The Bear was told this is a “15 minutes of fame” deal. Cash paid to Bernie (a kind of application fee to FOA), but unlikely to get much beyond that. The number to get the “purpose-built” facility entirely prepared (garages, spectator amenities, track, etc.)? Murphy was quoted “a quarter billion dollars.”

Though three “possible sites” have been mentioned, The contemplated site is said to be a 7/8ths oval south of Austin, which makes sense to the Bear, since it will already have been “permitted” for racing activities…Thunderhill, baby! From NASCAR West to F1 in one big leap.

The deal has been floated by Full Throttle Productions, LP, whose managing partner is apparently 39-year-old Tavo (C.T.) Hellmund, most recently a part-time (14 starts) driver in NASCAR West’s K&N Pro Series (before that Formula Ford in Britain, and a few other nondescript racing adventures). Can a promoter for which a “big event” was drawing 9,000 to the Allstate Thunderhill 150 really build a $250 million facility and promote an international event that will have to draw 150,000 spectators to succeed? Can a promoter whose racing career was characterized by “under-funded efforts,” raise a quarter billion dollars for a facility, plus at least another $10 million for promotion and other operating costs? Can all that get done in 24 months?

“C.T.” is the son of the Tavo Hellmund, who promoted CART in Mexico City in the early 1980’s, now an Austin Ford dealer.
Murphy thinks the Austin Formula 1 race will have more in common with the F1 events in Moscow, Mexico, and India, than it will with Bahrain, Brazil, and Belgium. Time will tell, won’t it?

About Abruzzi (Cliff’s Notes version)

The Abruzzi chassis originated with Multimatic in Toronto about the time the Esperante lost its DOT certification in 2006. The Canadian company, which built the Esperante tube frame chassis for the Esperante race car and shipped them to Panoz Auto Development (PAD) in Georgia, did a second generation design in 2006, this one with a carbon fiber floor pan, firewall, and rear panels.

The Multimatic tooling went to PAD after 2006, where a few race cars, but no road cars, have been built since then; Esperante road car sales have been made out of existing inventory (permitted after of the certification of the Mustang on which it piggybacked ended).

Enter the Don, who decided to use that second generation chassis along with a Corvette drive train for his Abruzzi. Danny hired designers, Comprent built the patterns, and  Elan built the body panels. Except…they didn’t fit! Danny and Don had a little family tiff over that, and a few of the “old guys” were brought back to Elan, but it was all such a mess they were gone after a few days.

So there it is, a huge scramble to get the car ready to leave for France June 1, where it will (maybe) do a demonstration lap ahead of the pace car at Le Mans.  Will it make it?

Laguna Seca

The cold put just a small crimp in Friday’s forum get-together. Huge and Brian were happy to see each other, and atlantafalconsfan met the Bear. The next day, even the house Canuckistani was dressed for winter, apparently guarding the Port-a-Potties.

Murphy froze his little tush just about off. It was so cold even fur didn’t help much. If they say the crowd was up, or even, or close to it, they’re spinning. Fifty feet of empty fence above Turn 2 at the start doesn’t qualify even as “the new up.”

The Corkscrew (inside the track) looked pretty good, but sports car types being among the smarter racing fans, they likely quickly figured out it’s one of the few spots sheltered from the bitter winds.

Notes

Murphy can imagine the conversation Laguna Seca had with its big sponsor. “You know that new media center we promised? Well, how about a nice new scoring pole instead?”

A dispute over who was supposed to pay for what has ended the Marcelli-Feinberg partnership before the season’s third event.  It’s likely we won’t have Joel to kick around anymore.

The engine and head in Dyson Racing’s Lola were redesigned over the winter. Will that make a difference? They believe so. Is the oil filter the next candidate for re-engineering? A Fram, perhaps?

Whether ALMS/IMSA is or is not for sale, it’s widely believed in the paddock that the series will change hands if there’s acceptable offer. Since to date the seller’s definition of “acceptable offer” seems to be damn near double that of the interested parties’ definition, a change any time soon would appear to be unlikely.

Cats (Not the musical)

Though what we saw on the track at Laguna Seca was still more Grizabella than Mr. Mistoffelees. Yes, there was the Jaguar on the last lap, but there were also the 46 laps the cat didn’t make over the course of 6 hours, and even that makes no reference to pace. The best run to date, but not one that instills confidence for Le Mans.

Audi: R15+ Last of the Line?

There have been hints that Audi has decided “the way forward” in sports car racing is in GT, not prototype. If so, that continues a world-wide trend amongst manufacturers. Murphy suspects this recent “golden age of prototypes” may soon be behind us, replaced (he can hope) by a “golden age of GT.”

Then grab a beer, take a sip, and wait for the Aston Martin. After that, take a little roll on the air mattress with the Significant Other, have a brat, open another beer, take a hit (of the beer or something else), count to ten, and here comes the third “pod,” Autocon, Intersport, and Drayson. (If you didn’t bring a S.O. – or rent one – have another brew, or maybe some of Gus the Gator’s Sebring Hooch Juice.) Really, since they’re creating new classes, ALMS ought to award three trophies in LMP1.

Murphy’s not sure LMP2 will be behind LMP1; actually, you’ll probably miss the LMP2 parade on the mattress, if not during that first beer. Highcroft, Cytosport, and Dyson promise to give us a pretty good race. Here’s hoping some “C”doesn’t take one or more out. If so, use it as an excuse for another trip to the mattress.

The Bear has no idea where the “C” protos will end up. A tire barrier? The paddock? One of his elves says these cars haven’t been run on anything like Sebring (Euro tracks are smoother and slipperier than…oh, never mind) so don’t assume they’ll be all that bullet proof. Six seem to be “official,” and “ready” (meaning they’ve got a car, drivers, and cash) – Primetime, Intersport, Genoa, Level 5, Green Earth Team Gunnar, and PR1.

Others might have a car – or not. Drivers – or not. Cash – or not. (The cash would be related mostly to the driver thing.) Those include Alex Job Racing, rumored to have a car in the shop and Comprent, which went fishing for funded drivers a while back (no sign they’ve landed one).

GT2 is as good as it’s ever been (in Bear memory, anyway). That would be in large part because this is the first Sebring for Corvette Racing, and pair of BMW’s with a season of development. They join Risi Competizione Ferraris (Tracey Krohn might be there with a Merc, instead, but Murphy thinks the odds are that’s later in the season), one of which will compete at the sharp end, and Flying Lizard Porsches – again, one will compete, one will drive around. AF Corse will contribute a competitive Ferrari.

Then it gets a little dicey. The Bear doesn’t think Extreme Speed’s Ferraris are good enough to be in the mix at the front; they may mix it up with the Jag for as long as the Cat lasts. In some order, Robertson, Black Swan, and Falken will bring up the rear.

Murphy knows Alex and Holly will be on hand with a pair of “C” class Cup cars. Expect single entries for P7, GMG (the Bear did a double-take, thinking maybe a ‘professional grade’ truck), Kelly-Moss, and Velox. There’s hope Melanie and Martin will be on hand, but they didn’t participate in support series testing, nor are they on the ALMS winter test entry. Of course, they’re pretty good on this track, having won (among other races) GT1 in the 1999 Florida debut of the American Le Mans Series. With six already accounted for, Murphy thinks you can count on eight GT Challenge entries.

In terms of total entries, the Bear accepts that the two Challenge classes have rescued the ALMS from embarrassingly small grids. They’ll account for 14 of 38 Sebring entries, if Murphy’s right. Attendance slipped last season – worse as the season went on – leaving the Bear to wonder how a field heavily dependent on spec cars will ‘sell.’ It seems contrary to the interests of ‘traditional sports car fans.’ Murphy remembers Roger using that phrase introducing Daytona Prototypes.

What will the entry look like in the rest of the season? With no unexpected losses, there will be six prototypes after Long Beach (Aston Martin stays for that one). The Bear’s not yet convinced that there will be two Jags, but he’ll count two here. He also hears Krohn will be around for the whole season – in something. So add a Jag and subtract the AF Corse Ferrari – it stays at 15 after Sebring, and likely through the remainder of the season. Add fourteen challenge entries; expect a grid of 35 at Laguna Seca and beyond. That’s exactly the number that Atherton’s been using in interviews. If that doesn’t turn your crank, there’s Petit Le Mans, where you can expect a substantially better entry for a designated Intercontinental Cup stop.

To help you get kill time between prototypes at Sebring Murphy’s passing along this little recipe from his friend Gus.

Gus the Gator’s Sebring Hooch Juice

1 gal cut-up fruit – apple, pineapple, watermelon, pear, peaches – anything you want, fresh or canned
4 oranges (quarter, squeeze, put peels in hooch)
4 lemons (quarter, squeeze, put peels in hooch)
4 limes squeezed (quarter, squeeze, put peels in hooch)
1 jar maraschino cherries w/o stems
1 Liter Bacardi 151 rum
1 Liter Everclear (ethanol, if you want to be official)
1 Liter Vodka – any flavor
1 46 oz. can or 2 liter bottle of fruit punch
2 2 liter bottles lemon-lime soda (sprite, 7up, etc.)
1 bag – or block – ice

Mix in large cooler, wash tub or anything else that will hold about five gallons.

Gus recommends that some fruit gets into each cup. He admits he missed the race and a lady friend embarked on a new career. The Bear thinks this is a great way for the gals to get warmed up to go out and collect a few beads. Neither Gus nor Murphy assume any responsibility for blindness, getting run over by a Sebring buggy, drowning in a mosh pit, or anything else.

No sooner than the cats left town than the mice were out. Actually not out, but “in” a meeting. With the RRIC underway in Phoenix on this past Tuesday – that’s where the Bear was – Murphy’s mole (the Moroccan Mole, some call him) reported a ‘big, big meeting’ at 1394 Broadway in Braselburg. The Bear doesn’t know if it was a sanctioned meeting or an incipient revolt, but he’s heard the subject matter was anything but trivial.

Panoz Motor Sports (PMS) Group has a new CFO/accountant. The new guy has been described to Murphy as a ‘slash and burn’ artist. The problem? Not much left to slash. The Bear’s been told the only profitable thing in the company is T-shirt sales – Anna Mae’s Trinket Truck. Nice stuff, but not a big division. In fact, profit or not, it might be on the chopping block as ‘not important enough to mess with.’ Murphy hopes like hell that’s wrong. He likes trinkets.

Cuts in other areas continue – on the pit lane and even in the safety car. Due to illness of the incumbent, new guy Jim is taking over Timing & Scoring (Murphy has been corrected, the job being taken over is Simone’s as Chief Communicator in Race Control; he’s also told she’s recovered very well - well enough to perform – not that anyone on Broadway cared enough to ask…), at least temporarily.

You need a measure of how well things are going? You saw the press release on a Haas “distributor deal.” First question – sent along by one of the elves – “what do you need a distributor for in your home market?” According to some, the real story is Champ Car – the failed racing series just keeps right on giving, doesn’t it? Murphy’s been told Haas loaned Panoz three million to build the Champ Car DP01, and was still owed a million. Cash-strapped PMS Group offered its parts business and a little cash instead, and Carl took it. According to just about everyone in the race car biz, that is pretty much the end for Panoz as a race car constructor.

As if to confirm that, just today the Bear was told the Abruzzi lives – yes, Murphy’s gagging, too. This time though, it’s as a GT2 (Autosport and autoblog.com reported that this past October), and the new story is it’s not PMS Group and it’s not Danny doing the building. It’s Tom Milner being paid by the Don to build the racing Esperante replacement (that had to go, anyway, since its road car certification was based on a Mustang platform no longer in production).

So, how does that work? The Abruzzi is supposedly a modification of the Esperante GTLM (that’s sort of déjà vu, given the constantly morphing history of the Panoz LMP). But what’s the homologation of the  Abruzzi without a street car?

Radisson Road Racing Conference

The nine tracks that host ALMS events met with the Series and with each othern the Canyon I room at the Radisson Airport North in Phoenix. The Bear was there.

Murphy was parked in the next door lobby bar when they broke at 5 pm for a reception in the 44th Street Café, and still there when they finally trickled away near 7 pm, nearly an hour later than scheduled. It seemed convivial, if subdued, in the café. Did the promoters (as predicted by as source) get “reality, no more BS, real solutions?” Time – and the International Moles’ Secrets Association (IMSA) – will tell. The Bear is disappointed to have to report that the recently appointed committee had no representation in sight. Given the current problems of the Series and of PMS Group, they could seize the initiative. Murphy hopes they aren’t solely a creature of the proprietors.

Porsche

The Warsteiners – oh, sorry, that’s the beer, Murphy means the Weissachers – announced eight werks pilots the other day; missing were Emanuele Collard and Sascha Maassen, as the Bear told you a while back. The story is in the remainder, though. It seems there’s not even enough work (werk?) for even eight. Wolf Henzler is assigned to a seventh-place (at best) ALMS entry. Ace drivers (there’s no doubt about that, is there?) Timo Bernhard and Romain (Lettuce) Dumas are assigned to, pretty much nothing. Sure, they make a big deal about the Nurburgring 24 hours, but big car and fan turnout aside, it’s a run-what-you brung event, not exactly Le Mans. Odd, isn’t it? Something has to be planned, doesn’t it?

That’s a matter of debate, some saying they’ll land in a Porsche AG (or NA)-financed Cytosport entry, others saying “ no way, they won’t lay out that kind of money, and if they wanted to, why not just hire Penske again?” Those in that “no way” camp suggest some kind of combination deal with Audi (a car for Timo and Romain at Le Mans, as there was last season), and a few “place-holder” Porsche races (one-off seats at Petit Le Mans, perhaps?). So why keep even those eight on board if there really isn’t that much work? Over-active imaginations will suspect the gestation of a new Porsche LMP to the 2011 rules (which, after all, won’t be much of a stretch from the Spyder, particularly its 3.4 liter V8). The cynics will suggest it’s much simpler; if you’ve got ‘em under contract (and have to pay them), you could just as well try to use ‘em.

Balancing Act

What’s next in the brave new world of performance balancing? Falken seems to be angling for rules to help them run their 2008 Porsche? Not just run it, of course, they can do that if they like, but to make it competitive. That’s nonsense – and besides, it won’t exactly do good things for Porker race car sales, will it? Next, Randy Wars and Grady Willingham will be back in Dick Barbour’s old R. IMSA let a couple run in 2001 after the introduction of the RS, but they didn’t change the rules to make it faster, did they?

Extreme

Or not so. Scott Sharp’s Extreme Speed was planning to run a GT Challenge Porsche along with it’s two GT2 Ferraris. Now it’s dropped the Challenge program. Some say it’s a good idea for the team to concentrate on its Ferraris.

Intersport Raids Comprent

Sources say the Dublin, Ohio team has taken two of Comprent’s former IMSA Lites customers. Meanwhile, the proprietor of the Georgia company is rumored to be buying out his partners in a 5 axis milling machine. 

Spiraling Down

Declining attendance is likely reducing ALMS sanction fees, on top of outright loss of sanctioned series (BMW’s training wheels racing), and declines in entries (and consequently revenue) from other sanctions (Cooper Atlantics had 8 entries last the Bear heard, possibly Patrón GT3 Challenge, cannibalized by ALMS’ Challenge class). Declining and stagnant television viewership is reducing ad rates, and making annual support of the series look less attractive to manufacturers and other partners.

The Rolex

Look for Murphy’s  annual Rolex preview early next week.

Twitter

When rumors surface, the Bear tweets at http://twitter.com/Murphythebear

At Laguna Seca, the Don was told by key manufacturers and teams they were unhappy with his management team, that the value of their ‘investment’ in the series was unacceptably declining. That he would have to do something to earn their continued support.

In response, our entrepreneur appointed a ‘steering committee,’ of prominent ‘stakeholders’ led by Duncan Dayton (Highcroft Racing) and Seth Neiman (Flying Lizard Motorsport).

The charter of this ad hoc committee is to recommend future strategy and implementation planning. Questions on the table include: How many classes should there be? What should the nature of the relationship to Le Mans, the Le Mans Series, and the Intercontinental cup be? Indeed, even such detail as the administration of performance balancing to promote competitive racing within classes.

The members, who Murphy hears were more or less nominated by manufacturers and teams, include a company turnaround specialist, a businessman/team owner, and public relations executive Paul Pfanner, the latter appointed by PMG chief Scott Atherton. Pfanner is seen as an Atherton ally, while Duncan and Seth are trusted by the rest of the ALMS community. The Bear’s been told that Rob Dyson is also a member.

If you’re looking for the éminence grise behind the Series’ marketing direction, Paul Pfanner is your guy. A former Haymarket executive currently on his own with Pfanner Communications, he was responsible for the market study of the Series fan demographics, helped create the logo, the ‘World Class’ title, and more recently the ‘Leader Green Racing’ tag line. Some would say (and do) the presence of Pfanner on the committee all but ensures it will accomplish little of substance.

It’s rumored that Neiman considered a purchase of the whole lot two years ago, one of just a number of such offers and near-offers, and separate from one Murphy previously reported from New York investors brought to the Don by Fountainhead Holdings CFO Tony Mastandrea. Tracy Krohn has also been a player in such discussions.

The price then was too high for the revenue streams. The Bear suspects it still is, even having dropped by half, the revenues have dropped further and faster. Those in the business point to the sale of the race car parts business to Haas, telling us “The car is a loss leader for race car constructors; the profits come from selling parts,” and asking, “What then does it say when you sell the parts business?” What, indeed?

Regardless of reference to a “management team” it’s believed that decisions in Braselton (outside of the Don) are made by the CEO alone. Unfortunately, even in the face of dissatisfaction with policies and performance, no replacement is apparent. Thus the committee was created to provide direction and ratify decisions.

One observer doesn’t expect any substantive changes, but wouldn’t dismiss the possibility of a sale, “Panoz does not want to manage day to day, nor does he want to put any more money in. It suits him to keep the guy at the top because its the easy option. A sale would be an even easier option, but only if he can get the price he wants.
 
“I think the only reason he has set up this steering committee is to avoid having to make public changes at the top. It allows the American Le Mans Series community some comfort that they can have an input and it allows Don to continue to enjoy his retirement.”

This past week our committee has been considering whether to be represented at the upcoming road racing conference, an annual event between the series and its constituent tracks. In the past, the ALMS has presided on the first day, then tracks’ executives have met separately on the second day of the conference.  A source told Murphy, “The (track) organizers have made it clear that they don’t want the same old BS, that they are looking for reality and new approaches. That’s why the committee may want to be represented separately from the Series.”

Of one thing Murphy is certain. If this ad hoc committee can’t make a substantive change in the direction of the American Le Mans Series, it will quickly become an ‘escape committee.’

LMP Challenge still Fraught with Uncertainty

Murphy’s been trying to follow the potential for Challenge cars on the Sebring grid and thereafter.

Intersport Racing – announced the second funded driver, Brian Wong, today; order placed.
Gunnar Racing – no announcement, but “firm rumors.” Declared interest at Road Atlanta test drive.
Comprent Motorsport – announced “interest,” and asked “funded drivers” to contact them.
O’Connell Racing – plan to enter “selected events.”
Genoa Racing – “expect February delivery.”
Primetime Race Group – rumored, but unannounced.

Murphy thought PMG would have a role in building the LMP Challenge cars under license from ORECA. It seems last year’s financial problems and subsequent cuts have made that impossible. A recent visitor wrote to the Bear, concerned that there may be delays in delivering the Challenge cars, “…the day I stopped by there, there were only about 1/3 the parking spaces used and only one guy in the fabrication shop. …the old offices that in the past had been full of cubes had been rearranged to be rather spacious for the current employees.

“I know more about manufacturing than the race car business, but it seems to my meager eyes that while Braselton has equipment to manufacture they don’t have anyone to put the equipment to work. Not just anyone can put that equipment to work though, and it would be a reasonable guess that the trained personnel doesn’t reside in north GA anymore which is likely why the Haas deal took place.”

Really good?

Murphy has been told to expect ‘really good Sebring entry news.’ What might that be? Wouldn’t that almost require an Audi entry…anything else would be ‘good news’ without being ‘really good news?’ At least that’s the way the Bear sees it.

A.C. hears the “Good News” about the Sebring entry will likely be a two-car ECO Radical entry, with both cars powered by (believe it or not) a urine blend fuel (U85, to be exact). The ACO has not blessed the urine-powered LMP1s yet, and they remain skeptical about the team’s refueling rigs. Several NASCAR teams have been looking into U85, and the virtually unlimited supply of the fuel, which could flow directly from the grandstand urinals to the fueling rigs. NASCAR has already trademarked “Global Leader, Yellow Racing” and hopes to run at least two cars in the Flomax Series powered by U85.

Look for Murphy’s upcoming Rolex 24 preview.

Follow Murphy on Twitter at http://twitter.com/Murphythebear

Sebring and Petit Le Mans will  be different, not just in degree, but in kind, from the other races on the American Le Mans Series schedule in that they will run ACO classes to ACO class rules. That means that LMP-1 and 2, and GT-1 and 2 entrants will be required to adhere to the French club’s weight, restrictor, and aerodynamic rools for Le Mans, the Le Mans Series, and the Intercontinental Cup. The principle impact is to keep the prototype classes – such as they are – separated.

The new IMSA spec classes – LMP-C, and GT-C – will be allowed to compete alongside the “official” ACO-recognized racers (a version of LMP-C will also be allowed by the LMS this season).

Murphy has been given the best thinking, speculation, and inside knowledge of all his elves. That still leaves more than one ‘gap,’ but for now, here is the consensus of the Bear’s forest creature friends (aka elves).

LMP-P (Peugeot Class) – Barring a change of heart because of a lack of competition, Peugeot is in. Given they are the cause of no competition, having vetoed an ACO-accepted “interim” Audi, the Bear expects the Frogs to show. This is worse than Audi’s diesel domination, occurring years after the diesel advantage should have been resolved, and in a race in which competition (Audi) was possible, but rejected due to Peugeot’s narrow self-interest and the lack of balls in Georgia. The Frogs will score a meaningless – perhaps Pyrrhic – victory. One of the Bear’s elves took exception to that, writing “There are no meaningless wins at Sebring.” Murphy sees his point, and agrees given Sebring’s historic place in racing, so he’ll put it this way: If the political leverage of an entrant could render Sebring less than it should be, this is it. If the current care-takers of this race – ALMS/IMSA – had a sense of its importance (much greater than their own) they’d at least strongly protest. Audi could seize the moral high ground here, of course, by “facilitating” a Kolles entry (or two) of the R10 – a driver or two, a bit of engineering, etc., etc. – things they did with Champion.

LMP-1 – With the French diesels in their own race, LMP-1 is mostly left to privateers, three of which are confirmed or certain (Intersport, Drayson, and Autocon) one “maybe” (Corsa), and two “when hell freezes over”: Creation and an unidentified, but rumored, Lola Aston Martin (the latter having gone to a collector, according to the Bear’s best sources). Murphy leans toward expecting only the three currently “confirmed” privateer entries to make the Sebring grid. The Bear’s heard that Oreca may return to North America with a Sebring entry of its AIM-powered 01. What? Not the Peugeot 908 they have agreed to race in the LMS and alongside the factory entries at Le Mans? Not according to Murphy’s source, leaving the Bear scratching his furry head. He’ll rate this one just “possible.” That still leaves his likely LMP-1 (exclusive of diesels) entry at three.

LMP-2 – These will be the best of then non-diesel entries (again proving that absent artificially slowing these guys down, the prototype world is upside down). Highcroft, Dyson, and Cytosport will enter an Acura, Lola-Mazda, and Porsche Spyder each. Any or all of the three could enter a second car; Murphy’s odds on that are Highcroft 4-1 against, Dyson 2-1 (an elf rates this probable), and Cytosport 3-2, the latter’s better odds based on rumor of a direct interest by Porsche in adding a Spyder to a race they could well win overall (if the Peugeots find trouble along the way). A rumored OAK Racing Pescarolo falls into the Bear’s infamous “when hell freezes over,” category. On balance then, Murphy thinks we might end up with (figuring, in his usual optimistic way, that one of the “big three” will be able to field a second car) four total LMP-2 entries.

Total “legitimate” prototypes on the grid will be nine.

GT-1 – Won’t be any.

GT-2 – (Except for Sebring and Petit, just “GT”) Corvette will be there, as will BMW, Porsche and Ferrari, each represented by a sort-of-quasi-more-or-less-factory team, Pratt & Miller for Corvette, Rahal Letterman Racing for BMW, Flying Lizards for Porsche, and Risi Competizione for Ferrari. Of those the “less” in terms of factory participation/support Ferrari, and the “more” is Corvette. Those “premier” teams account for 7 entries, and are “confirmed.” Also certain-to-be on hand are three more Ferraris (2 Sharp’s Extreme team, and 1 AF Corse), a Falken Porsche, and a Robertson Ford. Some of the elves count Rocket Sport’s Cat as a sure thing, but the Bear isn’t entirely convinced. There have been rumors of significant (and expensive) homologation problems. He’ll call it “probable.” The Black Swan Porsche is a “maybe” – Murphy thinks there’s an even chance they’ll land in GT Challenge instead. There’s rumor of an unidentified Porsche floating around, too ephemeral to get above “doubtful” in the Bear’s pantheon. Twelve, then, one probable, two less likely. Taken together, perhaps 13 starters?

So, before we get to the spec/club racer specials, the Sebring field totals just 22.

The field filler doesn’t add much – aesthetically or numerically. In LMP Challenge, four are “possible,” but only one (Intersport) is “confirmed” thus far, and even in that case the Bear’s waiting for the Ohio team to name a second driver-with-a-budget. (Murphy’s heard Richard Berry has finally sold his Lola and assorted parts to the Fields, however.) None of the others (Comprent, Genoa, and Gunnar) can be considered to be firm entries; two of three would seem likely. Three on the grid, then.

GT Challenge? That’s an interesting question. Remember this class is made up of racers that originally set out to do a few short sprints in a one-driver, one-make series. Sebring’s 12 hours is a huge jump. Murphy’s been told to expect something closer to the low side of an entry rumored to be between 5 and 9. Other imput – from an “insider” – says the self imposed limit of 10 will be fully subscribed. Professional prevaricator he is, the Bear will go with 7.

So there you have it. Twenty-two cars based on last year’s classes – the structure we’ve had for about a decade. Add the “new stuff,” (field filler of little interest, at least to Bears) and you’ve got 32; just one more than the Bear predicted about this time in 2009. Only 26 actually started that 2009 race – Murphy told you he’s the eternal optimist. Whether the “filler” keeps the 58th Annual 12 Hours of Sebring from being a disaster is an individual judgment. The Bear knows what he thinks.

Around the Paddock

With a lousy ALMS entry anticipated, the potential for a strong LMS entry is striking. What gives? Is the economy worse here than in Europe? (Not really.) Is the ALMS’ “green” initiative hurting rather than helping (Their European cousins are still promoting great racing, so probably.) Does the North American sports car endurance “split” continue to hurt? (Undoubtedly, according to European Car’s motorsport editor in its January issue, “Something’s gotta give, as the saying goes. As CART and the IRL have shown, nothing lasts forever. Both GA and the ALMS have seen their grid numbers fall considerably… Insiders expect both series to chug along but eventually the bottom line will force the issue.”)

The Bear hears rumblings of infighting amongst the Braselburgers, undoubtedly symptomatic of declining fields and finances, particularly in critical television-related revenues (including “wrap-around” contracts with manufacturers).

The new guy in charge of IMSA rools side of things is riling teams and others over what’s to be done with/to prototypes in 2010. Not just disagreement with content, but failure to consider teams’ input, and now delay in getting the rools settled.

There’s growing disaffection amongst Sebring fans with the stewardship of Sebring in recent years. The ACO marginalized its importance in regard to Le Mans by selecting its field before the Florida classic’s green flag. With its preoccupation with being green, logos, and cute lights in the sides of cars, the ALMS has presided over a steady decline in Sebring fields. That will be just one of the things that bites its butt in this and coming seasons.

Follow Murphy on Twitter at: http://twitter.com/Murphythebear

With Le Mans behind us – an perhaps too much time on everyone’s hands – the rumors of a Grand Am-ALMS merger/acquisition came roaring back. A.C. surreptitiously met with Murphy at a Daytona watering hole, dutifully reported by the Bear in  130. Shocking news at a Clandestine Meeting.

Soon after, Grand Am sources added even more information, even as Miller abandoned the story. Finally, ALMS reacted, a source telling the Bear the whole thing was a disinformation campaign floated from Daytona, something the Braselburgers claimed was a regular tactic of their Florida antagonists. 

All that blew over by mid-month (except for SA’s “We’re Not For Sale” button at Lime Rock), so Murphy turned to the soap opera in F1 with a story about Bernie’s ouster. That was, it seems, premature.

At Lime Rock a rumor surfaced of an “equivalency” formula for DP’s, reported in Murphy’s after-Lime Rock Paddock Poop 132. Ultimately that went nowhere, but the real story behind it was likely the addition to the ALMS field of the spec LMPC’s. Just about the same thing for many endurance sports car fans. They look better than DP’s but are just as much – no, more – outside the historical spirit of the sport.

There was also a great deal of “background noise” about ALMS finally dropping GT1 (which had already been “a dead man walking” for years) and re-combining LMP (they’d achieved that finally in a 2008 season that will likely go down as the high water mark of the series before (stupidly) abandoning it in 2009. The two-class thing turned out to be correct, of course, but Panoz, chasing revenue rather than racing, screwed it up by adding two spec classes back in.

The race wasn’t bad, but the highlight of Murphy’s Lime Rock trip was Red Molly at Bodle’s Opera House in Chester, New York.

At the end of the month in 133. PLM prospects. What next for BMW? the Bear considered the likelihood that Audi would finally join Peugeot at Petit Le Mans – he thought they would, but ominously also wrote that, “More important, Audi is by no means committed to the ALMS in 2010, but an improving economy and settling the “Mouse and Elephant thing” with Porsche clears the decks for a return. Unfortunately, some are saying that full ALMS seasons will come to an end if a seven race (with Le Mans) “world championship” of sorts happens. Manufacturers will get as much – or more - value from two appearances each in Europe, North America, and Asia, plus Le Mans. That’s the reasoning the Bear is hearing, anyway.”

Sadly, the Intercontinental Cup has since become reality, as has exactly what Murphy predicted based on what he was hearing. Audi has announced a PLM-only 2010 ALMS schedule, likely a permanent change for them and for any Porsche LMP that might come along, too. ALMS fans will need to resign themselves to a few “big” races, with the rest of them being decidedly “national” in character, their fields populated by mostly spec-racers.

Paddock Poop 133 brought the first news of a trash can for BMW’s F1 program, continuing delays for Rocketsport’s Jag, Farnbacher Loles hiring better mechanical talent (with other people’s money, of course), and a 1,000,000 visit milestone for Murphy and LTC.

August

On the 6th, in Paddock Poop 134. Murphy spilled the beans on Atherton’s upcoming confab at Road America:

“What he Knows (that you didn’t – until now)

“The American Le Mans Series will add a prototype class based on the ACO’s nascent Courage-Ford V-8 series. The prototypes, selling for $345,000 complete, will be built by EMT in Braselton. To control costs, engines will be sealed (and available only from EMT), only two sets of gears can be used (long and short circuit), and only a “small range” of springs can be used to modify set-up.”
Thus, in a stroke, and for PMG’s short term gain, the ALMS created the class that will kill it.

A few days later, the Bear told you Audi would be at Petit Le Mans (you had to think a little bit on that one…but just a little). Drayson’s purchase of a Judd-powered Lola coupe was in the same Poop, and Murphy told you the idea that de Ferran would field an ALMS team (along with an IRL team) was fanciful, to say the least.

Over two different columns the Bear (who’s not particularly technically inclined) garbled the Porsche weight “penalty.” In part, that was because he had a hard time believing that Porsche had the ACO so completely by the short hairs that it would do something so completely meaningless for a blatant and serious rule violation.

A.C. brought us up to date on the Evil Empire in “AntiTRUST Me,” reminding us that Henri Zogaib beat Greg Loles to the Ponzi Punch. Though the NASCAR crowd did pretty well keeping that one relatively quiet (so, too, is ALMS, Porsche and the ACO on Loles) it was likely a bigger cash take for the Daytona crook. Our erstwhile NASCAR correspondent backed off his earlier prediction that Grand Am would devour the ALMS in 2010 (but not much) when he wrote:

“I guess I ruffled a few feathers about NASCAR taking over Sebring and Road Atlanta next year (they don’t want Mosport because its too hard to learn to speak Canadian).  As mentioned above, NASCAR believes in fair competition, so instead of taking over Sebring and Road Atlanta, NASCAR will just wait for Darwin to finish the job, if you know what I mean.” Not sure about the rest of it, but the reason not to include Mosport in the deal rings true to Murphy.

A.C. told us a bit about the topics he’d deal with on his radio show (2-4 am on WZQU Ormond Beach, 1850 AM): “I am happy to talk about how Scott Pruett freed those journalists held in North Korea, or why the Riley DP is the most technically advanced prototype in the world, or how the Rolex Series has record crowds everywhere it races, or whether Enzyte really works.”

August brought word that the ALMS would be exclusively on Speed in the coming year; that changed later with the announcement of two CBS dates. Inexplicably, one is the 6-hour Monterey endure, delayed a week, an event uniquely suited to Speed. Are you going to hope they’ll do some quality editing? Murphy rates that chance slim and none.

The Bear told you Greg Loles would have Pratt & Miller build a pair of BMW’s for Grand Am, but he got the model wrong. He told you Farnbacher would split to concentrate on Ferraris in Europe. Horst knew something the rest of us didn’t. He told you St. Pete would be missing from the 2010 schedule, but also reported that Infineon was rumored to be back: 50%, then. He told you that Audi would not go on to Laguna Seca after Petit Le Mans.

Midweek Motorsport called Lord Drayson’s Lola Judd “a major new LMP effort.” For the Bear, who reported it a week earlier, it was still just a one-eyed old guy, but in faster hardware. It couldn’t be worse than blowing an engine a day in an Aston Martin GT2,, but it wouldn’t be much better, either.

Murphy thought the remaining Japan round of the Asian Le Mans Series would be cancelled. That was wishful thinking. It survived, morphing into a stop on the upcoming (and ill-advised) Intercontinental Cup.

Following leaks, interviews, and rumors to the contrary, the Bear was finally able to tell you, that “the on-again, off-again Panoz LMP is finally dead…including a recent Frankenstein-like reincarnation of the original 01.  Undeniably and reliably dead. Not only merely dead. Really, most sincerely dead! (Murphy’s thanks to his friends the Munchkins.)”

He plugged his friends over at sportscarpros.com in Paddock Poop 137, currently on another of its not-infrequent hiatuses. He’s told, however, that “Rumours of demise may be greatly exaggerated.” We all hope so.

September

On the 3rd of the month, Murphy took his first shot at the Petit Le Mans field, figuring the grid would fall between 29 and 33, with 31 likely starters.

He reported rumors that Grand Am’s DP fields would be depleted in 2010, including the departure of Brumos (though he included the contrarian rumor that Brumos would continue with a single Riley powered by the Cayenne V8). Also in Grand Am, he wrote that the Krohn-Lola dispute had hit a wall, and “…the big-time racing car builder and its oil magnate partner may be headed to court.”
The Bear got Camaros and Corvettes mixed up in a Grand Am GT story about a switch from Pontiac in 2010. Well, hell, it’s the same tuber chassis, anyway.

A.C. was off to Vegas, hoping to “recoup from the Zogaib debacle.” It didn’t help. He also wrote, “One day, fans will return to the Rolex 24. We don’t care about technology, or green racing, or Le Mans … Braselton will never defeat Daytona. That is a sure bet.” Though both are weak, could we see some trends in that direction in 2010? For the first time in a decade, Murphy thinks so.

The Don made one more “run,” trying to raise money for his “supercar,” the one we thought was “truly dead.” Mercifully, it went nowhere – again.

The Bear “took a shot” at the 2010 ALMS schedule; it was off the mark, with Monterey staying at the end, and Sonoma in May. Turns out of course that Sonoma was a no, and Monterey went to May. Perhaps the Don needs the party income at the Chateau?

NASCAR Vice President of Corporate Communications Jim Hunter was the designated attack dog on the American Le Mans Series for its proposed “Challenge Class” rules. In a lengthy blog, he called the ALMS’ new rules, “misguided,” and “counter-productive,” while accusing the Braselton-based race series of circulating “calculated misinformation and propaganda” to “undermine Grand Am’s success.” Pretty frantic stuff.

With the ACO floating new aero rules for 2010 that would make the R15 obsolete, and incur costs for others, Murphy opined that IMSA shouldn’t “commit hiri kuri with the French.” It did, of course. ACO/IMSA rules then exempted everyone else from the aero changes, making the net effect just the whacking of Audi from ALMS/LMS grids. A fine thank-you for decade of support – including millions of Ingolstadt cash into ALMS coffers.

At the end of the month, it was off to the North Georgia Mud Bowl (red mud at that). It not only rained Cats and Dogs, they were also seen celebrating in Paddy’s.
Murphy was the first to tell you that Mercedes would dump McLaren in favor of Brawn, and reviewed the rumors that would “rationalize” the VW-Audi-Porsche product line and racing programs. Time will tell.

The Bear said “the other Japanese F1 team” (that would be Toyota) would soon exit F1, but for a sports car program to follow, “don’t hold  your breath.”

October

The test of the new LMPC after Petit was a success, and clearly disturbing to the Empire on International Speedway Boulevard. The Lola-Krohn fight heated up. Murphy observed that the ALMS’ crack PR machine couldn’t even get Scott Sharp’s Sebring crash on Sports Center. NASCAR got a routine barrel roll on at the top of the show, though. Braselton was trying to dump most of the operating cost of Sebring on its biggest tenant, Central Florida SCCA, while keeping the lion’s share of the revenue. Another sign that things are dire in Georgia, the Bear thinks.

Murphy said Audi’s return to the ALMS was unlikely, and Acura was certainly gone. (Since then, privateer Duncan Dayton might have saved the series by deciding to field an old Acura P2 with leased engines.)

A.C. wrote about a little incident on the Florida coast in Daytona Vice.

Mid-month the Bear reported on his return to his favorite place (and former home) the Monterey Peninsula. He dropped in to see David (Mike was on vacation) at the Sardine Factory and Gannady over at Clint’s place. He partied below the hairpin with friends of Enzo (and of the Bear, of course).

After the race it was off to the Mucky Duck, band in the back and friends from Poughkeepsie, England, and a few other places in the front. The Bear agreed if Mazda were to “step up” in the coming season, the Lola AER just might turn into a nice little package. It seems clear that they have not, likely making that entry one more disappointment of 2010. If – as is rumored – two drivers do not return, it will be a disappointment to Murphy whatever else happens.

Murphy told you about a Ferrari being prepared to Grand Am Prep 1 rules for competition in the coming season. The cat was having some homologation troubles. Momentarily there was a rumor of two more BMW’s, but it turned out they are for Europe. The Bear noted a press release was issued by “Farnbacher Loles” about a pair of KONI M3’s (it seems KONI is no longer the sponsor of that Grand Am series, by the way), but pointed out, “Murphy has more than once reported rumors they would split.” Of course they had. We’re reminded once again that press releases are as often as fictional as paddock rumors.

The Bear went over 25,000 readers for the month.

November

November included rumors of Penske testing “something from Aichi in Spain.” No legs. Likewise, stories of a Duncan Dayton Peugeot; about those Murphy wrote, “If you take winning Le Mans out of the picture, the Peugeot rumor fades into oblivion, and you take Dayton at face value that another Acura season is in the cards – completely independent of Acura.” That’s pretty much how it’s turned out. The Acura “support” amounts to little more than keeping the engines running.

A Dinan-built Ferrari motor was slated to power a DP at Daytona and after, run by Scott Tucker. Murphy thought the F430 Prep 1 GT would make the Daytona grid, too, but it will not.

The Bear threw out a few ALMS and Sebring possibilities and dismissed a few, too. In the latter category was Creation, about which Murphy wrote (again), “Creation advertised (via another of those “interviews” in which nothing new is revealed) for a funded driver (déjà vu).” He reported three Ferraris were probable, one Risi and two Sharps.

Murphy planned a trip to see Michael in Las Vegas, but a deadline for his second recipe book and work on his inaugural Christmas quiz derailed that plan.

Comprent, tagged for an LMPC entry, was still looking for funded drivers. Mercedes dumped McLaren in favor of Brawn, just as the Bear said it would.

December

Murphy started the month “Sweeping out the Bear Cave,” a few odds and ends heard around the paddock. The Bear bade farewell to PTG and any Panoz race car. (They really hadn’t been any good since the Tony Dowe-engineered Reynard-based GT1/LMP01, had they?)
Risi Competizione was “in again, out again,” as a full season entry. Murphy stayed skeptical. In Grand Am DP, the Bear heard – and passed on – that Ganassi would switch from Lexus to BMW power.

One of those “odds and ends” was this little item entitled “No Farnbacher, No Loles, “The Bear’s repeatedly reported rumors that pointed to the termination of the Farnbacher and Loles partnership – that’s happened now, of course. Lately he’s questioned whether Greg Loles would continue in ALMS, or even be able to bring his ambitious Grand Am plans to fruition. This week the mill has been churning. That includes a medical event earlier in the week, chattels in the Georgia shop packed for shipping to Connecticut, missed payments, and an RSR of disputed ownership.” Little did the Bear know that just a few days later, one day after announcing his 1st Annual Christmas Quiz, the crap would hit the fan for Greg Loles…or Loles would be the crap…

Loles invented another way to finance his racing; steal from a church (and its members). Is that one better than Grand Am’s Henri Zogaib, who stole from his fellow racers? Two crooks. One in each sports car series. Talk about competing with each other!

The same day, Murphy reported that Dyson Racing would likely field just a single car and Audi would contest just one ALMS race – Petit Le Mans. As if that wasn’t enough, Lou was selling his ALMS Corvette and heading for Grand Am. It wasn’t a good day for anyone in sports car endurance racing.

Cytosport was rumored to be planning a bigger ALMS program and to have a “secret project” after Muscle Milk dumped its SCCA Trans Am sponsorship. Would they run a second Spyder for Porsche and for Bernhard and Dumas?

Murphy published, scored, and announced the winners of his Christmas Quiz.

Paddock Poop 148 fittingly closed out a lousy year, with stories of massive pay cuts in two of North America’s leading racing teams. Greg Loles was in the slammer with scant chance of getting out any time soon. Papers filed with a Michigan court concerning Loles’ Grand Am GT project revealed that GT costs in Grand Am aren’t substantially different than they are in ALMS. Of course we knew that already, didn’t we?

The Bear went over 30,000 readers for the month.

Happy New Year, every one of you.

One of Murphy’s friends was telling him in the fall that this would be the worst winter in motorsports in many years. It seems he was right. Porsche works drivers with (so far) nowhere to go, de Ferran on life support (at best, see below), possible reduced programs at Dyson and Risi, rampant rumors of IRL troubles, an F1 scandal, even NASCAR cuts.

Penske, Hendrick Slash Pay

The Bear’s just been told that Penske Racing has slashed pay “20% across the board.” Hard on the heels of that comes news that Hendrick Motorsports has imposed “salary caps” on all it its departments. Pay above that limit will be cut back. It’s believed that amounts to as much as a 30% payroll cut in aggregate. It’s the holiday season – but it’s also the season when 2009 sponsor contracts expire, and if they haven’t been replaced….

Loles in the Slammer

Greg Loles is no longer a free man. The Bear’s read the complaint. Classic Ponzi, way back to 2001. No way to put a positive spin on this one. The championships and awards were won by stolen money. Porsche seems to be the favorite marque, of con men and crooks, doesn’t it? Paul, Lanier, Whittington, Solaroli, Loles. Someone over there should look into the “due diligence department.”

Meanwhile, Loles’ detention hearing has been postponed indefinately. Seems he doesn’t have the money to get out of jail. Prosecutors said at a hearing earlier this week that “investors” are out between $6 million and $8 million. There was a Farnbacher Loles transporter headed north from the Atlanta area this morning. Making a run for it?

Car Costs

The numbers in the Pratt & Miller suit against Greg Loles are revealing: “Loles contracted Pratt & Miller in Detroit to build him two GAGT-BMW-M3Rs, each costing $340,000. The custom parts installed on the cars pushed the total price to $929,750.” Murphy deciphers that this way: the Pratt and Miller “space frames” and whatever content is mandated (or allowed) by Grand Am to be “shared” across all platforms amount to $340,000 each. Turning one into a BMW (as apposed to a Pontiac, Mazda, or Corvette) is another $125,000, a total of $465,000. The Bear was told tonight that Pratt & Miller number is before engine, which will come from Dinan for another $100,000, or the wiring loom and ECU from Bosch (the first one will be discounted to about $18,000). Grand total? $585,000. The 2009 Porsche 911 GT3 RSR could be had for $493,000, add a bunch of incidentals (including shipping and taxes) and you can figure the Porsche is what, $600,000 before it gets to the track?

Since the body panels are molded copies (not BMW in other words), we’ll guess that the actual “BMW content” of a GT entry built under Grand Am’s “Prep 2” rules, is less than $25,000, or about 5% by value, before engine; with engine, about 20%. Murphy had heard that BMW resisted allowing such cars to be identified as M3’s and were more accepting of  “M6’s” (which the Bavarians do not race “in their native chassis form” as they do the M3).

Meanwhile Porsche’s new owners are talking about putting their R8 into the ALMS’ Challenge GT Class. They can change the rules for 2011 if they want to overturn their own subsidiaries’ exclusivity agreement with the series. Here’s a “rub,” though. A “Cup” 911 goes (fob Weissach) for around €150,000, an 2010 R8 for €293,000. Volkswagen builds both. Quite a difference, eh? 

Cons Part Deux

There’s another “big one” on the way. It seems an intermediary brought a Heinkel sponsorship to Ross Brawn worth €100 million over three years in the middle of this past season. In due course it was signed, the agreement becoming an item of value in Mercedes acquisition of Brawn F1. When the check didn’t arrive on time, Brawn suggested Daimler’s CEO call the boss at Heinkel. The response from the former bomber builder now into soaps and such? “Never heard of it, and it’s nothing we’d do anyway.” Whoops! Murphy thinks Daimler Benz been taking “due diligence” lessons from Porsche Motorsport. (Remember Solo Al?) Seems the con man took the signed agreement to a European financial institution of some kind, got a loan of €16 million, and disappeared.

Sorting through the Driver announcements

Highcroft has announced that Simon Paganaud will partner David Brabham. Insiders expect the ACO rule requiring on “gentleman driver” to apply at Sebring and Petit Le Mans – and certainly at Le Mans itself. If so, the rumor that had Marino Franchitti on board at Highcroft for enduros is false.

Chatter from “insiders” on Risi Competizione’s facebook page takes the Bear to task for suggesting the Houston Ferrari team will run a less-than-full ALMS schedule in 2010. Hey, kids, Murphy can only pass on what he hears. Murphy will stick with his view that “on balance,” good sources suggest Risi will contest the enduros in 2010, the remaining races being uncertain. Aside from that, the best indication Risi might have decided to expand its program is the announcement today of Scott Sharp’s Ferrari drivers; Pierre Kaffer wasn’t one of them, as previously rumored.

Another thing that will likely increase Risi’s 2010 ALMS participation is a loss for Tracy Krohn in the Lola suit in Delaware’s Chancery Court, which (in Murphy’s opinion, based on key court rulings) is likely. If that happens, Krohn will not race the two DP Lolas. The Bear was told he’ll then purchase a Risi Ferrari 430 to field a full time ALMS entry. That would keep his team together (in part, anyway) while keeping the Risi shop busy, too.

de Ferran: Reaching for the Plug

Pagenaud’s decision to contest the full ALMS season with Highcroft Racing may gave us some idea about de Ferran’s progress. Some were speculating that he’d return to ALMS, believing that Pags was his first choise for an IRL entry, and that Simon’s signing with Highcroft indicated there would not be an IRL entry. Murphy heard last week that former Honda F1 pilot Takuma Sato would have that de Ferran IRL seat.

That meant it was down to the nuts in which Honda would be de Ferran’s “sponsor of last resort,” or de Ferran would not field a team of any kind in 2010. Even with ex-Honda exec Robert Clark beating the bushes for funding, it was widely reported that de Ferran had closed its doors on Thursday. Sources tell the Bear that Honda couldn’t be de Ferran’s primary sponsor while it’s IRL’s sole engine supplier. The rumor around Indy was of a de Ferran-Vision combination. That looks likely now, but not as the “merger” that was described, but rather as a place for Gil to land. Then just this morning, Murphy got the following statement from de Ferran:

“At the time of writing I am working very hard to secure de Ferran Motorsports immediate future and my plans to enter the 2010 Indy Car Championship are still very much alive.

“I have continued to employ our staff until now while working towards our 2010 goals but as of yet I am not in a position to announce anything further.  The staff have been kept fully informed of the situation and the current status was communicated to them yesterday.  In the meantime I am continuing to work on the 2010 program and will release further information when our plans are finalised.”

It that definitive? Not quite. “have continued to employ” rather than “continue to employ.” Or “…until now…” how is that clause necessary? A lousy sentence construction, without doubt. What is in doubt is whether that’s due to obfuscation or a failure of communication skills.

Everything available, says “lay offs.” The simple conclusion is that any 2010 de Ferran racing program is on life support. Without a last minute miracle (substantial sponsor) the plug will be pulled soon.

Porsche Pilots

Will Porsche find places for all ten works drivers? They’ve announced the return/placement of five:  Pat Long and Jörg Bergmeister will return to Flying Lizards in the ALMS. Marc Lieb and Richard Lietz will defend their Le Mans Series title in 2010 in the Felbermayr Proton 911 GT3 RSR. Patrick Pilet will drive for IMSA Performance Matmut in the LMS.

Porsche is rumored to want to put Dumas and Bernhard in a Spyder with Cytosport. If Porsche foots any significant part of that bill, look to Audi as the decision-maker, since that kind of direct funding is lately very “un-Porsche-like.” (Unless you go back to Porsche Salzburg, and we know who was in charge of that, so it’s no longer out of the question, is it?) As for the other three, Collard, Henzler, and Maassen, the odds are they’ll become “free agents” along with Audi’s Rockenfeller and Primat. That doesn’t mean they won’t be on grids in the coming year. Remember when Porsche fired Bergmeister? Turned out pretty well for him.

Discovering the IRL

The Indy Racing League all but disappeared from public view with its move to Versus in 2009. Now it’s rumored the struggling racing league will the IRL switch from Versus to Discover. True or not, there’s no doubt that the Versus connection is very, very unpopular in the IRL racing community – owners and sponsors included. Is such a change even contractually possible?

Dyson Racing

The Poughkeepsie team was testing in Florida this week. Murphy’s European elves told him Andy Meyrick was on hand as part of a “driver evaluation program,” Murphy’s been told Meyrick “hopes to sign for a full season.” Meyrick drove an Audi R10 for Kolles in the LMS last season. That throws a monkey wrench into all sorts of rumors – some of which were reported here – doesn’t it? Or starts a whole bunch of new ones. At the very least it suggests two Dyson Lola Mazda will be on the grid after all. The Bear will be listening.

Black Swan & the GT Challenge

Black Swan is still deciding between GT Challenge and GT2. Since the Challenge class is “capped” at 10 full-season entries by IMSA, that tells us it’s not yet fully subscribed, doesn’t it?

Pruett on LMPC

Over on speedtv.com, Marshall Pruett writes that five LMP Challenge cars have been sold. The Bear can account for Comprent, Kevin Jeannette’s Gunnar Racing (see  “Paul Newman Week” on its web site at  http://www.gunnarracing.com/ in memory of the Jeannette family’s close friend), Intersport, and Genoa Racing. Jeannette’s interest is well known, though there’s been no announcement. Intersport announced a purchase. Genoa said it “anticipated delivery.” Comprent said it’s interested and wants funded drivers. Have they all bought now? What is the fifth? Has one of these – perhaps Comprent, at one time two were rumored – bought two? What is the Bear missing. Anyone that can clarify in Murphy’s “Comments?”

Follow the Bear on Twitter at  http://twitter.com/Murphythebear

Although he’s been busy with some other things lately, it’s not the only reason Murphy’s been mostly absent in October. The fact is that there’s little going on in the sports car world, which, the Bear has to point out, is news in itself (though not of the kind to put words on the page).

Eerily quiet, is  how one friend described it – that coming after another insider predicted this winter would be among the most challenging for racing in decades. Murphy didn’t say “competitive,” he said “challenging.” There’s a big difference.

Max’s Traveling Circus

Like, for instance, over in the pinnacle of the sport (no, the Bear doesn’t mean you guys down in Daytona). The teams’ “win” against Max has turned out to be Pyrrhic for those teams owned by or otherwise associated with manufacturers, anyway. Honda and BMW took a hike, followed by Toyota – the latter of which Murphy predicted long before the fact – then Mercedes dumped long-time-partner McLaren (and they even own a bit of the Brit team founded by the New Zealand racing icon). Brawn sold out to Mercedes. Look for Renault’s departure, too, as soon as they get over the idea that – as signatory to the new concord (English spelling) – It will cost them a pile of Euros.

Erosion

That’s not to say that the stockers are doing much better. The Bear tuned flicked through the channel carrying its recent Texas stop. Must have been something else going on in the Lone Star State, given the vast expanses of empty seats in Fort Worth.

Mixed News

Over in sports car racing, the little bit of news we got was decidedly mixed. Highcroft confirmed its 2010 plans, one HPD ARX-01c (you’ll notice Murphy didn’t say “Acura”), while hoping for funding (who isn’t?) for another. On the “not-so-happy” side, that’s as clear an “announcement” as  you’re going to get that de Ferran will not return. The Bear is joining the Pollyannas buying into the Peugeot rumors, not yet, anyway. He might take all that a bit more seriously once it’s clear Gil has funding in place for the IRL team that’s his first priority. Besides, the most credible rumor Murphy’s heard is for a Mexican Pesca connection.  (Not to be confused with La Pesca, Tamaulipas, Mexico.) If de Ferran shows up with a Peugeot any time during 2010, well, Murphy will just have to eat crow.

Family Laundry

A family racing conglomerate is doing everything it can to keep documents and arguments in a North Carolina divorce fight sealed. Lawyers for the famous principal in the case say publicizing certain information would turn the case into a “public spectacle” and “would cause huge adverse effects” for their client.  Murphy’s heard more, but he’s going to leave you to your own devices on this one. Google at your own risk.

Since we’re on the topic of La Familia, Murphy spent some time at Seaside’s Embassy Suites bar with the racing-driver-linebacker-weight-lifter-brawler and his lovely companion a while back, so he was a bit puzzled to read Hurley’s co-driver was rooming with a not-quite relative (son of his father’s first wife – no, that doesn’t make him a “half-brother”). What happened to the lovely thing? Perhaps just put-them-off-the-scent eye candy, like Megan?

Advertising

Murphy wrote earlier that Comprent (the Athens, Jaw Jaw, operator of IMSA Lites) might field a pair of LMPC’s – perhaps even had a purchase in the works. That was premature, since this week they ran an ad for funding disguised as a press release. The Bear translate for you: “We’d like to buy one if we had the money. Can anyone help? You can drive.” A page borrowed from Creation. So that’s not good news. A friend of the Bear’s says there will be four Challenge LMPs on the grid in 2010, but now Murphy’s not so sure. Intersport is in, though a second driver who would complete the necessary funding hasn’t been named; it’s been speculated that no money has yet changed hands there. Kevin in Florida is said to be another “for sure.” (Murphy’s a fan of Kevin and Kevin’s kid, who’s been doing too much skiing and too little driving lately.) With Comprent not yet “in” that’s just two. The Bear wonders what the lead time to build one of those things is?

Holiday Shopping

Hinting that not all is as it should be for a well-known Grand Am team, a very important driver is shopping for a ride. That shouldn’t be problem since he’s that most valuable rarity – a really good driver with a completely adequate budget.

McDreamy

Team Seattle and Hyper Sport / Dempsey Racing will continue the alliance forged around its 2009 Le Mans entry, with two cars for Daytona and the remainder of the Grand Am season. “Beginning in the American Le Mans Series in a factory-backed Panoz GTLM, Hyper Sport has advanced into Grand Am sanctioned road racing…” That reads like former Panoz driving school instructor Joe Foster has joined the growing ranks of disaffected former PMG employees? Who remembers Joe’s pinch-hit drive for an injured Bill Auberlen at Mosport? It took real talent to make BMW’s M3 GT-R look slow.

Ferrari Debut

Murphy’s been saying you could expect a Ferrari F430 on Daytona’s grid. It will be later than that. Since Daytona can be 1/3 of an annual Grand Am budget, it’s more cost effective to test in a new program, then debut at a sprint.

Not Happening

Another item in the “behind the lines” category (with the Highcroft and Comprent pressers). We heard this week that Braselton’s Boss Hog would be headlining a green confab at Clemson (Go Tigers). How does that put cars on the grid? Build excitement? Find a title sponsor? Short answer: It doesn’t. Maybe he’s angling for a bail-out?

In the meantime, for those of you keeping score at home, subtract at least $3 – $5 million from television and partner income from the Series’ bottom line for the continuing attrition of manufacturer participation in 2010. That’s what the Bear hears, anyway.

Murphy will be back with his First Annual Great Christmas Quiz next.

2010 Schedule and other Relevant Stuff

Murphy wrote about schedule rumors in his last Poop. Did you connect the dots? Yes, the events purportedly on the bubble are linked by promoter Andretti Green and Honda/Acura. It should be clear what’s fueling this talk: AGR promoted Toronto’s return to urban open wheel racing; calling that a disaster is kind. St. Pete’s observed attendance hasn’t yet reached break-even numbers. Andretti and Green split last week, in part over difficulties in the promotion side of the business, which Kim Green and Kevin Savory will retain while Michael goes his own way with the racing. Meanwhile, you don’t need the Bear to tell you that absent the return of real competition in the ALMS, Acura’s return to the top class is generally seen as problematic. (Even if one or two teams do return as privateers, the issue here is Acura/Honda and the funding it brings to events like St. Pete.) Does that mean St. Pete is gone from the ALMS schedule,  and perhaps Mid-Ohio, too? Not necessarily, but it is enough to keep the tongues wagging in the paddock.

Private to Murphy’s friendly correspondent: The Bear’s anticipation of the next season’s schedule is hardly new – or news. In September 2005, Paddock Poop 5 headlined “The Bear Muses on…the 2006 Schedule…” and launched the “discussion” with this: “After the Miller Motorsports Park announcement, the Bear thought he’d better tell what he’s heard about the 2006 schedule, before Scott A. gets the jump on him.” Then he wrote to expect Edmonton (wrong), Houston (right), Long Beach (a season too soon, but there had been talks), and the departure of the Atlanta spring event (right), and Sonoma (right). Not bad, all things considered, but since the Bear doesn’t purport to know what will happen – he just reports what they’re saying around the paddock – he can’t take much credit.

They’re Baaak! (in prototypes the Porkers ain’t)

Audi finally announced it would contest Petit Le Mans. Not doing so after nine consecutive overall wins would have been something other than sporting, wouldn’t it? So, why not Laguna Seca? Murphy’s has no idea. It doesn’t have to make sense, does it? From multiple sources, it seems Audi is working on a new, 2011-rules prototype. Any assumption that Audi just parked the R15 after Le Mans and forgot about it would be off the mark. Still, even if Ingolstadt’s been working, it’s still the French team’s Petit to lose. So the beat goes on for Audi, and the recurring stories of a Porsche return to the top category are fading.

In fact, there’s more and more talk that Porsche will openly pursue a GT-only sports car racing course in the future. After dismal North American sales for the race-car-building operation this year (and last), Weissach is looking for substantial increases in sales of 911 GT3 Cup cars of various kinds to cover declining sales of its high-end (RSR) wares. The need to stoke those sales explains Porsche’s strong support for the ALMS Challenge class’ expansion, and according to some sources, those same “commercial considerations” are also behind the limitation (for now) of the new class to 911’s of any color you might want (delivery in white, but you can paint it to suit your taste). 

Sincerely Dead

A trusted source reports that the on-again, off-again Panoz LMP is finally dead…including a recent Frankenstein-like reincarnation of the original 01.  Undeniably and reliably dead. Not only merely dead. Really, most sincerely dead! (Murphy’s thanks to his friends the Munchkins.)

Hooray for Petit!

The way much of this season has unfolded, Murphy wasn’t very hopeful that Petit Le Mans would be much of an event. Finally, now it looks as if it will be as good as 2008’s classic. So he’s planning his trip. 2005 was the Bear’s first, though his administrative assistant has been heading to Georgia since 1999. Along the way, Murphy’s developed certain habits, including Thursday night in the woods above Turn 10, and Paddy’s at Chateau Élan after the race until the wee hours (and often before). This year he’s prepared to miss a close friend (to whom he owes a Black Label), but hoping that won’t be the case. The Bear often brings you bad nooz, but he loves the racing and the events.

MC12?

The Bear was surprised the other day at a mention of a future MC12 entry. Was that just a “flight of fancy?” Murphy has no idea how that car might fit into the 2010 rules. (Unless the contemplated IMSA “single GT class” is something more than a re-name of GT2.)

Sportscarpros – it’s like Christmas morning

The Brooks-Morse online adventure sportscarpros.com is (putting it very kindly) infrequently updated. But when it is, there’s no better reading (and photography) anywhere in the sports car world. Today was one of those long awaited updates, with articles by Andrew and Michael Cotton, John Elwin, David Soares, Bill Oursler and others. The Bear killed a good part of his morning reading intelligent stuff, including David Soares‘ drive of the new Panamera and consternation at Porsche’s apparent dissing of its sports car heritage at an event in which it was honored (not for it’s sedan).

In particular, this sentence in an Andrew Cotton piece struck the Bear as an illustration of the depth and experience of the site’s writers and photographers (emphasis Murphy’s): “The 1960s and early 1970s are always regarded as the golden age of sports car racing. Michael, my father, remembers it differently, having to write an obituary almost every week, but the cars, the drivers and the events were all in place.”

The Prototype Challenge

The principal is – according to the Bear’s sources – not simply to import a few prototypes from Europe, but rather to build the cars in North America, to the benefit of Élan Motorsport Technologies and its racing industry friends. Though multiple sources say the motor will not be the Chebby LS3, but rather a Ford built by Élan Motorsport Technologies, it’s not unanimous. Some say a deal is in the works to retain the Chebby.

Those who generally know about such things tell the Bear that Xtrac will supply the gearbox, which is interesting, given that Hewland importer Haas will carry the car’s spares inventory. Wishbones and drive shafts will be subbed to Pankel in Austria. The tubs will be done in Canada under license or bought from Oreca, whichever is cheaper. (Multimatic has built Lola tubs in the past.) Body panels will be made by Comprent (Athens, GA). Molds will be done by PTI, a small Athens machining company.

Multimatic will supply shocks from its Dynamic division, then do final assembly of the cars and ship to final customers.

Acura at Petit

What should we expect from Acura at Road Atlanta? Isn’t this the test of whether (in the words of one americanlemansfans.com poster) they were “doing mushrooms at HPD” (with this design)? Perhaps that descriptor better applies to Nick Wirth’s company. Or both. Whatever, when the ARX-02a was designed, it certainly wasn’t anticipated that Audi’s diesel would be gone. It certainly can’t be believed that Road Atlanta wouldn’t have been a track on which the design was intended to be competitive. Acura has to have benefited long Peugeot – and even longer Audi – lay-offs, and whether we believe HPD put the car’s development “on hold,” there was reportedly enough activity (and interest) to develop “Le Mans” (aka low downforce) bodywork. Yet, it seems widely accepted that Acura will hardly be in the same zip code with the diesels at Petit Le Mans. That may be, but should it?

Gathering Storm

Following the Bear’s reporting of the Grand Am-purchase-of-ALMS rumors, at Lime Rock Scott Atherton pinned on a lapel button that read “We are Not for Sale.” Cute stuff. Series officials were adamant that no talks had taken place, and (not for attribution) some were pretty sure such rumors originated from somewhere south-of-Georgia, and often about the same time of the year (or whenever the American Le Mans Series might have good news). Interestingly, Murphy subsequently heard from another, third party, source that indeed, a member of “the family” was heard to say that “there had been talks.”

Disinformation? It seems likely, but whatever the details, the North American Sports Car Wars would appear to be heating up. Consider that the expansion of the GT Challenge class will now be aimed directly at Porsche Grand Am participants, and the Prototype Challenge seems designed to cut into the Daytona Prototype ranks. Add to that the rumblings about Porsche’s declining interest in the Grand Am model (reported by the Bear in Paddock Poop 136), and you can almost hear the black helicopters circling.  Veteran observer Bill Oursler wonders “Will there be War?” in a detailed (and more professional) look at France versus the Don in a piece titled “The Gathering Storm” just this morning over on sportscarpros.com.

Formula 1 In F1 – and the FIA, the two having become “joined at the hip” – teams are more preoccupied with the election of Max’s successor than you might think. The Bear’s excellent sources are adamant that Ari will prevail with another challenger’s campaign soon collapsing.

It was nice to see Rubens win. He’s driving for the sheer love of it this season, so expect a paying contract for him next year, then retirement in 2011. Retirement to what? Sports cars? Rubens is not Micheal, so a place on the Ferrari sports car roster is a possibility.

In North American open wheel, what Murphy hears from within the IRL is dire indeed; much worse than is generally reported. Are drastic changes in the offing for 2010? Will there be a 2010? Stay tuned.

Have fun at Mosport!

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Serous stuff from Murphy’s friends at http://www.lastturnclub.com/

IMSA Memo 9-13 reduces the minimum weight of Porsche’s GT3 RSR to 1245 kilos. That should raise eyebrows, since it’s previous minimum was 1250. Five Kg? A reduction for the car that’s won four in a row? Murphy’s smarter friends think they have it figured out. The ACO’s restrictor table breaks at 1245, meaning that a car running that minimum is required to use smaller restrictors (28.6 versus 29.1). So by taking off weight, the Porsche loses power. Everybody else – including Corvette – gets closer to the leader on the track.

Weaving Tangled Webs

Yesterday, Murphy tweeted that Elan Motorsports Technologies (EMT) chief David Bowes was out door, following a lunch meeting with the CEO of PMSG. Some speculated the move was related to the aborted sale of EMT (or EMT assets, anyway) to Carl Haas. With the sunrise, the Bear’s gonna revise that to a “sort of.” Murphy now hears that Don turned down the Haas offer for EMT, but his counter is still “on the table” in Chicago.

So why is Bowes out? First, if you’re going to do business with Martin Birrane, you best not have Mr. Bowes as the face of your business, and with Lola’s connection to Multimatic (and Multimatic’s connection to Panoz) about to grow, that was becoming problematic. Call it an alignment of interests.

What he Knows (that you didn’t – until now)

The CEO has lately returned to making references similar to the infamous “If you knew what I know.” Well, at least part of what’s been hinted will be the subject of the Elkhart Lake “Stakeholder’s Summit” next week. According to Murphy’s sources, here’s what Scott Atherton will announce:

The American Le Mans Series will add a prototype class based on the ACO’s nascent Courage-Ford V-8 series. The prototypes, selling for $345,000 complete, will be built by EMT in Braselton. To control costs, engines will be sealed (and available only from EMT), only two sets of gears can be used (long and short circuit), and only a “small range” of springs can be used to modify set-up. Courage (now owned by Oreca), Lola, Multimatic, and Haas will all have pieces of this pie. Don’t be surprised if Yokohama is the exclusive tire supplier. Are we surprised at Oreca showing up in Georgia next month in the middle of the LMS schedule? Not anymore.

The important thing here? Instead of running as a stand-alone race (as the same cars do in Europe, and as IMSA Lights do in North America) these spec machines will run as a class within American Le Mans Series races.

The Bear is going to leave the dissection of whether this is good or bad to others (look for a Last Turn Clubhouse commentary in due course). The suspicion is the more current participants (particularly GT2 teams) consider this the less they’ll like it. Murphy’s “first take” is if you’re an EMT “stakeholder” you like it. If you’re racing in the American Le Mans Series, not so much.

Requests for comment from Braselton this afternoon went unanswered.

DP Demo

The Daytona Prototype “demonstration” at the Indy MotoGP is off, according to one of the Bear’s sources.

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