Should Fans Call the Shots in Daytona?

I am at a loss.

NASCAR, after years (specifically, 2001 through 2006) of research, introduced a new specification car in 2007. This car, dubbed the "Car of Tomorrow", has undoubtedly improved the safety of the sport through the introduction of new thinking and new technology. The CoT moved the driver's seat inboard and added additional crush structures to the sides of the car. It also made provisions for larger window openings, in order for drivers to get out easier in the case of fire. There could be no question from any halfway rational fan of racing that any of these developments were positive.

However, the CoT has come under fire from many camps because of the way they look and the way that they race. The question of aesthetics is simply that, a question of what one individual thinks is attractive and what another doesn't. I, personally, am in the small group of fans who don't mind the new car. Frankly, the old car had morphed from something that very closely resembled machinery that you could buy in a showroom to a car that was unlike anything seen outside of a local short track. People have derided the new car for the same reason, but the people who want to go back to the old car constantly ingnore the fact that the old car didn't look anything like their street car, either. The new front splitter and new rear wing have also been derided, but as somebody who also likes sports cars and touring cars, both of which have carried splitters and wings for years, I actually sort of like those things.

As an additional factor, the wing was also introduced as an easy way for NASCAR to better adjust (and lessen) the rear downforce of the CoT and a way to better manage the air that flows over the car in the instance of the cars spinning and travelling down the track backwards. In short, when turned backwards to the direction of travel, a wing will allow some air to flow underneath it (this is how a wing works, with airflow over both surfaces) and escape over the roof, whereas a spoiler will not. This escaping air would lower the pressure under the rear of the car, thus lessening the tendency of the cars to flip over, and thus making the racing safer. Additionally, the wing end plates would spoil some of the air flowing over the rear of the car, where a spoiler has no end plates.

As for how the new aerodynmics have affected the way the cars race, this is an ongoing source for debate. Many people bemoan how the cars can no longer run nose to tail, and the preponderance of "aero push", caused by air no longer reaching the front of a trailing car. What people forget is that the old cars also had terrible aero push. The new cars are also more dependent on mechanical grip for their overall balance (due to NASCAR reducing the overall level of downforce on the CoT), and so teams have been experimenting with radical suspension geometries and setups: coil-binding, sway bars, and the like. What people easliy forget is that teams had already been experimenting with these things before the CoT was even introduced, so the CoT has actually changed this aspect of the sport very little.

This week (and before), there has been much talk of NASCAR getting rid of the wings and front splitters, probably because of input from the fans. I've read hundreds of comments and blog posts and dozens of calls into Wind Tunnel over the last two years to the effect of "the cars are ugly! The wings look stupid! Bring back the spoilers!" Look, folks. Those splitters and spoilers were introduced for a reason. Can any of these commenters or bloggers please do some lateral thinking and then tell me what will happen if the spoilers are brought back? I'm thinking not, mainly because the CoT has never been fully tested with spoilers instead of wings and splitters. Jimmy Spencer (in the first of those two columns I just linked to) spent an entire column saying that wings are terrible and are causing all sorts of problems. However, he presented no evidence of what the wings are actually doing, and showed absolutely no awareness of how the wings even work. At one point, he even blamed the wing for Joey Logano's flip at Dover, a flip that occurred at far below normal racing speed (he'd already hit the wall and slid along it for a couple hundred yards before flipping) and with two cars piledriving him into the wall. Yet Jimmy, who admits in his column that he is not an engineer though he certainly pretends to know better than those of us who actually are, claims that the flip would never have happened if there'd been a spoiler on Logano's car. OK, Jimmy! Got some wind tunnel data to back that up, then? No?

I only hold up Jimmy Spencer's column because it has been so symbolic of what I've heard so much from many NASCAR fans in the last year. Many of these opinions are not based in any sort of reason, and many of them have not taken into consideration the effects of what they've suggested. So, then, should NASCAR use these comments and complaints to change what they're doing on and off the track? I'm going to sound like an asshole here, but who should be designing the aerodynamics of a race car, a group of aerodynamic engineers with a wind tunnel at their disposal or a high-school educated backhoe operator who calls into Wind Tunnel every week to bitch about how bad the new car sucks?

In a similar vein, NASCAR appears to be considering wholesale changes to the way they police their races at the restrictor plate tracks at Daytona and Talladega. Among other things, they may be bringing back allowing bump drafting in the corners and opening up the apron to allow cars to race below the yellow line. I'm sorry, but I thought that those two rules were introduced in the effort of improving safety. People seem to be claiming that passing will be improved and increase if those areas are opened up. You know what will definitely increase if they allow those things? Giant wrecks that knock peoples' favorite drivers out of races and reduce the spectacle of racing through increased yellow flag laps. You know what will increase passing? BANNING BLOCKING!

Getting rid of a no-talent tactic that decreases passing and makes the sport more dangerous? What a revolutionary thought.

Michael Waltrip went even further this week in suggesting that each lap led at the plate tracks should be worth one point. Sure, this may encourage people to try to get to the front of the pack instead of riding around in the back like Jimmie Johnson did this fall at Talladega (though his goal was not to lead but to survive until the end), but what happens for the people at the actual front of the pack? Leaders are apparently already allowed to do whatever they like to keep cars behind them, but if you start rewarding laps led with extra points without also banning blocking, you will see a huge increase in blocking and possibly even less passing. And that's fun to watch, right?

This may be a bit presumptuous, but I thought that Brian France, Mike Helton and Gary Nelson were each getting paid millions of dollars per year to make tough decisions about the safety of their sport. In fact, they're all getting paid to think about these things as their full time job. The fans, though? Many of them do not understand what actually happens on the race track. Watching Wind Tunnel for a week or two should illustrate that point quite nicely. So, why are they potentially putting the safety of the drivers (and fans) in the fans' hands?

Look, NASCAR can do whatever they want, and they certainly don't have to listen to me. Lord knows they sure haven't so far. But the idea to allow the fans to dictate what they do, either for aesthetic or un-thought-out emotional reasons, is a terrible precedent to make. If you need to make concessions to the fans (as some folks, drivers included, are saying), then reduce ticket prices or give away free t-shirts. But, if this is what NASCAR is going to resort to, allowing the fans to make new rules and decrease the safety of the sport, then they better be prepared to install torture racks at every track, for whenever Kyle Busch makes contact with Dale Earnhardt, Jr.

An Introduction's In Order

World, meet Senna Renee Miller, the newest of the Speedgeek Clan.

Born December 18, 2009 at 4:47 AM, 7 lbs. 9 ounces, 20 inches long. Coming soon to a racetrack spotter's stand near you!

Indy's New Schedule - Nice Try, Better Luck Next Year

Indianapolis Motor Speedway announced yesterday a raft of changes to the Month of May. You can read about the particulars elsewhere, but here’s a quick summary of what they announced:

Opening Day – Saturday May 15 (includes Rookie Orientation somehow, it’s unclear how at this time)

Practice – Sunday May 16 through Friday May 21

Pole Day – Saturday May 22

Bump Day – Sunday May 23

Carb Day – Friday May 28

Race Day – Sunday May 30


First, I’ll give them props for moving Opening Day from a Tuesday to the weekend. That was a no-brainer, in my opinion, and something that should have been taken care of this year.

I’m going to keep the criticism very short and sweet, due to some severe time limitations on my part that’ll keep me out of the loop for several days here. In my opinion, this is not the most thought out schedule that IMS could have come up with. What we got is seven days of practice and two days of qualifying, way more practice than what’s needed for two days of qualifying. To boot, any team that would have been prone to doing a “second week” program for additional car or cars after putting a primary car or cars into the race on the first weekend will no longer have that option. With the new schedule, they will be trying to get their primary cars into the race early on Saturday, and then they’ll have a matter of mere hours to put together additional efforts, where before they had several days.

Here’s the schedule I would have gone with, as I wrote in to Trackside’s website back in May of this year:

Rookie Orientation Program – Thursday May 13

Opening Day – Friday May 14 (perfect for folks looking to play hooky)

Practice – Saturday May 15

Pole Day (first 21 grid slots) – Sunday May 16

Track Closed – Monday May 17 through Wednesday May 19

Practice – Thursday May 20 and Friday May 21

Day 2 Qualifying (positions 22 through 33) – Saturday May 22

Bump Day – Sunday May 23

Carb Day – Friday May 28

Race Day – Sunday May 30


You want days on track cut back, so that teams aren’t spending as much money on track time? My pre-race schedule has seven total days of pre-Carb Day track time, eight if you’re doing ROP. The actual new schedule has nine. Mine’s one better. When are the fans most likely to come out to the track? In my opinion, that’s for qualifying, since not too many people are liable to come out for just practice. My schedule has three days of qualifying, as opposed to the actual schedule’s two. Again, one better. Less practice, more qualifying. With my schedule, there can be “second week” deals aplenty, as the teams that qualify on the first week have plenty of time to work out terms and then try to get up to speed. The actual schedule gives you less than 24 hours, from “ink drying on the contracts” to “in the qualifying chute”. My schedule is short of pre-Pole Day practice, but really, any team that’s trying to get into the first seven rows won’t need seven days of practice to tune and tune and tune (as the actual schedule has). Both schedules have days built in for weather delays, though I prefer where mine fit (Pole Day can be Monday, Tuesday or Wednesday, and still leave time for second week deals).

Again, props to IMS for trying something to save the teams (and themselves) some cash, but this could have been better executed.

A Tale of Two Drivers

Two stat lines:

81 career starts; 1 win; 3 poles; 5 podiums; 13 races led; best season points finish of 5th

84 career starts; 1 win; 2 poles; 6 podiums; 13 races led; best season points finish of 6th (twice)


Startlingly similar lines there, huh? Who can tell me who those lines represent? The first one might be familiar to anybody who’s been paying attention to IndyCar news, and all of the IndyCar blogs with their chatter about this week’s JR Motorsports announcement. That’s right, the first line is the summary of Danica Patrick’s career IndyCar stats, from her debut in 2005 through now in 2009. Her level of success to date and her potential for future success have been hot topics ever since…well, right about the time she strapped into one of Bobby Rahal’s Panoz-Hondas. And now, she’s going to be tackling NASCAR in a limited format next year, with a debut in February’s ARCA race at Daytona, and then a slate of races in Dale Earnhardt Jr’s Nationwide car, whenever it doesn’t intrude on her IndyCar duties with Andretti Autosport.

Danica’s place in IndyCar and motorsports history is far from determined. People struggle on a seemingly daily basis to figure out where she stands in today’s driver hierarchy, and therefore what her projected success rate might be in NASCAR. Most people would agree that she has not been as successful as Dario Franchitti has been in IndyCar. Dario had a horrible time in his brief NASCAR career in 2008, but most people can also agree that he was not in very good equipment, nor on a particularly competitive team. The same can be said all the way around for Sam Hornish Jr. Danica is likely to be given moderately better equipment, relatively speaking, than Dario or Sam, given that JR Motorsports is basically an offshoot of the dominant Hendrick Motorsports. But, what is she going to do with that equipment?

It’ll be a tough row to hoe for her, as her complete prior experience in race cars in excess of 2200 pounds is limited to one start in an ALMS-spec Ferrari 550 Maranello in 2003 and two starts in the 24 Hours of Daytona in a Daytona Prototype in 2006 and 2009. That’s a pretty limited roster of experience in relatively low-downforce, heavy cars. It’s not going to be an overnight transition for her to get up to speed in any kind of stock car, ARCA, Nationwide, or otherwise. Nobody should expect any wins from her in a stock car in 2010, or probably even in 2011, given that she’s only making a dozen or so starts this year.

To complicate matters, she is also planning on maintaining her “day job” in the IndyCar series, which means that she’ll be doing a fair amount of jumping back and forth between a high-downforce 1600 pound car and a low-downforce 3400 pound car. Is that going to help her case in IndyCar? I’m…more than a little dubious on that.

Let me get this out there now: I am not a Danica hater. I’ve actually been a fan since her Barber Dodge days, though I’ve sure wished that she’d won more races (of any type) by now. This piece is not meant to be a demolition job on her career thus far, nor should it be taken to mean that I’m either guaranteeing or rooting against her success in NASCAR. It’d be nice if she could win some races over there, and show that an above average IndyCar driver can be competitive, given top-line equipment. However, I remain unconvinced that Danica Patrick is going to be a breakthrough star, transcending gender and sporting lines, and draw more fans into NASCAR or even into IndyCar (though she remains one of IndyCar’s marquee names).

Why is that? Well, let me get back to those two original stat lines. I’ll admit, I cheated just a little bit when I came up with the second line. That’s not representative of that driver’s complete career, though it does only omit two top-5 finishes that came in that driver’s last five years in CART. The years that those stats call out are 1981 through 1987, and the driver’s career that they represent is Kevin Cogan’s. That’s right, THE Kevin Cogan, who is largely known as something of a punchline nowadays, and who Robin Miller regularly refers to as “that damn Coooogin,” as A.J. Foyt allegedly called him at Indy in 1982.

Let’s have a closer look. Cogan burst onto the IndyCar scene with a spate of good finishes in 1981 and 1982, including a 4th at Indy in 1982 in his first full year in an IndyCar. Danica burst onto the IndyCar scene in 2005 with a couple of good finishes, led some laps at Indy, the first ever by a female, and finished 4th at Indy. Cogan made an early signing to a top team, Penske, for 1982. Danica signed on to a top team relatively early in her career, Andretti-Green, for 2007. Cogan made a high-profile, possible “rookie mistake” crash at Indy in 1982 that took out several drivers, including Mario Andretti and A.J. Foyt. Danica made a high-profile, possible “rookie mistake” at Indy in 2005, taking out several drivers, including Tomas Scheckter. Cogan nearly won the Indy 500 in 1986, but was passed by Bobby Rahal with less than ten laps to go. Danica nearly won the Indy 500 in 2005, but was passed by Dan Wheldon with less than 10 laps to go. Cogan followed up a long debut period of no wins by winning his 54th IndyCar start in his 6th season. Danica followed up a long debut period of no wins by winning her 50th IndyCar start in her 4th season.

Where did Cogan go from his strongest season in 1986? That season, he won the first race of the season at Phoenix, nearly won Indy, and finished 6th in the points. From there, Cogan never finished in the top-10 in IndyCar points again, though he was still driving for Pat Patrick’s team in 1987, as he had in 1986. Thereafter, he drove for smaller, less competitive teams, and never really had much of a shot at the top of the sport again. He had a solid career, all in all, even if his early promise never really panned out.

Danica’s career is far from over at this point, but her results have not really backed up the amount of attention that she’s received. The question is: how can she avoid becoming this generation’s Kevin Cogan, a driver who possibly commanded more attention than his results really warranted? A good start for Danica would be to ensure that she stays in a ride that’s capable of winning races. As long as she’s at Andretti, that will be the case, but if she starts to seriously sniff around at running NASCAR more than a dozen times per year, no front-line IndyCar team will want to put her in their car. Top (read that: championship- and race-winning) IndyCar teams are generally only interested in drivers who can compete for championships. If Danica starts to run NASCAR races during the IndyCar season, her chances of winning an IndyCar championship will be over, even if she might be able to score an occasional fluke-y win for a smaller team. Nobody has been able to successfully switch between an IndyCar and a stock car on a regular basis since Mario Andretti, A.J. Foyt and Dan Gurney did it in the 1960’s, and Danica’s far from the level of those legends of the sport.

Danica can do whatever she wants, clearly, but if she wants to be remembered as a racing driver who could do more than just win a race once in a blue moon, she’s going to have to concentrate on one thing. And if NASCAR doesn’t pan out, sooner rather than later, that thing that she’ll need to concentrate on should be IndyCar, the type of car that she’s been training to drive since she was a small girl. Otherwise, 20 years from now she’s liable to be largely remembered as a novelty racer who appeared in some commercials and couldn’t deliver the goods. A lot like Kevin Cogan.



Note: Huge thanks to Sean at Race-Database.com for the fantastic one-stop racing statistics shop that he's built. I couldn't have written this without it. If you haven't seen his site, head over there now. Just make sure you've got a couple free hours to spend.

An Open Letter to Trackside

For last night’s Trackside show, Curt Cavin and Kevin Lee solicited ideas for increased visibility for the IndyCar series. What they asked for were quick, sound-bite-y ideas, but anybody who’s read even one of my posts knows that brevity is not my strong suit. Big thanks to Cavin and Kevin for reading the Cliffs Notes version of my ideas on the air, but for anybody who might be interested, the full text of my letter is below.


Kevin,
Many thanks to you and Curt for opening up the “what does IndyCar need to do?” debate for your show listeners. Hopefully, we’ll get some good ideas out there, and maybe some high-up folks will get something to carry forward. I’ve banged on about some of this on both my blog and others’ blogs (George Phillips’s Oilpressure blog, for instance), but I’ll try to do some show-friendly nutshell ideas here:

1) Possibly the most important: increased driver visibility. The most visible people associated with the League are the drivers, so let’s get them out there more. Autograph sessions and Tweet-ups at the tracks are a good start, but the people attending those are likely already fans, so that’s not necessarily enough to bring in new fans. What’s needed is getting the guys (and girls) out in front of some new eyes. There’s plenty you could do here, but I’ll confine my idea to just the following. As an example, the late Stan Fox came to my high school in Wisconsin back in the early ‘90s (’92 or ’93, I think) to speak about highway safety. I’ll not elaborate on the horrible, horrible irony involved there, but I know for certain that between his visit, the short IndyCar video that was played before his speech and the Menard’s show car they displayed outside the gym, there were some very interested (impressionable) minds turned toward the 500 and the IndyCar series the next season. What I’m suggesting is an IRL-sponsored highway safety campaign, done in cooperation with high schools who are either local to IRL races or just scattered around the Midwest, for ease of displaying a show car along with the driver’s speech and Q&A. If every driver could be required to do five of these per season, that’d be 100 or more events per year, times several hundred kids per event. I’m sure that somebody could work up some quick numbers for the break-even point of appearance costs versus additional ticket sales, but I’m thinking it wouldn’t be more than a couple thousand extra seats total for the whole year (and this doesn’t even include the potential increase in TV viewership, since that’s harder to nail down). As a residual effect, sponsors would also be displayed to new audiences, through footage on an associated video and through what the drivers wear to the event (be it race suit, polo shirt, Geico gecko or Ronald McDonald costume [ha!], or whatever), so there is value added for them as well.

2) Holding down costs in order to attract more teams and potentially increased competition. The next generation of cars needs to be made cost effective so that existing teams can afford to ante up for new equipment and so that new teams can be persuaded to come over from other forms of motorsport (Lights, Atlantics, GrandAm, ALMS, etc.). This can be done by standardizing the design of the carbon fiber tub among the chassis manufacturers, but also by limiting the amount of carbon fiber that’s used through the rest of the car. Aluminum and aluminum honeycomb are nearly as lightweight as the carbon equivalents, but less than half the cost. And, as carbon is used more and more in other areas (aeronautics, mainly), it’s not getting any cheaper. Limit the use of carbon fiber to the tub, the sidepod covers and the engine cover, aluminum for everything else (floor, wings, etc.). More teams in the series and the reset in chassis data for all teams (especially Penske and Ganassi) that comes with a new car means more teams that are potentially able to compete at the top of the leaderboard. That’s good for fan interest.


3) New manufacturers will bring more eyeballs to the series, through increased interest from domestic ALMS and F1 fans, and through the increase in advertising that the new manufacturers would likely bring (newspaper ads, TV spots, etc.). There does not need to be a huge escalation of cost with the addition of new manufacturers. First, and with the consultation of the potential new manufacturers, commission a standardized engine control unit with a limited scope of engine control. F1 has recently done this with McLaren Electronics and GrandAm recently accomplished this with Bosch. In both of those cases, the standard controller effectively outlawed traction control, so this would achieve the same for the IRL, along with a turbo boost limit, a limit on the number of engine maps (thereby ripping out the fuel knob, as Pressdog likes to say), etc.. With this in place, engine manufacturers can still attempt to show their technological superiority through means that are expanded from the current spec-engine format, but in a more limited manner than the wide-open late-‘90s. As a side note to this, I understand that a full-season engine lease deal for a Mazda 2-liter turbo engine for the ALMS is under $100,000, and that’s with them using their own ECU and only two cars in the series (i.e. basically no economies of scale). If that’s the case, then why can’t IndyCar set a target for a season lease for a similar engine with a standardized ECU from all of the new manufacturers at $500,000-600,000? That would be 50-60% of the current one, wouldn’t it? Between this limit and making the chassis more affordable (see item #2), you encourage new teams to enter the sport while addressing the financial concerns of all of the current teams by bringing down the price to play. Meanwhile, new manufacturers bring their advertising budgets to the table, along with their activation and increased fan interest.

There’s plenty more that can be done, I’m sure, but these three things are my pet ideas. Upon re-reading all of that, it looks a little long-winded. Please feel free to edit as necessary for brevity, or simply hang onto all of that for posting on The Fan website if you prefer.


There you have it. Any thoughts on any of this? Anybody?

NASCAR = Nitwits Against Safety; Crashes Are Rad!

Is there a faction within NASCAR who have decided that safety is about the sixth or seventh priority for their drivers, crews and fans? That would be sixth or seventh behind profit, "entertainment" value, profit, column inches written, profit, and maybe t-shirt sales?

Five weeks ago at New Hampshire, A.J. Allmendinger spun out of turn four when coming to the white flag. NASCAR allowed the entire field to run nearly the entire lap before half-heartedly throwing a caution flag when the leaders were coming out of turn four. The "reason" given for doing what they did was that NASCAR wanted to give Allmendinger a chance to restart and get going again. This is absurd. The leaders were all separated by several carlengths, and Allmendinger getting restarted would likely have given very few drivers a chance to take a shot at the driver in front of them on that last lap. Meanwhile, Allmendinger barely got rolling again amid a huge cloud of tire smoke, the field packed up accordion-style coming out of turn four and NASCAR got away lucky with just a couple of cars with bent sheetmetal. Let me repeat that: NASCAR got lucky. Can you imagine what the result would have been if Allmendinger hadn't quite gotten going, then somebody had come down the front straight, unsighted by the cars in front of him, and plowed at full speed into Allmendinger's driver side door?

After the lessons "learned" at Loudon, I'd have thought that that scenario would not play out again for quite some time, if ever again, even if NASCAR seemed to fail to understand that they'd done something wrong when they made statements about the situation in the press. I was wrong. For the second time in the last six races, NASCAR failed to throw a caution flag on the last lap of a race while a car sat stationary on the front straight, boradside across the track. This week at Martinsville while coming to the white flag, John Andretti spun coming out of turn four with a little help from a couple of other cars. Yet again, NASCAR allowed the entire field to run the full lap, at a track where the leaders would be arriving on the scene in 10-15 seconds. This is not a time or a place to trust that a driver is going to get a hot race engine restarted in a time-effective fashion. The only difference this time is that NASCAR never did throw a yellow flag, though they yet again got lucky in that the only result was some bent sheetmetal by cars packing up while trying to avoid the stationary Andretti.

I am certain that the "reason" that will be given for both of these events is because NASCAR wants races to finish under green flag conditions. I understand that, though I've made it patently clear in this blog on several occasions in the past that the desire to finish the last lap, or last half of a lap, or last turn at the expense of drivers' safety is idiotic. I remain convinced that a Green-White-Checkered finish will kill a driver, or worse yet, a fan or several fans, at a restrictor plate race sometime in the near future. We have had huge accidents on the last laps of the last two restrictor plate races at Talladega and Daytona this year, one with a car getting up into the fence and injuring several fans and the other with a car coming dangerously close to doing the same.

What has been NASCAR's response to these accidents? Nothing. Not "no more black and white decisions about yellow line infractions" and not "no more blocking allowed". Nothing. NASCAR is simply crossing its fingers that the accidents that we've seen are the absolute worst case scenarios and that nothing bad will ever happen again.

There is no question that the first priority for racing sanctioning bodies should be the safety of the fans, followed by the safety of its drivers. Failure to ensure that your fans are safe from flying race cars is an invitation to be bankrupted by a litigous group of families who have had family members who have been killed at one of your events. No disclaimer that's printed on the back of a ticket stub will prevent a talented prosecutor and a sympathetic jury from relieving a sanctioning body of tens of millions of dollars. Or, prevent congress from instantly stopping all of your activities, should they find that there was something that could have been done to prevent the massive loss of life of patriotic taxpayers.

It's not 1950 anymore, NASCAR. It's not enough to put SAFER barriers on all of the walls of your tracks and come out with a car that's marginally safer than your last one and then call it a day. Unless you continue to take action to ensure the safety of all of your participants, you deserve any bad things which come your way in the future. Here's hoping that I'm wrong and that you're right in your inaction, but I doubt it.

Let's see what happens at Talladega next weekend...

Why GrandAm Shouldn’t Race at IMS

GrandAm is testing at Indianapolis Motor Speedway today, and circulating rumors (including those mentioned by Curt & Kevin on Trackside this week) say that there could be a GrandAm endurance race at IMS in 2011. People will tell you things about how endurance racing won’t work there, because the track doesn’t want to release fans into the surrounding neighborhood late at night, and things like that, but let me add some more points to the list of why GrandAm should not be let onto the grounds to stage an actual race.

1) The cars are not viewed by ANYBODY as the most sophisticated in their field. IndyCars are the fastest single seater cars that run anywhere in the US. Formula 1 are the fastest cars that turn right and left anywhere in the world. MotoGP bikes are the motorcycle equivalent of F1. NASCAR Cup cars are the fastest “stock cars” anywhere, and the top-drawing form of motorsport in the US. These are the types of events that belong at Indianapolis Motor Speedway. GrandAm cars are not the fastest sports cars in the world, and are not even the fastest sports cars in this country. The Grand Am GT cars are basically at the same level of speed as the newly introduced GT-Challenge class in the American Le Mans Series. This GT-C class did not even run at Mosport last weekend, because the closing rate between it and the cars in the prototype cars was judged to be too great to be safe. That does not sound like the sort of car that should be on the track during a “feature” race.

Similarly, the GrandAm headlining Daytona Prototype cars are only marginally faster than the GrandAm GT cars, and in fact, sometimes struggle to get through slower GT traffic, due to insufficient straightaway advantage and microscopically better braking. If your headlining cars are only 1-2 seconds per lap faster around the track than the under-under-undercard Porsche Supercup cars that graced the Speedway back in the USGP years, then you probably ought to stay home.

2) There is no proven fan following of the GrandAm series, either in Indianapolis or anywhere else in the US. When NASCAR arrived at the Speedway in 1994, it was obvious that there would be a sell-out, as NASCAR’s popularity was clearly in the midst of a 20+ year upswing. When F1 arrived in 2000, there was no question that well over 100,000 tickets would be sold, since American F1 fans had gone without a US Grand Prix for eight seasons, and were starving for a chance to see F1 cars on home soil again. Add to that the factor that tickets would be far cheaper than tickets for any of the European rounds, so there would be many fans coming over the Atlantic for a relatively inexpensive racing weekend in Indy. On the other hand, can anybody tell me what the biggest crowd has been for GrandAm during the entire Daytona Prototype era (2003-now)? 25,000? 20,000? Possibly far less? Why should anybody expect that GrandAm at Indy would draw well in excess of double the largest previous crowd in series history? Even if they did draw 50,000 people to the Speedway somehow, how embarrassingly empty would the grounds look, at only 15-20% full? And would even 50,000 ticket sales be enough to justify all of the costs incurred simply by opening the gates (yellow shirts, security, EMTs, concession workers, clean-up crews, the electric and utility bills)? Unless your face values start at $200 a piece, then I’m thinking probably not.

3) When GrandAm shares a track with NASCAR for a weekend, it is always treated like a 4th class citizen. At Daytona this year, during 4th of July weekend, the GrandAm cars had to practice, qualify and race all in one day, with the two hour race itself starting SIX hours before that night’s Cup race. How many Cup fans do you think came out to the track six hours early watch a bunch of guys they’d never heard of driving cars that don’t appear to be going as fast as Cup cars? I’m thinking not too many. At Watkins Glen last month, the same sort of thing played out, with the GrandAm race starting two full hours after Cup qualifying had wrapped up. Given the choice between staying at the track for 2-4 extra hours to watch GrandAm and going into town to get dinner, how many NASCAR fans do you think chose the former? Just last weekend, when sharing the Circuit Gilles Villeneuve with NASCAR’s #2 series, GrandAm was relegated to running its race on Saturday, so as to not impede on the “fantastic” “racing” of the Nationwide series (material for another blog post sometime, though you should check out Declan Brennan’s take on the weekend). Anyway, if NASCAR, whose parent company ISC also owns GrandAm, doesn’t see fit to bill the GrandAm series at least as highly as the Truck or Nationwide series, then why should such a clearly lower run series be allowed to be a clear #1 for a whole weekend at the Speedway?

4) GrandAm does not appear to be a series on the rise, but in fact seems to be a series that’s withering away. Let’s look at average car counts in the headlining Daytona Prototype class:

2006: 26.1 cars entered per race
2007: 19.9
2008: 18.9
2009 (so far): 16.9

The current rumor is for a GrandAm race to run at the Speedway in 2011, as part of the Centennial Era celebration. Are we so sure that the series is going to be around that long? If it actually makes it two more years but the trend continues, who is going to come out to watch 10-12 DPs and a dozen or so GTs run around for 6-12 hours? Won’t that look kind of silly?


Look, I love racing. The more, the better, as far as I’m concerned. However, there is something special about Indianapolis Motor Speedway. For 83 years, only the Indy 500 took place there. For the last 15 years, only top-level motorsport events have come to town. But, once you open the gate to clearly inferior forms of motorsport, then where do you draw the line as to who to let in and who gets shut out? If GrandAm gets to run, do you also kowtow to future overtures from NASCAR to run Nationwide and the Trucks there? Does the Speedway circle a date for Indiana Sprint Week? How about karts or quarter-midgets? They’d be cute to watch there, right? On the other hand, if they’re going to start running autocrosses on the front straight, complete with a Chicago Box on the yard of bricks, maybe I should shut up and start thinking about booking my hotel room for 2015…

Elaboration

From the Watkins Glen IndyCar lap chart and memory:

Lap 41: Justin Wilson and Mike Conway stop, pitting from first and second, respectively. New leaders are Helio Castroneves, Ryan Briscoe and Scott Dixon, all covered by roughly a second.

Lap 42: Helio stops. ABC cameras show the stop, then show Helio cruising down pitlane. The Turn 1 camera picks him up, pans back to allow Wilson into the frame, both cars are approaching Turn 1, but it’s not clear who’s going to win the race to Turn 2, or how far back Conway might be. Our screen cuts abruptly to Briscoe and Dixon back at about the outer loop, separated by roughly 4 car lengths.

Lap 43: Having followed Briscoe and Dixon around to the pits, and Marty Reid/Scott Goodyear having not even speculated on who might have won the race between Wilson and Helio to Turn 2/3 or the bus stop, Briscoe makes his stop. ABC cameras show the stop, then show Briscoe cruising down pitlane. The Turn 1 camera picks him up, pans back as if to show Wilson and/or Helio running parallel to Briscoe on the track. We never get there, because the screen cuts abruptly to Dixon negotiating the outer loop BY HIMSELF. The cameras follow Dixon all the way around to the pits, while Reid/Goodyear continue to crow about how this stop is the deciding factor of the race. Well, guys, there have already been four stops made that were just as decisive, and we got to see exactly zero pit exits. Oh, also we haven’t actually seen Justin Wilson on the screen for roughly three minutes now.

Lap 44: Dixon pits and exits, and we finally get to see where all of the cars are relative to each other, while Reid/Goodyear utter the name “Wilson” for the first time since probably Lap 42. We’ll have to wait another 5-6 laps to hear the name “Conway” again. Thanks, ABC. The most riveting four lap sequence of the entire season to date, and you got roughly 10% of it right (showing the pit stops themselves).

That, friends, is a master class on how to ignore everything that everybody has learned about how to cover road racing in the last 20+ years, and how to unnecessarily infuriate every single knowledgeable fan who has managed to find the race on your network. As mush as I and my blogger brethren have railed on the IRL about the need to fix the current generation of racecar (which they are already taking some baby steps toward doing), they absolutely MUST sit down with their long time broadcast partner and lay out what is expected of them. No more brain dead directing, and far less comatose commentary, at a minimum. If they can't deliver these things, it's time to start looking for escape clauses in their network TV contract.

Two Quick Post-Glen Thoughts

1) If a race has come down to the last round of pitstops (as it appeared to have done today), and how the cars come out of the pits relative to one another, it might be a good idea to see where the cars, you know, actually come out of the pits. Watching the cars exit their pitboxes, get almost down to the pit exit and (with the other direct competitors also on screen, just the other side of the pitwall), then cutting abruptly away to cars that are on the complete opposite side of the track and who are either not vying for position or running along by themselves...maybe not such a good idea. Doing this on consecutive laps, leaving us to wonder for a solid 3-4 minutes who is ahead of who among the cars who have pitted? That is very, very not cool...ABC Sports.

2) Yeah! Big, huge ups to Justin Wilson and the entire Dale Coyne Racing team! As a guy who thought very strongly about buying into Justin's career when he was in F1 (and which I would have done, had I not been flat broke at the time), this was probably the best thing I could imagine happening in today's IndyCar scene. As you can imagine, I'm biased there, but I defy you to find me anybody who's ever said anything bad about the guy, or anybody who was pulling against Coyne, 558 races deep into his IndyCar career without a single win. Just awesome, and I hope that all of the warm fuzzies generated this weekend can last us for several weeks. Hey, we'll probably all be bickering about the downforce levels of the cars again come Kentucky, but a guy can dream, can't he?

What to do?

OK, I’ve been sitting on this post for quite a while now, probably too long, since the uproar after the non-race at Texas has been somewhat forgotten and died down by now. But, I wanted to get some thoughts out there before this weekend’s race at Iowa Speedway and before tonight’s Trackside with Cavin and Kevin show, when they’re going to be tackling this same subject with Larry Curry of Dreyer & Reinbold Racing.

To briefly reiterate the point that I’ve read and heard all over TV and the blogosphere since the Texas IndyCar race: IndyCar’s current oval racing largely sucks. There is very little side-by-side racing, no pack racing, and basically no passing is possible unless you have a huge performance advantage over the car in front of you. Two of those things, the first two, I don’t necessarily think we need to have in the sport. If we wind up with side-by-side or racing in packs, that’s fine, but the thing that I think is potentially lethal to the series as a whole is the inability of cars to pass each other.

It’s been well documented that Ryan Briscoe led roughly 518 laps at Texas and at one point held a 96 second lead, however, once he was passed by Helio Castroneves in the pits, he was unable to find a way back by. Fishy, no? Seems like somebody who is able to pull away from the entire field while supposedly still conserving fuel should be able to complete one pass (even if it’s one on his teammate for the lead) in the final 30 laps of the race, especially if it’s on a track that has long been renowned for its spectacular competition. It was the same sort of thing that we saw at Kansas, and most of the day at Indy: you make a pass in the first lap or two after a restart, or in the pits, or you’re cruising around holding your position, unable to make much of an impression on anybody in front of you. There were a few exceptions to this rule (Oriol Servia and Townsend Bell at Indy, Marco Andretti at Texas), but nothing like the ability to pass that we’ve seen at any other point in the history of the series.

What do we do? First off, let me say that something absolutely must be done. The next generation of cars are not due to appear until 2012, or maybe even 2013. That is a long, long time from now. Judging by the discontent in the blogosphere, among people who are long time hardcore proponents of the sport, people are going to start walking away or turning the channel. (Personally, I'm going to skip Iowa this weekend, even though the fact that it's a short track means that the racing might be better. If it turns out to be another woofer, I don't feel like going to my third sub-par oval race this season.) If TV ratings do not increase past where they are now (and if the racing continues not to inspire fans, they won’t), there will likely not be a 2013 for the League. Sponsors will evaporate, teams will close their doors, and then we’ll wind up with four red and white cars driving around with 5-6 guys following them around, laps behind.

For starts, I’d like the League to acknowledge that we have a problem. It’s pretty clear that nobody, not myself, not Robin Miller, not Jack Arute, not Andy Granatelli, knows of a silver bullet that will fix the racing overnight. An overnight fix is probably not even possible. But, I’d sure hope that Tony George, Brian Barnhart, Tony Cotman, Terry Angstadt, and whoever else at the IRL is ordering food in every night, locking themselves in a conference room on 16^th Street, sleeping under their desks, calling every technically minded person they know and burning the midnight oil, until they can hatch a plan to make next year markedly better than this year.

Let me get them started: aerodynamically-induced understeer is keeping drivers from getting close enough to the car in front to attempt a pass. OK, where does most of the problematic turbulence come from? The wings. Get Dallara started on making smaller, less effective wings, right now. Hey, Dallara, you got an exclusive contract to build the next generation cars, right? You wanna see that next generation actually come to light? Then help fix the one we’ve got now. Cut the wing-produced downforce by 10-20%, and work on instituting ground effect tunnel blockers to cut another 10-15%. You need some help on that? OK, here you go. I found that on The Google in 0.25 seconds. Search “cart+tunnel+blocker” for more info there, or ask Adrian Reynard. There, it’s a front wing, a rear wing and some underbody parts. You’ve got about four months to do the design work, and then a further 5-6 months to crank out enough parts for all of the teams.

What is all of that going to fix? Drivers will be able to follow closer than they can now, and the good ones will be able to set up and complete passes like they could before the days when the cars were pinned to the track by over a ton of aerodynamic assistance. It’s true that it’ll probably be even harder for people to go side-by-side than it is now, but I think all we’re really asking for is passing. Side-by-side for lap after lap after lap isn’t actually all that fun, really. Watch NASCAR at Talladega this fall. Is it thrilling? Sure, but only because you’re waiting for somebody to do something dumb and spark a 30 car pileup. We’re looking to avoid that in the IndyCar series, since a multi-multi-car pileup would likely result either in a car getting in the grandstands, or a team going out of business due to a huge repair bill.

Next, most folks think that the current cars don’t have enough power. Well, Honda has a perfectly good 4.0 liter V-8 engine that they’re using in another series right now, but rumor has it will be on a shelf collecting dust next year. Some minor tweaks will make that compatible with oval racing, given that it’s a development of the 3.4 liter LMP2 engine, which was in turn a development of the Honda IndyCar engine. Some sources say that the 4.0 liter is good for “620+ HP” breathing through restrictors, so taking the restrictors off should be good for at least 700. 50+ extra horsepower over what we’ve got now is a good start. Plus, that engine is designed to run for 12+ hours, so reliability shouldn’t be a problem. Swap the 4.0 liter in for the current 3.5 liter, and let’s see which drivers can handle the extra power. Also, with all of that reduced downforce from above, we’ll be looking at straightaway speeds of at least 5-10 MPH more than what we’re currently getting, plus visible acceleration out of corners. Fast is good, right?

OK, next, get Firestone on the line, and tell them to make the tires softer, and maybe even a little wider. Reliability problems, you say? Well, three paragraphs ago, I took 20-35% of the downforce off of the cars. That’s a lot less vertical force on the sidewall, and subsequently, a lot less horizontal strain on the tread in the corners. Soften up the tires and we might get some side-by-side back, plus it’ll force drivers to be careful about abusing their rubber. Beat on your tires too much, and you’ll be vulnerable to the smooth guys (and girls) before your next pitstop, just like with the current option tires on the road courses. I’ll hear no talk about “marbles” here. They’re already a problem that is getting no better, even with Firestone making harder tires every year, so you might as well go the other way and see if you can improve the show.

There you go, the entire Dallara-Honda-Firestone package re-imagined in under a dozen paragraphs. It’s possible that this formula would produce racing that’s no better than the 2009 product. But, can we really afford to knowingly accept two more seasons of what we’re currently getting?