We are located at 3282 South Dangl Road, Muskegon, Michigan 49444. Founded by Bryan McQueen in 2017, BMR Race Products serves racers locally across West Michigan and the Great Lakes region, as well as shipping orders to customers across the United States.

Orders over $99 qualify for free ground shipping to the contiguous 48 states. Whether you're racing at a local short track in Michigan or competing at a regional event elsewhere in the country, we get parts to you race-day ready.

The team behind BMR Race Products brings over 30 years of combined knowledge in the racing industry, spanning both Asphalt and Dirt disciplines. We don't just sell parts — we understand how they perform under race conditions, which is why our in-house designed components are built to solve real problems racers face at the track.

Whether you're setting up your first car or looking to find a competitive edge on a Late Model, our team is available to help you find the right part for your build and your rulebook.

Asphalt and dirt racing place fundamentally different demands on components. Here's how the two differ:

• Suspension: Dirt cars use softer springs and higher ride heights to allow body roll, helping the tires dig into the surface. Asphalt setups are stiffer with lower ride heights to maximize tire contact patch.
• Body panels & brackets: Dirt car body panels must handle abrasive clay, debris, and more physical contact. Panel mounting brackets need to flex and absorb impact differently than asphalt configurations.
• Chassis geometry: Dirt cars use different Moment Center placement and more extreme crossweight settings to account for the lower grip levels and constantly changing surface conditions.
• Tires: Dirt tires are softer compound to dig into the surface; asphalt tires are harder and designed to stay flat on the pavement under high lateral loads.

At BMR, we stock components specific to both surfaces. If you're unsure whether a part is suited to your discipline, contact us before ordering.

Technically possible, but not without significant changes. Racers who compete on both surfaces typically swap out suspension components, adjust crossweight and ride heights, and change tires between events. Body panels and mounting brackets may also differ between the two setups.

The biggest adjustments between surfaces are suspension geometry, tire selection, and chassis scaling. Converting from asphalt to dirt generally means running a softer, higher setup with more body roll; going from dirt to asphalt means tightening everything up for maximum flat cornering grip. We can help you source the right parts for either conversion.

For beginners, the best class to start in is the one with the most cars at your home track. More cars in a class means more available used parts, more setup help from fellow competitors, and more consistent racing. Common entry-level classes include:

• Hornet / Compact (FWD 4-cylinder — lowest cost entry point)
• Factory Stock / Pure Stock (mostly stock components, tight rules)
• Hobby Stock / Street Stock (more modifications allowed)

Always read the rulebook before buying anything. A part that works on a car at one track may be illegal at another. Talk to tech inspectors and other competitors in your target class — most racers are willing to help newcomers get started right.

A competitive dirt track build requires the following core components — though your class rulebook will determine what's legal and what's required:

• Roll cage (certified to your class spec)
• Chassis or donor car
• Suspension: control arms, shocks, springs, panhard bar / J-bar
• Steering: spindles, tie rods, steering wheel and column
• Brakes: rotors, calipers, master cylinder
• Engine (stock, crate, or built per class rules)
• Transmission and driveline components
• Fuel cell (most tracks require a dedicated racing fuel cell, not a stock tank)
• Body panels, nose pieces, and body brackets
• Safety gear: containment seat, SFI-rated harness, helmet, neck restraint, window net, fire suit
• Electrical: battery, main disconnect switch, gauges

BMR Race Products carries components across these categories specifically for circle track competition. Contact us if you need help building out a parts list for your class.

Aluminum body brackets are the industry standard in circle track racing for several key reasons:

• Weight savings: Aluminum is significantly lighter than steel — reducing unsprung and total vehicle weight improves lap times, handling, and fuel consumption.
• Strength: Alloys like 6061-T6 offer an excellent strength-to-weight ratio, handling the stresses of racing contact and vibration without failure.
• Corrosion resistance: Aluminum doesn't rust, important for cars exposed to clay, moisture, and track chemicals week after week.
• Machinability: Aluminum can be precision-cut and formed into tight-tolerance brackets that fit consistently race after race.

BMR Race Products designs custom aluminum body brackets in-house. Our brackets are engineered specifically for the demands of Asphalt and Dirt competition, helping racers mount body panels securely and legally.

Most circle track race car body panels are made from one of three materials depending on the class and application:

• Aluminum sheet (most common): Typically 3003-H14 alloy in thicknesses from .040" to .080". Lightweight, easy to form, and weldable. Used for doors, hoods, dashes, and quarter panels.
• Fiberglass / composite: Common for nose pieces, hoods, and fenders in higher-end divisions. Lighter than aluminum sheet in some applications and easier to shape for aerodynamics.
• ABS plastic / polycarbonate: Used in some lower-budget classes and for specific panels like window surrounds and spoilers.

The right material depends on your class rules and budget. BMR stocks body components across these types — contact us for fitment and class-specific guidance.

Dirt racing is hard on mechanical components because of the abrasive surface, frequent contact, and constant chassis flex. The parts that wear out fastest and need the most regular attention include:

• Shocks and springs: Should be inspected after every event; rebuild or replace when damping feels inconsistent.
• Heim joints and rod ends: Constant vibration and debris wears out rod ends quickly — check for slop regularly.
• Spindles: Especially the right front. The RF spindle takes enormous abuse; cracks are common and dangerous.
• CV axles and driveline components: High power and stagger exert uneven forces on axles and CV joints.
• Body brackets and panel mounts: Contact and vibration loosen or crack brackets — inspect and replace before they fail mid-race.
• Brake pads and rotors: Replace on a set interval, not just when they fail.

Yes — in most sanctioned classes, body panels must comply with rules covering dimensions, material type, mounting method, and placement. Sanctioning bodies like IMCA, DIRTcar, NASCAR Weekly Racing Series, and local track rules all have specific requirements.

Before ordering any body or chassis components, always verify the part against your class rulebook or check with your track's tech inspector. BMR Race Products has 30+ years of experience working within these rules, and we can help guide you toward compliant components. When in doubt, call us before you buy.

Weight distribution is one of the most critical setup variables in dirt racing. Because dirt tracks offer significantly less grip than asphalt, how weight is distributed across the four corners of the car determines how it rotates through turns, plants on corner exit, and maintains stability under braking.

• Left-side weight percentage: Higher left-side weight helps the car turn. Most dirt cars run 55–58% left-side weight.
• Crossweight (wedge): The combined weight on the right-front and left-rear tires. Increasing crossweight tightens the car on exit; decreasing it frees it up to rotate.
• Rear weight percentage: More rear weight aids traction off the corner; too much creates a loose condition entering the turn.

Proper chassis components — including correct spring rates and adjustable suspension hardware — make it possible to dial in weight distribution precisely. Using a quality set of corner scales is essential for any serious dirt racer.

Tire stagger is the difference in circumference (or diameter) between the right-rear and left-rear tires on an oval race car. On dirt tracks, stagger is a primary tool for making the car turn through the corners.

Because the right-rear tire is larger, it effectively travels faster than the left-rear, causing the rear of the car to naturally rotate toward the left — into the corner. More stagger means more rotation; less stagger tightens the car. Stagger is one of the fastest and cheapest adjustments a racer can make between heats, and getting it right for current track conditions — tacky vs. slick — can make or break your lap times.

For beginners, seat time and consistency beat expensive trick parts almost every time. That said, the upgrades that deliver the best return on investment early in your racing career are:

• Corner scales: Knowing your actual weight distribution is fundamental to making informed setup changes.
• Quality shocks: Predictable, consistent damping makes a car easier to drive and tune.
• Heim joints and rod ends: Eliminate slop from worn factory-style bushings and get precise, repeatable geometry.
• Proper safety gear: A containment seat, quality harness, and certified helmet are non-negotiable — invest here first.
• Body brackets and panel hardware: Secure, properly fitted body panels reduce aero drag and prevent race-ending failures from loose body parts.

BMR Race Products can help you prioritize your parts budget based on your class, car, and goals. Don't hesitate to reach out.

Fitment on race cars varies more than street cars because chassis builders each have their own mounting specifications, and custom builds often deviate from any "standard" dimension. Before ordering, have the following information ready:

• Chassis make and model (e.g., GRT, Rocket, Longacre, etc.) and year if applicable
• Your racing class and sanctioning body (IMCA, DIRTcar, local track, etc.)
• Specific mounting dimensions if ordering brackets or body hardware
• Whether the part is for dirt or asphalt application

If you're unsure about fitment, contact BMR Race Products before ordering. With 30+ years in the industry, our team can advise on compatibility and help you avoid costly mistakes. Custom fabrication is also available for applications that don't fit off-the-shelf solutions.

Yes. One of the things that sets BMR Race Products apart is our in-house designed and fabricated components. Our custom aluminum body brackets are a flagship example — purpose-engineered for circle track applications and built to help racers get to the track faster and stay competitive.

Custom fabrication allows us to build parts that fit your specific chassis, your class rules, and your mounting needs — something off-the-shelf catalog parts can't always deliver. Contact us to discuss your custom fabrication requirements.

We process all orders within 1–2 business days (Monday–Friday). Standard ground shipping to most Midwest and Great Lakes region destinations arrives in 2–4 business days. Expedited 2-day and overnight options are available at checkout for in-stock items.

If you have a race coming up and need parts urgently, contact us directly before ordering so we can confirm stock availability and recommend the fastest shipping option for your timeline. Racing is time-sensitive, and we do our best to make sure you make it to the grid.

Safety requirements vary by sanctioning body and track, but most circle track venues require the following as a minimum:

• Helmet: SA2020 (or current Snell/SFI rating) — motorcycle helmets are not accepted
• Fire suit: SFI 3.2A/5 or higher rated; fire-resistant underwear adds significant protection
• Harness: SFI 16.1 or 16.5 rated, within expiration date, properly mounted to cage and seat
• Neck restraint: SFI 38.1 rated HANS or similar device — now required at most tracks
• Window net: SFI certified, properly latched and mounted
• Containment seat: Highly recommended; required at many tracks
• Main disconnect switch: Accessible from outside the car
• Driveshaft loop: Required by most sanctioning bodies
• Fuel cell: Most tracks do not allow stock fuel tanks

Always verify requirements with your specific track and sanctioning body. Never compromise on safety to save money — the right gear is the most important investment you'll make.

Safety equipment degrades over time regardless of whether it has been involved in an incident. General replacement guidelines are:

• Helmet: Replace every 5 years from manufacture date, or immediately after any significant impact
• Harness / belts: Most SFI ratings expire 2 years from manufacture date — check the label; many tracks will reject expired belts at tech
• Neck restraint tethers: Replace after any significant load event or per manufacturer guidelines
• Fire suit: Inspect regularly for tears, burns, or chemical contamination; replace when the SFI rating label is no longer legible or the suit is compromised
• Window net: Inspect latching mechanism and webbing before every event

Always check with your track's tech inspector if you're unsure whether your safety equipment will pass inspection.