Look, I'm not going to lie. Buying a Mitsubishi Mirage with a 70 bhp 1.2 litre 3 cylinder as a track day instructor is strange. I know that there's an element of the readership who will be saying "really?" Let me explain anyway. The Mirage is a cheap car, (very cheap, in fact it's $14,000 Canadian in 2022) so it isn't terribly fancy. However, it needs to be stated, I already have a dedicated race car (2003 Civic EP3) and a 2004 Jaguar X-Type for when I'm feeling like a good, spirited drive. The Mirage is a good daily, but it doesn't just stop there.
The thing is light. Genuinely, at 2095 pounds in my specifications, this car was the lightest new car available in Canada in 2022. I shouldn't have to explain too much about what this does for the driving experience; agile, nimble, and it makes a really good platform for gentle modifications (I've already put 16" wheels, and plan on adding coilovers and sway bars) in order to just make it a bit more playful. It doesn't need much fuel to set off, nor much braking pressure to get it to stop. Engine braking on this car feels particularly effective in a very nice way. Barely braking, even when approaching red lights just feels right.
Of course, given a small engine and extremely lightweight chassis, the car is also extremely fuel efficient. I have compared my fuel mileage to Toyota Prius owners and come out better. Your experience may vary as the Mirage gets significantly worse fuel efficiency at 120 km/h, but I am certainly not extremely gentle with my cars and do expect them to get back up to the speed limit in a timely manner. For me to get 4L/100 km on some occasions, and 6L/100 km on the worst of days where I hit every red light, get stuck in every traffic jam, and generally drive as my schedule requires, the machine is almost matching the carbon footprint of most electric cars (remember, they need electricity from a grid that uses some natural gas/coal to operate) without requiring the lithium mining and the environmental destruction associated with that specific part of electric car ownership. Not requiring special information-age technologies for mining in a third world country with mines that are sometimes worked by modern slave labour and guarded by child soldiers is a huge benefit in my books, sorry electric car enthusiasts. You won't convince everyone! I'm still doing my part with a car that gets 4L/100 km., so, please don't hate me!
Then there's the styling. I know, it's a personal thing, but I consider the Mirage one of the best looking new cars to be released since 2010. I generally hate the styling of modern cars, particularly affordable ones. Sure, we can all appreciate how good a 4th generation Viper or 2022 Audi RS6 looks, but everything from below $50,000 is disappointing. Feel free to point out the exceptions you like in the comments - the 2020 Toyota Corolla is decent, although I don't want to deal with 0W16 oil's rarity, as is the Mazda 3 that I also considered before finding out that the manual transmission was not available with the good engine or all-wheel-drive system (why?) but overall, there's nothing from any "affordable car" manufacturer that excited me. MINI was a consideration but the BMW link and constant reliability concerns scared me away.
Then there's the warranty - an available 200,000 km, 10 year warranty - which is the most remarkable warranty I've ever seen. Mitsubishi clearly stands behind the build quality of their cars. I know that infotainment systems like to die on new cars (made after 2010) and for once, I actually really like the infotainment system on the Mirage. I would actually want Mitsubishi to repair it if anything happened. It integrates nicely into the display and works well. It's very simple, doesn't have any annoying beeps or bongs, and the beeps and bongs from pressing buttons can be completely turned off. There's something to be said about what I'll call "Autism-friendly features" in cars like the Mirage. For anyone who doesn't know what I mean, some people with Autism such as myself absolutely hate noises and beeps. Ford's MySync is particularly egregious for this, and turned me off of the brand forever. I cannot stand Ford's infotainment system with 100 bings and bongs a minute. The only time I would buy a Ford is to have as a race car with no infotainment system in it. The Mirage has one bing that I've noticed - to tell me that the temperature has dropped and the road could be icy. This one, I actually appreciate. If you're driving from Kitchener to Quebec, and you've been driving for 14 hours, it's easy to simply not notice that the temperature has dropped 15 degrees and what you thought was rain is actually starting to freeze on the road. Even then, the bing-bing pair of beeps is quiet, comes from the place in the dashboard where the message would display, and is rather pleasant. Otherwise? The car is quiet if you're wearing your seatbelt. Not an issue for me, I always do anyway. Rant over.
Then there's the sound system. Let me be clear: it's not a recording studio. It's not the greatest sound system. However, my YouTube Music Premium works perfectly with the Mirage and it even displays the artist, song, album and everything (pause button, play button, back, forward) clearly, with no nonsense/unnecessary information, and steering wheel controls and a physical volume knob. The HVAC uses actual physical buttons, too, and has its own, simple, clearly labelled screen with clever snowflake A/C symbol.
So, in summary then, the Mirage is nowhere near as bad as people like to pretend. It's a lightweight car with decent styling, very good fuel efficiency, remarkable warranty, and a very considerate, Autism-friendly user experience. Yes, they could have stiffened up the springs and put a sway bar in the back. Yes, they could have given the manual more options. Yes, they could have put disc brakes in the back. These are all things I'm willing to live with, in order to have a car that rivals electric cars in fuel efficiency despite having a manual gearbox that's fun to row through, and even more so as it weighs less than a 2022 Miata.
Our 2003 Civic EP3 may seem like a strange choice of a track car to some. But, there was some reason behind the choice.
We've heard the jokes. Civics are lawnmowers with lawn mower engines, they don't make power, Civics are "wrong wheel drive." We know that Civics aren't the most popular cars in the world that kids put posters of on their walls.
Sadly, in the real world, Ferraris are a little out of reach for most people (though we do absolutely love them and would happily drive them!) so we have to look at realistic cars with realistic, grounded expectations. So, considering our expectations are to just make a simple, safe, reliable track car that does the trick to get us seat time, well, why? What drew us to the Civic?
Civics are simple. Not much in a Civic is an unnecessary feature. Their engines are relatively trustworthy and well-built, with factories that put together the engines with regimental structure and tolerances meant to make the cars run for hundreds of thousands of kilometres.
The car and its parts are all some of the least expensive options in the world. Spare engines for $500? Yes please. Axles for $80? Transmissions for $600? Relatively small tire sizes? Yes please to all of them! Our full race car transformation for the Civic might cost less than $15,000 total, which is an incredible feat, considering that I'm factoring in the previous two years of track days and time attack expenditures into that, too. All new control arms, brake calipers, coilovers, wheels, tires, sway bar, petrol, oil changes; everything. You'd be hard pressed to find a better deal anywhere.
The Civic EP3, with as much as we've removed from it, will barely weigh anything. We're talking ~2300 pounds with engine, gearbox, exhaust, and so on, and maybe ~2400-2500 pounds with cage. Even without much power, the power-to-weight ratio will keep it sporty. This does not even mention the idea of brake and handling performance, efficiency, and just general sportiness, agility, and feeling. Lightweight cars are some of the best fun to drive.
There is a plethora of aftermarket parts available for the EP3 Civic platform, and indeed all Civic platforms. If you want racing parts, you'll get racing parts.
It's not as hard as you may think to get started with track days in Ontario. Use this as a starter reference guide.
I don't want to write too much as an introduction. I'll just say that these instructions are meant to be as minimalist and introductory as possible. Track days in Ontario are an easy way to get on track in your own personal car, whether it's a race car or not. This list is very cost-effective and is meant to put safety first.
Step 1: Grab a helmet
These days, almost all lapping groups require helmets. If a lapping group will allow you on track without even a helmet, ask yourself how seriously they take their safety. It's essential to have a good helmet.
In 2022, there are only two grades of helmets that we would really recommend, though more meet our minimum requirements. SA2015 and SA2020 helmets are the minimum specifications of helmets we would ever suggest for most people. These helmets will be transferrable from track day group to track day group, and will meet the minimum requirements of every track and car. It's that simple.
You may check out Google and search for SA2015 or SA2020 helmets, and find one that suits your intentions better.
Step 2: Tupperware Tub of Tools
This one's really straight-forward. Bring an extra spare wheel and tire, an extra bottle of brake fluid, an extra jug of coolant and motor oil, a set of wrenches, a torque wrench with impact socket of your lug nut size, some zip ties, and 3/8" drive sockets. Chances are, you won't need them, but it's nice to have. Trust us, having the right tools will make the rare occasion when things don't go well and you have a mechanical malfunction easier.
Step 3: prepare the car
Seriously, we mean this: you only need fresh oil, higher temperature brake pads, and to give your car a few breaks here and there. The enemy of your car at the track is brake, oil, and coolant temperature. If you want your car to not break down, get the really good engine oil, Hawk HP+ brake pads, Motul RBF600 brake fluid, and so on for example. It doesn't have to be those brands; they're just the brands I've used in my race car previously, so, in that way, you can have a general idea of what you're looking at in terms of price and so on.
Optionally, you can put additional oil and transmission coolers, additional brake ducting, grippy tires, and so on, though those things are not necessary.
Step 4: Give Your Car an Inspection
I like to go over the whole car the weekend before the track day. Look for anything loose. Tighten everything down. Look at tire tread wear and brake pad thickness. If everything looks good, you're all set to pack the car up with the items from steps 1 and 2, and then sign up.
Step 5: Register and Attend
The last step is to find a track day group that you think values your safety and the safety of your car. Find the group that's right for you. It might even be us. Our unique-in-Ontario system of having five run groups divided entirely by driver skill makes for a welcoming, friendly, and easy-going start to your adventure. Our blue run group is almost entirely people who are new to track days, just like most of the people reading this list.
Almost all track day groups in Ontario will start the day with a driver's meeting, which briefs drivers on the passing rules, conditions, flag rules, and other supplemental rules that you will need to know to stay safe. The best track day groups in Ontario will have at minimum 3 flag marshals for the full day, and an EMS crew (though EMS crews are rarely ever needed). We typically have three or four flag marshals per day at Falcon Autosport events. Our main track, Grand Bend Motorplex, certainly has good sight lines and we think that 3 or 4 flag marshals is the right number.
Even when cars haven't crashed and things have been good, these things are still vital for safety. We have seen a few drivers becoming a bit "seasick" from the speeds at other, non-Falcon Autosport events and EMS are always happy to help those drivers and passengers to help retain fluids, as well as keeping an eye on people for symptoms of heat exhaustion and heat stroke, helping to keep things safe. It doesn't hurt to have them.
The same goes for flag marshals. The one time a rogue deer, fox, raccoon or dog gets on the track, the extra sets of eyes on the track will help, even if everyone keeps their cars under control. Not to mention, debris, sudden downpours of rain, and whatever else could happen. The bottom line is, you get your money's worth from track days that are well organized.
Step 6: Enjoy
We get it - you're going to have questions. Let's discuss them.
2022 marks an interesting shift in the philosophy of Falcon Autosport. As we've grown and grown, I've tried to keep Falcon Autosport as open and approachable as possible. While I want to keep it this way, that we are still technically open to the public, a few people have become clearly more interested in our events than others. I see you, loyal and faithful guests of almost every event in the entire year.
I want to give you, loyal and faithful guests, a membership system with several benefits. I want to encourage a "regular" group whose personality gels with others and whose presence is dearly missed when they're not there. Encouraging a group of people to become "regulars" who attend nearly every event is a surefire, tried and true way to keep a friendly, warm atmosphere.
It can also make it easier to sell tickets to the events, which is a bonus on the behind-the-scenes. Panicking that not enough ticket sales are happening is reduced when some are sold right up-front at the beginning of the year. It frees up liquid cash for re-investing into more events, secures that events will be well-attended, and ensures a very good, fun time for me as the founder. I'd be lying if I said I didn't enjoy running these events, when my friends are the guests that I see at almost every event.
The thing is, what kinds of things can business founders do in order to encourage these people to join these events?
Well, a dedicated membership for people who want to attend more than one event, which offers discounts and features, which should theoretically entice people to join in, in more events.
But, it's not fair to others to exclude them for not being able to make several events per year, and not everyone wants to do a one-time payment of possibly as much as $1500+ for pre-paid access to every event for the entirety of the 2022 season.
And, well, yes, I'm sure that the price is a huge deciding factor for most people who would consider a membership. The problem is, I can't tell you how many track days we will be able to host in 2022; even the tracks we rent from don't have their 2022 schedule sorted this early. To imply that we will have 6? 10? 3? 30? It would be impossible. We don't know how many track days we can hold. We're at the mercy of the availability of the tracks. What I can do, is say that the price of a track day with a membership, could be as low as ~$80 per event, weighted across the full season, or less. Hear me out on this: if we factor in an estimate of 4 track days in 2022, and 6 road cruises, that's ten events. If we do a flat rate of $800 for the full 10-event membership, that's $80 per event. Obviously, track days cost more to put together than road cruises due to track rental costs and associated event insurance, however the per-event cost goes down in total, and there's no way that could get that much savings from a non-membership, if you did the full ten events, for example.
Some quick math: if we assume an average cost of Falcon Autosport Grand Bend Motorplex track days as being $160/each, and we have 3 of them, and one at Circuit Mécaglisse which would cost roughly $180, we are now at $660. Then, add 6 road cruises at an average cost of $50 each; add $300 to that $660. $960 now. Suppose the membership costs $800. The membership ends up being beneficial to members who can make it to enough events to justify it.
So, yeah, it's a win-win. If your schedule and wallet allow, Falcon Autosport 2022 membership might be the best way to go.
But what about those people who only want to do one event? Well, sign-ups will still be available, event-by-event. Just don't expect to only be paying $80 per track day; the numbers just don't work that way. I try my absolute best to reduce costs as much as possible, but I can't lose that much money like that. I can't justify it to myself. With that said, it won't be much higher. Let's say $160 per track day, approximately, at Grand Bend Motorplex as an example, again. That would just be the regular price. You're not losing anything by us doing this. Instead, we gain much more flexibility and planning.
Consider. Let me know what you think. I'll review the blog comments, and social media comments and messages often and reply to any questions or feedback accordingly.
We were curious what would happen if someone brought a car with air suspension to a track day... Wonder no more.
At our latest event, August 23rd, we had someone bring a car with air bag suspension to the track. We weren't sure how it would do. Evil M Motorsports brought this show-car quality Mazda 3 to our event and it absolutely performed well.
Air Lift suspension isn't kidding around at all, when they say that their air suspension is actually track-ready and capable. Push-button adjustable suspension like in Gran Turismo or Forza Motorsports, it's a very cool thing to have. The first few laps, the suspension was a little soft, so simply increasing the air pressure inside the bags was enough to make the car handle the increased suspension loading without issues. The car drove there, drove around the track, and then drove back home.
So that's what we think of air suspension; it's just another form of suspension but it can be quite handy to have that super-simple adjustment. Overall, we like it. Here's a video about the experience
How I Drove My 320,000 km Honda Civic EP3 with 17 Previous Owners to an Ontario Time Attack Podium with a Budget of $2526
Quick disclaimer: individual experiences may vary. I don't mean to imply that every car will be equally reliable and trustworthy, despite how much work you either do or don't put into it. This post is more to discuss the story of how this car came to be, and is just proof that track days aren't necessarily extremely harsh on cars as other people may have you believe. Before reading, please know that this is just the story of one car with one story and one situation and one time attack round and three days on track so far in 2020. It absolutely should prove that it's possible to do, but not that you will have the same experience. Without further a due, let's get into it.
The Story of Purchasing the Car
In October 2018, I began working a new week day job in a city that was far away from where I lived. I knew I needed a car with high kilometers to use to get to and from work at that position, where each daily commute was 180 km. I promised to myself, I wouldn't get something far too nice to eventually use as a track car, or so low kilometre that I would feel guilty for driving it to and from work. I posted looking for a car on my Facebook, to see if any of my friends had a car, as I'd rather support my friends, than some random car salesman. A friend of mine reached out to me, and told me she had a 2003 EP3 Civic for sale. Seeing it, it scratched an itch I had always had. I've always been a huge fan of "exotic Euro hot hatches" and even if this one was an SiR trim level, I knew it had good bones to be something special and not seen often in my province of Ontario. I asked her if it was rusty, at all. She told me it wasn't. I was instantly interested.
Going to see the car in person, I started to look everywhere for the rust; where was it going to be really bad? It's a 2003 with 299,000 km at the time; surely it had some of the cancerous hatred that so dearly plagues so many cars from the era, right? The more I looked, the more I knew that this was an ideal specimen of the car, due to its lack of rust. It had a check engine light, it needed a new steering wheel (but I had one) and it undoubtedly needed a lot of mechanical work. The fog lights were broken, the tires were worn, the brakes were "wonky" and "sticky" at times, and the windshield was cracked, but the car's chassis was worth it. I had to have it, for the opportunity to have an almost perfect body condition (a few dents and some paint chips on the hood), no-rust example of a car I had always wanted growing up. Watching Tiff Needell throw an EP3 Type R around Anglesey Circuit in Wales on the show "Fifth Gear" was all I needed to re-solidify my decision to get this example. Unlike the DC2 and EK9 Type Rs that are seam-welded for extra chassis rigidity, everything from an EP3 Type R would bolt straight up to this EP3 - including the 5 bolt swap that was conveniently already done. This car sported the 5 bolt conversion, so the wheels were 5x114.3 and the wheels that were on it were beautiful for this car. I wanted it. I wanted it badly. So, I got it.
Fast forward a few months, it's March, the safety inspection is done, a new rad is installed, along with new alternator, new battery, new windshield, new spark plugs, all new control arms in both front corners, new brake rotors, pads, and calipers in three of the four corners, new wheel bearings and hubs in all four corners, new tires, and the "questionable" ride height with OEM struts in the front and extremely low coilovers in the rear has been addressed by adding coilovers to the front to match all four. Pretty much everything that connected the wheels to the road, stopped the car, or kept it under control had been replaced. The engine oil change was done. The gearbox oil was changed. The car had Motul RBF600 brake fluid in the entire thing. The car was really already starting to get there. I was researching exactly which coilovers I wanted to install, which suspension and alignment I wanted, what parts would give me the characteristics I wanted. By May, I had it out to its first track day to check the base settings on 215/45ZR17 Toyo Proxes R1R tires I had procured at cost through a Toyo Tires sponsorship for the 2019 track day season. The car did prove, as I suspected it would, to have absolutely atrocious understeer. The front would never tuck and the car would never rotate. Trying to keep speed in the corners was an exercise in futility. By September, I had worn out the front tires with a half dozen track days and probably 300-400 laps of various tracks in southern Ontario. I started immediately looking at ways to make it handle even better for 2020, to improve the 2019 package.
And then Came 2020; Year of the Limited Track Time and Constant Adjustments
I'm not even going to sugar coat it. 2020 started out poorly for everyone in Ontario. In April, just as the gearhead in all of us was coming out of the deep, dark, cold cave we hibernated in to survive our disdain for winter's lack of track time and salty, disgusting roads, a pandemic hit. No track time for a long time. I mean, I went to Montreal in January and February, once to coach a guest on a winter lapping day, and once for business, but, still. Parts that I had ordered would be arriving and I'd have nothing but time to install, test, fix, align, adjust and generally fiddle with until my quest for oversteer would be fulfilled. It consumed far too much of my time, researching how to finally get the handling I wanted. I visited hundreds of forums for Honda cars, read many suspension reviews to verify that I was purchasing the stuff I really wanted, and genuinely obsessed the fine details of my car. I knew the tire size, spring rates, sway bar size, and general alignment specs that would get me exactly what my car needed. I'll put everything below.
For most of April and May, I was out in the Falcon Autosport HQ driveway, fiddling, adjusting, stiffening, and so on. I waited until I knew what to expect from the suspension to order the exact tire size that would complement the setup. I knew the tracks would reopen some day, and I knew I was going to go out like a "blue balled" maniac when they would finally oblige and allow me the seat time I craved. I ended up ordering the tires from Jocelyn at MSGear.ca, who had also ordered the suspension in for me, painting my wheels from white to bronze so the brake dust wouldn't show, bleeding the brakes several times "just to be sure" (much to the chagrin of the people helping me, I'm sorry!), and generally inspecting every nut and bolt. Twice. At least. Probably. It sounds less bad when you say it like that. Saying like, 6 times... People might get a little upset with you for being compulsive. I just wanted the car to be just right.
Finally, Ontario Time Attack announced that they were back on (and at one of my favourite tracks) and I jumped at the chance. I wanted in. I reached out to Burning Rubber, a shop in Oakville, for an alignment (outside of the specs my dealership would allow), all while getting my tires mounted to my wheels at my work, and buying a sway bar from Garage16, and a friend named Yuriy even offered me some help to adjust the valve lash and clearance back to factory specification; which is when we found that the camshaft lobes were heavily pitted and scored. Yep. What a thing to find out the day before your time attack debut. In true Canadian fashion, though, I asked "are you guys silly? I'm still gonna send it!" and went to the Ontario Time Attack event. I also have to mention that I did have the sway bar initially installed upside down. Live and learn, right? So we flipped that in Yuriy's driveway because that's what the schedule allowed for. I even picked up some new, custom-made Falcon Autosport vinyl stickers (from AM Designs 519) to put on the side of the car, to shout from the heavens that Falcon Autosport exists and that you can join us at our events.
The morning of, the Falcon Autosport crew team and I loaded up our cars full of gear and tools, expecting for something to probably break or whatever. All of my fiddling worked, though, and the car actually ran perfectly almost all day. The Civic's 5 speed gearbox got a little warm in the third session of the day, which actually solved itself because the plastic undertray of the car and the two wheel well liners were removed, when they started to flap around at high speeds, thus granting me extra cooling. Ah, it's the little things in life. When your car is so rag-tag that one minor thing "breaking" fixes another thing, and the minor thing is an easy fix, you know you're going to do well. I still have to give a shout out to Shan, though, for his help in taking those out.
The Big Event
Right out of the gate, during the first session you can see in the video just above this section, you can see that the car requires much less turn-in for the same effect. The car has dramatically less understeer, even from just the warm-up session. I'm not exaggerating at all, when I say that the car felt nearly perfect. The understeer-to-oversteer ratio was almost exactly where I wanted it. With 318,000 km at that point on the original engine and gearbox, and having been owned by 17 previous owners before me, I am just assuming that the car is a little tired. The power isn't incredible. My throttle traces are ridiculous, the kind of thing you'd see on a Miata with semi-slicks, and that's okay. A K20A3 with no mods at all, worn out cam lobes, and only god knows what condition the pistons are in, was never going to set the world on fire. It's more likely to set itself on fire at this point. Joking aside, though, the car truly had one thing really going for it above all else; the grip, the balance and the poise.
It doesn't take big power figures to run really good lap times. It doesn't hurt, but, in ideal circumstances, the K20A3 has only 160 bhp, and that's without 318,000 km., and the previous owner's hot air Injen intake that likely heat soaks badly off of the exhaust manifold. Nevertheless, I started the morning testing and lapping out as the fastest guy in T1 class, immediately getting up to speed with the car and track combination from previous experience and trusting my calculations and research in the handling. The track started out very damp, muddy and very slippery in my early sessions, and that really suited me and my driving style. Being significantly faster than a lot of the other guys in T1 in the morning helped me feel confident to just push harder and harder throughout the day. But...
So much of time attack comes down to driver, suspension, tires and brakes that the power barely mattered, but I suspect it played a role in the difference between winning and getting third. Am I upset? Absolutely not! It's still a very good result and I'm still happy that it worked out. I had a lot of fun and have no regrets. I just wanna go back to that track, right now, even! So fun. But, again, the purpose of this blog post is largely to prove that it's sometimes possible to take what you've got to the track and drive it hard and get a podium. The car's not even poorly mannered on the roads with its current setup. It's surprisingly comfortable and refined on the road, especially on its commuter tires that I often swap between events.
Results Don't Lie
My early advantage with the low grip of the morning that suited my driving style and lack of power faded as the sun warmed and dried the track. The tire pressure adjustments we were making, the relative perfection of the setup, how smoothly the car was running, all led to effectively a huge showdown where the lack of power of my car would become apparent. We were all running faster in that final session where the timing and scoring really mattered. On the last lap of the last session, I believe, is when my lead disintegrated. I'm not sure about which lap it was for sure, but I do know that I don't think the engine of my car would give me another full second to work with to get the win in T1 class. The rivals had caught up, they had found the grip that eluded them all morning and they were able to claw back my early gains with the new-found grip. I was particularly fast in the downhill section, where the car's power barely mattered in comparison to the actual grip and driver talent, but I was losing so much in the uphill section that it wasn't meant to be.
Still, I take pride in knowing that I got third place in a car that, by all rights, should've been dead by now. The engine and gearbox, somehow, have survived 320,000 kilometres and no fewer than 10 track days; one even by a previous owner. And it's still going. I just had it out to Circuit Mécaglisse on the 3rd of July, having driven it to Mécaglisse on the 2nd, and driving it home on the 4th.
The Budget Breakdown
2019 Setup (which aftermarket parts I started the year with):
2020 Setup (what I did for 2020, rounded up, after shipping, taxes, fees etc.)
And that's it. Time attack doesn't have to be something that you can't get into. You might not win if you're not an exceptionally good driver with a fast car, but you'll have fun no matter what. And, we here at Falcon Autosport, we get the need for seat time and we want to help you to get it.