PWC: New lease on life in Daniel Morad’s ‘State of Moradness’

Morad (left) and Dalziel (right). Photo: PWC

As he prepares to race in the Pirelli World Challenge SprintX races at Canadian Tire Motorsport Park this weekend, it’s a welcome relief for 27-year-old Toronto native Daniel Morad that he’s rolling with opportunities that a few years ago seemed remote at best.

Morad and fellow open-wheel convert Ryan Dalziel share the No. 2 CRP Racing Mercedes-AMG GT3 in the GT Pro/Pro division of the championship, which are 60-minute races with a mandatory driver stop.

How Morad even got the ride was a bit surprising to begin with – he beat out numerous talented others in consideration – and then he beat one of Mercedes, and sports car racing’s most talented drivers in Jeroen Bleekemolen in identical equipment to secure his first win in his first weekend.

Photo: PWC

“CRP and I had talked for months; Ron Fellows had recommended me to the team after Daytona,” Morad told NBC Sports. “I told Nick Short, the team owner, I was so prepared to do my best if I got the job. We’d had about two hours worth of talking and that was all we went on, but it must have been a good impression!

“Between Ron endorsing me and Dave Empringham also having a say, I got the call Friday before the race and it was ‘Hey, the ride’s yours.’

“So I get announced Monday on my birthday… then Tuesday or Wednesday I’m already doing media with the car, having not driven it! It was pretty cool the fact my name was on top of the car.”

Morad and Dalziel were unfortunate to lose a win in the first SprintX race of the weekend, owing to a pit lane timing infraction that also caught six other GT class cars out.

As a recompense because of confusion about how so many teams were caught out by the 60-second combined pit lane time between the 30-second mandatory pit stop time and additional 30-seconds on pit lane, PWC series officials added a two-second joker time to ensure there wouldn’t be infractions in the second race.

“Saturday for us was strange and disjointed,” Morad explained. “Initially the pro/pro class was going to have an open pit time, and that would have been a bit dangerous if some teams did 25-second stops versus 15 seconds – you’ll never make that up.

“And some cars are easier to get in and out of than others. Bentley, for instance, is right-hand drive so it can go straight in. The Ferrari looked easy. Cadillac? They had to take the wheel off. For us it’s a tight greenhouse and entry point. The Porsche, by contrast, had a sliding seat. So since every car is unique, the only way to police it was a 30-second pit stop plus a 30-second delta. But it only took 23 for the pit lane!

“On Saturday, we had an 11-second lead before a safety car. I started opening up the gap to (Jorg) Bergmeister, then we had a drive-through because we didn’t stop long enough… and so did seven or eight other cars. It was heat of the moment and without a proper system yet determined, it ruined a lot of team’s races.”

Morad bounced back in a big way on Sunday with a star drive as he led Bleekemolen and the rest of the field in his stint.

Pirelli World Challenge, Virginia International Raceway, Allton, VA, April 2017. (Photo by Brian Cleary/

“Sunday we rectified by winning convincingly,” he said. “I had a few tenths in the bag if not more (over Jeroen). Our car was so hooked up that day! Not only is the platform is great but balance is perfect. Jeroen was pushing really hard and I was not… so it looked closer than it was.

“For me personally it was a great chance to show that I can drive as well as anyone could out there. I was managing my tires, I drove the pace I needed to drive and to give Ryan the best car. I didn’t want to burn the tires before a safety car. I left everyone by 1.5 seconds afterwards. That’s what I wanted to say; the best way to silence any critics is to put the right foot down.”

Morad and Dalziel come from similar backgrounds in that they were talents on the open-wheel ladder before shifting to sports cars. Morad’s was a circuitous route after winning the 2007 Formula BMW Americas championship – ahead of Esteban Gutierrez and Alexander Rossi among others – through GP3, Atlantics, A1GP (below, in 2009) and Indy Lights, but timing and budget never presented itself for more.

TAUPO, NEW ZEALAND – JANUARY 24: Daniel Morad of Lebanon in action during the third official prctice session for the New Zealand A1 Grand Prix at the Taupo Race Track January 24, 2009 in Taupo, New Zealand. (Photo by Ross Land/Getty Images)

Dalziel’s timing was similar. Talented enough to make it to Champ Car, Dalziel won races in Atlantics for several years but again fell victim to timing more than anything. So Morad always witnessed Dalziel’s development and success on track, but only has gotten to know him recently.

“Ryan is such a good teammate,” Morad said of the Florida-based Scot. “We’d crossed paths in the past but I’d never rally spoken to Ryan. He’s not much older – he’s 35 to my 27 – so he’s 8 years older.

“But it’s enough to the point, when he was in Champ Car, I was in FBMW. He did a really good job.

“I really respected him. When I heard I’d potentially drive with him I was stoked; you want to drive with the best and learn as much as you can. Ryan is one of the best out there. He’s such a good ambassador of the sport. He welcomed me with open arms, and he didn’t make me feel an outsider. You can see why he’s one of the best in the sport.”

On the whole, it was a call from Carlos de Quesada that Morad him back from the brink after a roughly four-year hiatus from racing and provided him an opportunity to race Porsches, where Morad has since starred. Between championships in single-make Porsche Cup series and a win at this year’s Rolex 24 at Daytona with a Porsche 911 GT3 R, Morad has been the driver that de Quesada has built his team around.

Morad’s season is IMSA is evolving on a race-to-race basis – the team plans to race for at least another couple events before determining whether it can grow into a full season – but in PWC, he’s set for the four remaining SprintX weekends with Dalziel.

Coming to CTMP this weekend, it’s a chance for him to race on home soil. Morad has hailed Fellows and Empringham as mentors among others, and now he’s also joined his open-wheel rising stars James Hinchcliffe and Robert Wickens in making it years later after coming up through the ranks.

“Ron Fellows has been one of the biggest mentors for me,” he explained. “He guided me in Formula BMW and helped to suggest the sports car stuff in GT3 Cup. Scott Goodyear as well has been amazing. I worked with him at the Audi driving experience (in Canada); he was chief driving instructor. I learned more from him off the track, in how to be a professional; he’s the ultimate professional. He’s so polished.

“As Canadians, we’re all such a tight-knit community. We all stay in touch.

“Hinch and I are friends. Wickens and I though, it’s funny, we’ve grown up racing each other since we were 9. We had sleepovers when we were kids! He was in Guelph, an hour and a bit from Toronto. He’d play EA Sports NASCAR games or play hockey in the winter… because it’s Canada. We still stay in touch; I watch his DTM races when I can.”

And then there’s Morad’s other emerging passion – he’s a DJ, and quickly becoming better known for that along with his driving within the sports car paddock.

What started as a quick 10-hat pre-run at Daytona, wearing a standard hat with a stylized “M” logo, has now grown into a new brand to coincide with the DJ tracks he puts together on Soundcloud, after those 10 sold out quickly. There’s now more styles to the hat. Morad credits his girlfriend for her work ethic and dedication and helping this side of his career grow.

Morad joins Giancarlo Fisichella and Raul Boesel among other notable drivers who’ve added this component of work to their day jobs, and explained the inspiration.

“I started DJing when I was 19, as I got into it through a friend,” Morad explained. “It’s funny because I don’t like the party scene per se – or crowds – people stepping on foot or drinks!

“But DJing is such a thrill. There’s a lot of pressure to perform. If you don’t perform… the whole night revolves around you. But if you don’t do a good job, the night’s bad for people. I like the challenge of making a good show.”

For Morad on track though, making a good show has been one of the fun story lines to watch in the sports car world in 2017, and he’ll look to keep it rolling on home soil this weekend.

A deep dive into the new GR Cup as Toyota branches into single-make sports car racing

Toyota GR Cup
Swikar Patel/Toyota Racing Development

MOORESVILLE, N.C. – Inside this former textile mill, a retro building built in 1892 with massive floor-to-ceiling windows and sturdy brick, Toyota has planted a future seed with the GR Cup.

Once a hub for making cotton dye, the first floor has been turned into a factory that churned out spec sports cars for the past year as Toyota Racing Development prepares to launch its first single-make series.

The inaugural season of the Toyota Gazoo Racing GR Cup will begin this weekend at Sonoma Raceway, the first of seven SRO-sanctioned events (each with two races) featuring a field of homologated GR86 production models that have been modified for racing with stock engines.

Under the banner of its Gazoo Racing (a high-performance brand relatively new to North America but synonymous with Dakar Rally champion Nasser Al-Attiyah), Toyota will join Mazda, Porsche, Ferrari and Lamborghini as the latest automaker to run a single-make U.S. series (with Ford recently announcing plans for its own in the near future).

It’s grassroots-level amateur racing for manufacturers that are accustomed to racing at motorsports’ highest levels, but there are many benefits through competition, driver development and marketing despite the lower profile.

“It’s not the easiest thing or cheapest thing to do,” TRD executive commercial director Jack Irving told NBC Sports. “But there’s massive value to be a part of it and have our DNA in the cars. You get to race a bunch and get a bunch of data. You get to engage directly in feedback from the people beating those cars up.”

The GR86s being raced are very similar to the street versions that retail for about $35,000 at dealerships that annually sell several thousand.

“It’s a test of the car and your design,” Irving said. “We take an engineered vehicle designed to spec for the road and then apply our resources to make it race ready. Some of those things cross over.

The first floor of Toyota Racing Development’s Mooresville facility that finished the vehicles for the new GR Cup (Swikar Patel/TRD).

“Everyone approaches it differently. It’s a marketing piece for us. It’s a development piece for drivers. We’re supporting grass roots racing. This is a very long-term deal for us. This isn’t something we’re doing two years and done. It’s got a long-term vision. There’s big value in it, and there’s a lot of responsibility with that, too.

“You’re ultimately supporting it. You’re not just selling cars into a series and hoping it goes well. You have to be involved in a very material way to make sure it goes off well and has your fingerprints and represents the brand.”

Early indications have been solid. The GR Cup cars were rolled out on iRacing in January and immediately became one of the platform’s most popular vehicles (with 212-horsepower engines, the cars handle well and are difficult to spin).

TRD’s GR86 factory floor (Swikar Patel/TRD).

TRD has sold 33 cars for GR Cup with 31 racing in Sonoma, easily surpassing initial expectations.

“Our target was to sell 20 cars in the first year, and we could have sold 50 if not for supply chain issues with some vendors,” TRD president David Wilson told NBC Sports. “We basically came up with the idea of taking the GR86 and looking at what it would take to turn that into a little race car and do it affordably and competitively, and what’s come along with that is just a tremendous interest level. It seems like a market that perhaps has been underserved right now.”

Here’s a deeper look at the Toyota Gazoo Racing GR Cup and how the manufacturer built the new series:


The race cars start as production models that are shipped directly from the factory in Japan to a port in Charleston, South Carolina. After being trucked to the Mooresville facility, they are stripped and sent to Joe Gibbs Racing to be outfitted with a roll cage.

Upon return to TRD, the transmission and stock engine is added. The body remains virtually the same as the street version with a slightly altered hood, decklid and splitter for ride height and aerodynamics.

Jack Irving (Swikar Patel/TRD)

The cars mostly are customized to help manage the heat – the stock versions aren’t designed to handle the oil that sloshes around in the high-speed left- and right-hand turns on the road and street courses of the GR Cup schedule. TRD puts about two dozen parts on the cars, using Stratasys 3-D Printers to manufacture many on site (which allows flexibility for adjusting on the fly during R&D). In addition to help with cooling, many of the tweaks focus on allowing a limited number of setup changes.

“You don’t have a lot of ability to adjust these cars,” Irving said. “It was done on purpose. The intent was you have three spring sets, and you can adjust the shocks and do air pressure. That’s it. We seal the engine and components of it. We dyno everything. Everyone is within range to create as consistent a series as we can.

“Some of that is to mimic what Mazda did. They’ve done a really good job with their series. Porsche, Ferrari and other OEMs have done it very well. We had a learning that was easier to go through their book and see the Cliffs Notes version to get where we are.”

After taking delivery, GR Cup teams are responsible for transporting the cars to each track (and can buy up to three sets of Continental tires per event). Toyota brings two parts trucks to each track


After Sonoma, the GR Cup will visit Circuit of the Americas (May 5-7), Virginia International Raceway (June 16-18), the streets of Nashville (Aug. 4-6), Road America (Aug. 25-27), Sebring International Raceway (Sept. 22-24) and Indianapolis Motor Speedway (Oct. 6-8).

Though Nashville (IndyCar’s Music City Grand Prix) and Indy (SRO’s eight-hour Intercontinental Challenge) are part of weekends with bigger headliners, the GR Cup mostly will be the second-billed series (behind SRO’s Fanatech GT World Challenge) for events that will draw a few thousand. Sonoma had a crowd of about 4,000 last year, and SRO Motorsports America president Greg Gill said its events draw a maximum of about 13,000 over three days.

“There are some iconic venues, and the SRO it’s not IMSA,” Wilson said. “It’s got a different feel to it. It’s not the show. IMSA is kind of the show. I actually think it’s a good place for us to start, because it’s a little bit under the radar relatively speaking. It’s not a venue where you see the grandstands full of fans. It’s very much racers and their families. It’s got a neat vibe to it because it’s kind of small. So for our first effort as a single-make series, it’s the right place for us.”

Toyota GR Cup
The interior of the GR86 that will be raced in the GR Cup (Swikar Patel/TRD).

Though the attendance will be much smaller, Toyota still is bringing a large hospitality and marketing activation area with two 56-foot trucks that will provide a central gathering area for the series.

Teams’ entry fees will include meals there and provide a place to connect with Toyota engineers and other officials.

“I think we have a very different way of engaging with our group of drivers, and this series is similar to that,” Irving said. “Knowing that this isn’t going to get 100K people watching, but we want to have a direct connection with the drivers and understand their feelings about car, how do we make it better and empower them to be brand ambassadors for GR.”


Toyota has positioned the GR Cup as filling a price gap between the Mazda MX-5 Cup (a spec Miata Series known for high-quality racing at very low costs) and the Porsche Carrera Cup

“If you look at the ladder of MX5 to Porsche Cup, the difference in cost is massive,” TRD general manager Tyler Gibbs told NBC Sports. “We slot in closer to Miata than Porsche. We’ll slot another car in potentially in the future above that. It’s a good place for us from a price point perspective. Our road car is slightly more expensive than a Miata, so it makes sense our performance on the car is higher than Miata.”

A GR Cup car will cost $125,000. Full-season costs will vary depending on how much teams spend on equipment and transportation with estimates from $15-35K per event. So a competitive full season probably could be accomplished in the $250,000-$300,000 range.

Toyota GR Cup

“The goal was if you can ‘Six Pack’ it like Kenny Rogers and throw it in the back of a trailer, that would be amazing for us,” said Irving, referencing a movie about being an independent racer in NASCAR. “That would make it more of what we hoped it would turn into, just being as accessible as we possibly can make it.”

Toyota has tried to bridge the gap by posting a purse of $1 million for the season. Each race pays $12,000 to win (through $5,000 for eighth) with the season champion earning $50,000.

“Our hope was if you won, the prize money would cover the cost of that weekend,” Gibbs said. “We’re not all the way there. But almost there.”

Toyota also has posted an additional $5,000 (on top of prize money) to the highest-finishing woman in every race (which dovetails with SRO’s 50 percent female-led executive team structure).

GR86 Manufacturing at GRG before the first 3 cars are picked up.
—Swikar Patel/TRD

“If you’re a female driver who wins, you could get very close to sustainable” and cover a team’s race weekend costs, Irving said.

There are four women (Mia Lovell, Toni Breidinger, Cat Lauren and Isabella Robusto) slated for the full schedule.

The 31 cars will be fielded across more than a dozen teams including Smooge Racing (which fields GT4 Supras in SRO) and Copeland Motorsports (with Tyler Gonzalez, a four-time winner in MX-5 Cup). After a test last month at the Charlotte Motor Speedway Roval, teams began taking delivery on Feb. 24.


Toyota fields Lexus in the GT categories of the IMSA WeatherTech SportsCar Championship but elected to go with the SRO Motorsports Group (“SRO” stands for Stephane Ratel Organization; Ratel is the founder and CEO) as the sanctioning body for the GR Cup.

With a heavy focus on GT racing, SRO’s marquee events are 24-hour races at the Nurburgring in Germany and Spa in Belgium. In the United States, SRO primarily is focused on GT3 sprint racing, and Gill said it’s viewed as a “gateway to IMSA” and its endurance events.

In choosing SRO, Gibbs said “the schedule was a big part of it.” GR Cup races will be held almost exclusively on Saturday and Sunday mornings in a consistency that would have been difficult with IMSA (which runs a greater volume of bigger series).

“Our people can show up Friday, race Saturday and Sunday and be on the way home Sunday afternoon,” Gibbs said. “For our customer for this car, that was important. They still have jobs and particularly the younger drivers have to go to school. The SRO really fit us. They were very interested.”

Irving also was drawn to SRO’s flexibility with digital media right and free livestreams of races that Toyota can use on its platforms.

Toyota GR Cup
The SR86 in testing at the Charlotte Motor Speedway Roval (TRD).

Said Irving: “It’s hard to get a schedule that made sense and having a break between races so an amateur can repair their cars and have a month to regroup was a big deal. The long-term vision of SRO was a big part of that. IMSA runs a lot of classes. How we fit in was difficult. Would they have done things to make it work, yeah. But they just didn’t work for the vision we were doing. This is its own thing for us.”

Gill said the SRO is focused on “customer racing” that balances individual interests against factory programs – while still putting an emphasis on the importance of manufacturers such as Toyota.

“We were very impressed with the development of sports car racing at Toyota and what they wanted to do for the brand and the very strategic way they looked at things,” Gill told NBC Sports. “We had enjoyed real success and had a lot of admiration for the programs that Honda and Mazda developed with sports car racing at the grass roots and entry level. We thought they’d done an excellent job. Toyota has taken it to another level and should be commended because it’s good for the entire industry.”


Irving said Toyota has set a goal of turning Gazoo Racing into the premier performance brand in the United States within a decade, and the GR Cup is part of that thrust.

Gazoo Racing is the baby of Toyota Motor Corp. president Akio Toyoda, who founded a separate company called “Garage Racing” while racing under a pseudonym for many years.

Toyoda, who eventually would race a Lexus LFA at Nurburgring, eventually transitioned the program into Gazoo Racing (Gazoo translates to photographs in Japanese; Toyoda often took pictures of vehicles he wanted to build and race) as he rose through the ranks of Toyota.

Toyota GR Cup

“The concept of the brand is we’re going to build cars that are fun to drive, not just for accountants,” Gibbs said.
Irving said the intent of GR is “the car is born on track and not the boardroom.” In order to be certified by Toyota for Gazoo Racing, the GR86 had to decrease its lap time by a certain percentage over its street model.

In the long-term, Irving said Toyota could work with another series to adapt the GR86 to endurance races. But in the short-term, there are plans to roll out a “dealer class,” possibly by its COTA round in May.

“That’s our version of a softball league with dealership principals who purchase cars and race against each other,” Wilson said with a laugh. “As competitive as dealers are, we’ll sell a lot of spare parts. It becomes a way to generate competition amongst our dealer body, and we’re going to have some fun with it.”

Toyota GR Cup
Toyota Racing Development’s fleet of GR86s shortly before GR Cup teams began taking delivery (Swikar Patel/TRD).