expected.

From a team standpoint, execution was solid. Tire pressures stayed consistent, changes were intentional, and each adjustment had a clear purpose.

The challenge now is widening the operating window, especially at a track like CMP where maintaining momentum is critical.

Looking Ahead

CMP made a few things clear.

The way the N52 makes power doesn’t line up well with how the current rules reward performance. Its natural power band is harder to optimize compared to higher-horsepower cars that are detuned into flatter, more usable curves. On a track like CMP, that difference shows up quickly.

We also missed on a few setup decisions. We ran a 255 tire on a 17x10.5 wheel, but in hindsight, a 275 would have been the better choice—even with the additional 60 pounds. CMP rewards grip, and we were lacking corner speed in key sections.

Gearing didn’t help either. We ran a 3.73 differential, but a 4.44 would have better suited the slower corners and improved drive off.

Individually, they’re small decisions. Together, they add up.

The results reflect that. In 2026, we finished P11, P10, P13, and P12—solid, but a step back from 2025, where we finished all four races inside the top 10, including two P6 finishes.

After three full seasons in GLTC, and now starting a fourth, it’s becoming clear that this may not be the right chassis for the class. The E90 is simply too heavy to detune the N52 in a way that stays competitive within the rules.

We’ll be taking a step back before the next round to regroup and evaluate the direction forward.

There’s still pace in the program, but the focus now is on making sure everything is aligned—platform, setup, and strategy—with what the rules and tracks demand.

Acknowledgment

None of this happens without the crew. Huge thanks to Thomas Rising Edge, Matt, and Christina for keeping the car moving all weekend—even when it meant pulling the transmission at the track, chasing parts offsite, and turning the car around between sessions.  Photo credits go to Brian C. Fisher @briancfisher Icons Performance & Dylin Snedden @IamDylin. We also want to thank ROWE Motor Oil for their continued support throughout the season.