Audi  was running at Sebring this week. According to the best minds that analyze such things (Mulsanne Mike, for instance), the 2012 R18 really quite a different car than last year’s R18. Hopefully, the changes will improve the outward vision. A pal of a friend of the Bear drove the R18 a couple of months ago, and reported an “absolute blind spot out of the right hand side.” “It explains the McNish crash at Le Mans,” he said.

In other news from the Bear’s Chief European Correspondent, Romain Dumas is headed back to Porsche soon, there’s a big tug of war over Timo Bernhard, and Oliver Pla was quick at a secret Peugeot test.

Insiders in Europe believe ALMS will have Audi, Mercedes, and perhaps others not fully homologated by the ACO in some form of local GT class – but it’s unclear when that gets done.

The ALMS Field

The American Le Mans Series LMP1 and LMP2 fields, are slowly getting sorted out. In the premier class, it looks like Dyson will field two cars, though we don’t know yet who provides the second. It could be Humaid al Masaood again, or it could be someone else. A third entry seems a stretch, but remains possible. Cytosport is committed, but it now appears likely Mike Lewis’ Autocon partners won’t be able to save the entry and are looking for rides with others. The likely outcome for the class appears to be about what we had last season: two Dyson and one Muscle Milk prototypes.

LMP2 will be a bit stronger (that’s an ursine joke) than it was in 2011. Level 5 is reported to be a two-car entrant. Readers don’t have to be reminded that was last season’s expectation, too. Murphy’s is thus restrained in his excitement for Level 5 in 2012. Rumor has Newman Haas in the field, but if anyone’s seen any firm evidence, give a “holler.” The firmest entries appear to be Conquest and Black Swan. The Bear expects to see at least two LMP2 entries at every event, and as many as five at a few.

LMPC has six confirmed entries. None of those include Intersport, whose drivers and team employees seem to have fled to new team BAR 1 Motorsports, which the Bear believes is a probable entry. For those concerned with this and other LMPC teams obtaining funding, Murphy reminds you that in this class the drivers are the funding. With one more possible, the prototype Challenge class will be s-8 in 2012.

GT will struggle to reach 10 entries this season. The Lizards will return to try to recapture the hardware they believe they deserve – with some justification – every year. Extreme Speed is likely, but has one foot in Grand Am, and that might extend past Daytona. Falken is back and expecting to improve on  its 2011 – which will make it a contender for some of that end-of-season bling. BMW wants a splash for its M3 ahead of its motorsports reorganization that will put that venerable racecar into DTM and hand the keys to GT/sports car racing to the Z4. Corvette has had a disappointing start to its GT(2) program, but is always in the mix (if not mixing it up). Driver changes are in the offing, primarily driven by a desire to provide more stable factory driver support to privateer Corvette teams in Grand Am and around the world. As the Bear tweeted, Antonio will take a full-time seat. Expect Olivier Beretta to be full time with Jack Laconte’s Larbre Racing. Other Corvette Racing drivers will moonlight at Grand Am’s “major” events (Daytona, the Glen, Indy), but will not routinely partner in Grand Am DP and GT entries as they did last year. Grand Am teams are demanding “dedicated” drivers, and to the extent it can, the KGeneral is obliging. The Bear believes the other three Corvette “regulars” – Gavin, Magnussen, and Milner – are set, though there’s been a bit of rumble around a Magnussen move.

The winter’s most popular parlor game has been “Where’s Risi?” in which players try to come up with the most convoluted 2012 racing solutions for America’s premier Ferrari team. A kind of “Where’s Waldo?” for Ferrari fans. 2011 wasn’t a good season for the Houston team, and they’ve responded with some big changes, including substantial personnel turnover. Included in that is driver Jaime Melo, who won’t be back. The early season is pretty well fixed. Risi will field two new 458’s at the Rolex 24 Hours at Daytona in January, replacing one previously entered under the Ferrari of Ft. Lauderdale name (you didn’t fall for that little ruse, did you?), then one at Sebring in March. It’s not so certain after that, but some Waldo players are putting their chips on Grand Am. In the end, the only player who counts is Guiseppe, and he hasn’t shown his hand – yet.  There was momentary excitement, a kind of ripple in the force, when Canadian Scott Maxwell a journeyman driver at best, tweeted that he’d landed a drive with Aston Martin. ALMS was the assumption, the hope being it portended another GT entry; Grand Am’s Continental series with Multimatic’s Aston Martin Vantage is the reality.

Grand Am

Grand Am unveiled the Corvette-bodied Daytona Prototype, the first of its new “DP3’s”. Its initial pace at Daytona wasn’t very impressive, lagging behind the DP2’s. Was it just new car teething? Sandbagging? At the time the Bear dismissed its importance, but then heard differently. The Corvette is seriously slow, unable to crack 190 anywhere on the DIS layout. There might be some other “good news,” though, in that a rumored an insurer is weighing in with a desire for slower top ends. That will give the series “cover” to slow everyone else down without it looking like a blatant move to put the Corvette in the game. Murphy guesses that no “balancing” will be quite enough, however, so he’s putting his money on Ganassi Racing to dominate in 2012, just as it did in 2011, 2010…

Scheduling Struggles

While Grand Am announced a 2012 schedule with not much fuss (though it did add its Lime Rock date later), the American Le Mans Series has struggled to pin its calendar down. Not all of that has been the fault of the Braselburgers, the comedies at Baltimore and Texas being the principal culprits, with the ACO’s June big black hole blowing out any chance to get Detroit. It does demonstrate the lack of options the series has been left with, however.

Bernie and Red finally settled their differences, confirming Austin for November, but not before a self-imposed construction delay. The result of that is the ALMS date remains unannounced, its early October date in limbo – for now, at least – pending some assurance the track will actually be complete enough to host a “trial” date ahead of the F1 circus.  Meanwhile, as if the current Baltimore (9/1) to PLM (10/20) gap isn’t enough, the Keystone Kops routine in Charm City has left that event with empty coffers and a $12 million debt. It has just two weeks to remedy that situation. Someone is going to have to come up with some serious cash or it’s buh-by to Baltimore. Necessarily, another Braseburg Two-Step – or perhaps a Cotton Eyed Joe – is underway, the dance partner this time being Virginia International Raceway, Murphy tweeting on December 7 that talks were underway, and AutoWeek chiming at about the same time. No announcement has been forthcoming, though, so as it stands now, the ALMS calendar could well have two gaps, eight weeks from May 12 to July 7, and nine weeks from August 18 (Road America), to October 20 (Road Atlanta).

There are real concerns about Bahrain’s appearance on both the F1 and WEC calendars. Regardless of the insistence by the FIA, ACO, and Bernie that everything is just hunky-dory, a bomb outside the British Embassy and rioting on the Pearl Roundabout doesn’t exactly contribute to any confidence amongst observers that either event will – or should – take place. More than 35 people have died in clashes and protest-related violence since February. Bahrain’s protests are the largest and most sustained to have hit the Arab monarchies and sheikdoms that line the Persian Gulf. There hasn’t been much progress on reforms promised after the February-March protests, contributing continued protests and clashes with security forces as recently as Thursday this week.  Murphy is among many who think that both Bahrain race dates are questionable at best. The status of its putative replacement makes the dropping of Petit Le Mans as a round of the World Endurance Championship a real head scratcher, doesn’t it? There’s good new in this for the civilized world (lately that doesn’t seem to include much ground between the Mediterranean Sea and Delhi). If Bahrain’s WEC round is cancelled, where does that series go? If the FIA and ACO get their act together before March’s Sebring opener, perhaps Petit Le Mans is back. Otherwise, probably just a hole in the schedule between Japan and China.

The Andy Lally Challenge

At Murphy’s last report, the American  Le Mans Series field had already closed out its 2011 with a total of $1,795,000 paid to all competitors.

When we last left Andy Lally, he had six races remaining on the Sprint Cup schedule, and he unfortunately struggled to the finish. For Sprint Cup’s Rookie of the Year, leading a lap at Talladega might have been a highlight, but his race ended in an accident after 162 laps in 39th place, with a purse of $81,300. In the previous race, at Charlotte, a brake problem ended his race after just 20 laps, but the 42nd spot still paid $64,825. At Martinsville, Hermie Sadler filled in, as he had earlier in the season, but then Andy bounced back for a finish in 29th and a $101,475 purse at Texas Motor Speedway. That was it for the season; Andy failed to qualify at Phoenix, and Mike Bliss drove at Homestead in the season’s final race. The $246,800 earned in three races in which Andy drove brought his season total winnings to $2,865,656. That final total almost doubled the earnings of the entire American Le Mans Series field for 2011, and brings the Bear’s Andy Lally Challenge to a close.

Kevin Buckler’s No. 71 entry gave up the 35th spot in owner’s points at Talladega to Bob Jenkins and was unable to gain it back. Buckler’s driver, whether Andy or someone else, will start next season having to qualify to make the grid.

The Bear wishes you all a Happy Christmas and a Wonderful 2012.

Murphy H. Bear

Murphy wrote in May’s Paddock Poop 190 that McDreamy would go LMP2 racing with Mazda, probably in the newly announced World Endurance Championship. A month later, Speedtv.com told you pretty much the same thing in an “exclusive.”

Since then, Patrick Dempsey has announced his Mazda GT team will continue with whatever Grand Am races it can manage given the resources that will be required to launch the LMP2 program, with two cars to go at Daytona and no promises after that. The full WEC was considered and rejected, and the Mazda LMP-power is in doubt due to delays by the Japanese company. When considering a program at this level, it seems badging an AER valve-cover will no longer do.

Ferrari in Grand Am

Slam-dunk? Perhaps for Daytona, but not for the remainder of the season. When Ferrari decided to build a Grand Am 458, Mazda was headed out of GT. Now it appears the gang on International Speedway Boulevard can’t bring themselves to give up an old friend. Mazda will be back in 2012. For Ferrari, who will accept losses to Porsche (tradition, there), but has a hard time getting beaten by BMW, is absolutely apoplectic about a Mazda RX8 winning a race in which anything from Maranello participates. Given the way Daytona has manipulated the rules to keep McDreamy’s cars competitive, no one trusts them not to allow an underweight Mazda to make a Ferrari look bad. If Mazda is back, then Ferrari is probably out as a full-season entrant – unless there’s a privateer who will defy Maranello to run a Prancing Horse without its blessing, or help.

The Houston Ferraris

The best Ferrari team in North America (you could argue in the world) is Guiseppe Risi’s Houston Wild Bunch. (Murphy thinks Houston is the wild west, so he just couldn’t help himself). What will they do next season?

As arrogant as they are in Braselburg, they probably don’t know how much they’ve pissed off their premier Ferrari team. Trust the Bear, there’s no love lost there. So Risi Competizione is considering its 2012 options. Here they are, ranked in order of probability: (1) WEC, (2) Grand Am, (3) American Le Mans. What keeps Grand Am out of first place? Mazda.

Lotsa Protos?

That was the rumor this week that the ALMS would have more prototypes in 2012 than the WEC. Excuse the Bear, he’s choking with laughter. Autocon is probably gone, with long-time leader Mike Lewis leader  certainly gone. The IRS is chasing Intersport around – that’s never good. Tucker? Over 20 state’s Attorney’s General have set their sights on the payday loan, rent-a-tribe king. Cytosport? Greg’s as pissed off as Guiseppe. Dyson and Oryx? Alone? Get real. One thing Chris and Rob don’t relish is to look foolish racing against themselves. Maybe they mean to count a pack of LMP Challenge cars. Or counting on Signature. Now the Bear is really gagging.

What about Grand Touring

Jaguar shouldn’t be back, but against all reason, they might. Is that the most incompetent GT program in the history of the sport? Murphy thinks so. If they’re back, does anyone really care? Robertson’s – and the Doran Ford – are gone for sure, and probably Risi Competizione. If Extreme/Patron is back – and that’s doubtful, too – it will not be with a Ferrari. BMW has been mentioned. Corvette will likely return, but the fuse is burning down there. Keep losing and all that executive support will evaporate overnight. That’s the way big, impersonal corporations work.

Grand Am

Chip Ganassi has to choose between Corvette and BMW power for 2012. BMW wants him, so much they are willing to promise him one of the North American DTM teams in 2013. Chip and others think that Chebby power will have the upper hand next year, though. It does already this season, Chip’s BMW wins having all come in the first half of the season, with the “Worlds Greatest Sports Car Driver” keeping him in front the rest of the way. Starworks is the other BMW team, but as much as the Bear likes Peter, BMW isn’t as high on him.

Robin Liddell may be headed to Autohaus. Jordon Taylor to Stevenson to partner Paul Edwards (Chebby doesn’t plan on losing another championship if they can help it).

The Grand Am schedule won’t be announced until SEMA in November. There are 15 possible venues  to be winnowed down to 12. ALMS will have to go first, and that will answer some key questions: Will ALMS retain Long Beach? Will they keep Road America? According to rumors, both are “in play.”

Out of the Kitchen

Clay Malooley is working on another American Le Mans Series program. Just sayin’.

State of the Series

The Boss and The Don will again preside on the Friday before PLM. If they don’t move away from the ACO’s shackles, the paddock will be very disappointed, Murphy hears. Some say that “status quo” will be the death of the series, or at least the trigger to team departures. However, the Bear thinks they are delusional enough in Braselburg to believe they’re doing “just fine.”

The WEC and the ALMS

In 2012, North America may retain Petit as a WEC round…that’s about 50-50. After that, it’s doubtful. Will there be much worth watching in the American Le Mans Series next year and beyond. Just the Bear’s opinion – and remember, Murphy’s attended over 100 ALMS races. Anybody else out there been more loyal? (That wasn’t paid to be there.)

Your Bookie Lays the Odds.

Murphy’s first job was Society Editor for a British sports car racing publication. He noticed the Limeys bet on everything…and the Bear means anything. So Murphy’s laying odds here at the Jellystone Casino on the things sports car fans worry about.

Robertson Racing returns to the American Le Mans Series  100-1
Risi Competizione returns to the American Le Mans Series in 2012  2-1
Petit Le Mans is a World Endurance Championship round in 2012  Even money
Sebring is a World Endurance Championship round in 2012  1-5
Ian Dawson brings a race team to a North American event  3-1
An Ian  Dawson entry takes the green flag in a North American event  10-1
Audi races a prototype in the American Le Mans Series  50-1
Peugeot races a prototype in the American Le Mans Series  200-1
Jon Field dodges the IRS  50-1
Level 5 races in the American Le Mans Series in 2012  50-1
Cytosport/Muscle Milk contests a full 2012 ALMS schedule  150-1
Dyson Racing contests a full 2012 ALMS schedule  2-1
Ferrari contests a full 2012 Grand Am schedule  5-1

Porsche announced a prototype to race at Le Mans in 2014. That took even the Bear by surprise. Oh, there had been rumblings, but Murphy – and just about everyone else – filed them away for future reference; what debt-burdened Porsche does with a few hundred million Euros is not (regardless of protestations) independent of Volkswagen Group in general and – if in racing – of Audi in particular. Nor is it this time.

Since when has Porsche announced a program three years before its launch? How about never. Since when has Porsche fielded a car without knowing it would be capable of winning? Not in Murphy’s memory. How likely is Porsche – a company that insists on continuing to race the rear-engine layout 911 because that fits its marketing objectives – to field a diesel-powered prototype? Not in this lifetime.

How likely is Audi to continue to field a diesel prototype that might be beaten by Porsche? When that happened in the ALMS, the Porsche threat wasn’t serious in the first year of three, Porsche grabbed the brass ring, winning overall in 2007, and Audi took back the season overall championship in 2008. Then Audi left. Don’t forget they were independent companies then. Murphy’s friends at Last Turn Clubhouse awarded the one really important prototype championship in 2007 and 2008. Here are the results: 2007, 2008

What the Porsche announcement really does is begin to validate what we’ve been hearing from multiple sources: that Audi is headed out of sports car prototype racing. Only a few that follow this sport noticed that Colin Kolles is headed out of F1’s Hispania Racing (HRT). (Plus the team’s owner convicted of fraud, only to be replaced less than two weeks later by the third owner in its short history.)

Some in F1 say that Kolles is acting as Audi cat’s paw, and when he soon takes a position in Williams F1 along with his buddy (another Audi ally), Dorothy’s-Dog Red-Riding-Hood’s-Nemesis (a classic Murphy-ism, but an easy one), that presages a move by Audi on Williams.

Big Bad, who now has an equity position in the publically-traded Williams, quickly denied Williams needs “a great fireman to rescue it from collapse,” just the sort of narrow, slightly-off-topic reply that leaves Murphy still wondering what’s afoot.

How does the recent Renault/Williams engine deal fit this? When we checked after that announcement, no one was backing off the story. The engine deal is for just two years – 2012 and 2013 – with an option for a third. That clears the way for a “new rules” Audi F1 engine, and for the introduction by Porsche of a new Le Mans, coincidentally (or not) scheduled for 2014.

The recent FIA tie-up with the ACO for the World Endurance Championship doesn’t end with a championship sanction; it will soon include common – or close enough – engine rules.

The Cat

Though Nick Wirth’s involvement remains uncertain, the rest of the Jaguar LMP story is pretty solid, including the involvement of John Piper, (XJR 14 and Reynard) along with Rod Benoist and Jerry Pyman, both former TWR Jaguar hands. This is a project headed for the WEC – likely not before 2013. The back story here is that this project exists in substantial part because Coventry is fed up with the failed ALMS GT program, which is on “contract life-support,” headed for the dustbin as soon as that deal expires, reportedly after the 2012 season.

Whither the American Le Mans Series?

There’s never been more paddock buzz about the future of the series. The key word is “change,” and like its use in politics, the key question (sometimes overlooked in the excitement) is “What change?”

A week or so ago, Gary Horrocks, who’s covered the American Le Mans Series over the past decade for dailysportscar.com, penned a commentary at DSC titled “What’s Next for ALMS?”

In part, he writes, “Some things never change, but change is coming…Change for the ALMS is a complete unknown at this point. Some say it won’t be around at all. I’m not sure if I’d go that far, but it is apparent that changes are coming. They almost have to.  Will the changes mean a complete step away from the ACO dictated regulations? Time will tell, but if they do, all I can say is that it’s about time.  Since the series essentially kept ACO type events afloat through the 2000’s, the French management have done nothing but dump on their American “partners”.

He concludes: “If the ALMS is to thrive or even survive, maybe it is time to seriously look at their past and towards their future and re-examine their relationship with the ACO. Any future directions and changes must be done with consideration towards the presence of the Grand Am. It’s not an easy situation to be in, but it looks as it is indeed time for change. The next few months will likely prove to be interesting, beyond whatever happens on track.”

Some of you may say that reads like little more than idle speculation, but Murphy being a bit of an expert on both idle speculation and on DSC (he was more or less in charge of Idle Speculation at that publication from July 2005 to April 2006), the Bear takes such ruminations quite seriously. In short, Gary’s commentary doesn’t make it into print unless there’s some serious angst behind it, and Murphy’s hearing many of the same rumbling.

The tone of that paddock noise is not whether there will be significant change, but when and what that change will be. The lid on this stuff in Braselburg is as tight as it has ever been (that’s not a really high bar, actually), but here are some of the possibilities being knocked around this the paddock:

ACO “Trial Separation?”

The Series will modify its rules to move further away from an ACO clone than it ever has. A single LMP class is possible, as is an “open” GT class. The ACO divorce rumor is so pervasive that it’s also thought in some quarters that Braselburg is considering  bringing the Professional Sports Car Racing moniker back. A significant split from the ACO might actually require such a move. Murphy’s been digging in the closet for his old IMSA hat. He’s got a Camel GT hat, too, but that’s probably against the law.

(More) Open GT?

That Open GT class is interesting because that’s the only way (except “unclassified” as will be the case this season) The Don’s beloved Abruzzi will be able to race. It’s suggested that the Abruzzi could be homologated, including the required 25 road cars (though building and selling are different propositions), but there are now no plans to do so. The previously-rumored homologation project is now on hold. An open – or “more” open – GT would also allow the series access to many more race cars than the current rather restrictive – and expensive – ACO GTE rules. And really, The Don got into all this because he wanted to race a car; the Series was little more than an afterthought to make that happen.

One Prototype Class?

This makes some sense, given that there aren’t enough cars out there to make up two classes, say nothing of three. Of course, that’s been true for about a half decade, and the Series actually did it for a single season (2010). How it gets done this time, with LMPC in the mix, the Bear has no idea, but that’s one of the rumors.

More “Spec” Classes?

A rumor directly in conflict with the single prototype/open GT stories is an expansion of spec racing in an effort to continue down the path of “affordable racing.” Perhaps the LMP1 and 2 classes are combined, and LMPC is left intact? Or LMP1 and 2 go away, leaving LMPC – or something similar – as the premier class? Grand Am, anyone?

Shorter Schedule?

The schedule will be shortened and compressed. This year’s huge Le Mans break will be shortened, though it’s hard for Murphy to see how that happens, especially since the loss-of-Long Beach rumor persists. (The fact there’s a long term contract in place for that race is irrelevant; if the parties want out, they’ll get out.)

WEC in North America

There will be two WEC races in North America, Sebring and Petit Le Mans. There will be one WEC race in North America, Sebring. There will be one WEC race in North America, Petit Le Mans. There will be one WEC  race in North America, Austin. You get the idea, don’t you? However, there is some rationale that attaches to the Austin idea. The FIA has a vested interest in making the Austin track financially viable to ensure its F1 date. That became tougher with the compromise the promoters had to make with the Austin City Council – effectively increasing their financial burden.

Management?

Further senior management departures are rumored. There’s even a bet in the paddock that there will be big moves before September 1. Murphy sources who might previously have defended the decisions of the Braselburgers have recently turned negative. Will “The Boss” be amongst the casualties? There are rumors. Perhaps Murphy will apply for the job.

The Wilting Core

So why all the turbulence now? Certainly the advent of the WEC is a big factor. It provides a “big stage” for the ALMS’ traditional core constituents – the manufacturers. It’s often said the “privateers are the backbone of sportscar endurance racing,” but there is no doubt the American Le Mans Series was built on the back of Audi, Porsche, BMW, Ferrari, Corvette – and of course Michelin.

Prototype WEC Programs

It was the only game in town for the big boys that needed some place to go with their expensive machinery beyond that “one-off” race in France. No longer. Even ten-cent players like Scott Tucker are taking their racing – and cash – to the ILMC-soon-to-be WEC. Audi’s long since gone there. Porsche’s future LMP1 is not identified in any way with the ALMS, and even if Penske gets the deal (as it is widely believed in the paddock he will), it will be another WEC program. As Murphy explains in this Poop, Jaguar’s prototype will be a WEC entry, and will correspond with the end of Jaguar in the ALMS. The only sign of a new ALMS prototype program is the Tarleton’s Signature Motorsports, which recently announced another change of plans: to P1. Murphy’s not aware of anything beyond talk with any manufacturers (like maybe a contract), though. It’s way beyond late to build a new car for any part of the 2011 season, and nothing the Bear has heard suggests buying something used, so this entertainment is “to be continued” in 2012.

GT: BMW

BMW has a lot invested in the future of DTM, both worldwide and in this country in association with Grand Am. Look for an increase in BMW’s Grand Am presence. Murphy heard second hand from within RLR that, “No one at ALMS has given the slightest indication that they are either concerned about our (RLR) going or interested in our staying.” That’s against persistent rumors that BMW is on the way out after this season or next.

GT: Ferrari

Ferrari officially announced a Grand Am GT racer. They’re going to make sure they’ve got competitive teams over there. Look for entries before the end of the current season. Will Risi Competizione move? What if Maranello asked Giuseppe to field a team? He’s been there before. Michael Waltrip Racing is reluctantly headed to Grand Am, convinced the ALMS offers too much risk and too little upside for the investment. It’s no secret that Scott Sharp would like to take his Extreme Speed Motorsports to IndyCar.

GT: Porsche

Porsche will be in ALMS as long as the series – or its successor – exists. That’s the Porsche way. They have race cars – and plenty of racers – to fit whatever format is there. The question is whether Flying Lizard or some other team with significant factory support remains. The Lizards have run at Daytona, most recently with a Daytona Prototype. As with Risi, they’ll go where the racing is, something to keep in mind with just about any team; there’s really not much loyalty. Racers like to race.

GT: Corvette

There’s potential for trouble ahead at Corvette, or at least a big decision. There is very strong support for the factory program within GM’s highest management ranks but does it make sense to continue racing in the USA if there’s nobody to race against? They’ve been in that position and nobody wants to do it again. If the ALMS moves solidly toward a privateer, open GT field, as is rumored, that is exactly the position in which Corvette is likely to find itself; race nearly alone in a depleted “pro” category or beat up on an amateur field.

But the WEC isn’t certain, either. North America funds the racing program and it’ll be a tough sell for them to fund a program that spends 80 or 90-percent of its time outside of North America. It isn’t likely that Chevrolet Europe has the resources to fund the factory team alone, so perhaps it becomes a joint effort?  A Murphy source says, “There are various good outcomes – ALMS somehow gets a second wind, GM finds ways to fund a WEC factory program, etc. but there are also obviously various bad outcomes – ALMS goes away, ALMS goes in a direction that GM won’t participate in, etc. I think that at this point there are too many unknowns and it’s too early in the complex process for Chevy to know what it’s doing next year.”

Murphy’s Favorite Topic

The one bright spot within GT is – oddly enough – the Abruzzi. Homologation aside, The Don is determined to race the car, and Prototype Technology Group has been working hard to make that happen. Those who dismissed 32-year-old Swede Edward Sandström as a “rent-a-ride” badly missed the mark. Sandström has been a regular in the FIA GT3 championship in Europe, and partnered Tommy Milner to a win at the 24 Hours of Dubai this year, giving PTG good insight on his driving skills. There have been some problems with this program (and Murphy’s no fan of the styling, to put it mildly), but he doesn’t think The Don’s entry will be the GT backmarker at Mosport. This time it’s possible as many as four entries could finish in its wake. For more on Edward, go to Speedhunters

The Television Sucks

The Series mismanaged its television coverage for years – it was the product that sucked all along, losing viewers nearly every season – leading to the inability to make a deal for 2011. The spin was “new media,” but that’s nonsense, of course. Murphy sources tell him that the Series went shopping for a renewal of the kind of coverage it had in previous years, and couldn’t find a taker. So it got jobbed by ESPN and had to swallow and spin.

The current media package is even worse than it looks, according to those who know the details. It’s badly underfunded, with a single producer to cover a workload that has normally required multiple staff. The Bear was told t-race staffing is kindly described as lean, a shoe-string operation. The production company has not changed, but observers could see the lack of resources in the product that came out of Lime Rock. Today, the ALMS posted this on its house website:

“Thanks to a groundbreaking and comprehensive digital and television broadcast package with ABC and ESPN, the Series boasts a 71 percent increase in the number of U.S. households that have watched ALMS events than at the same point in 2010.”

They’re still a bit math challenged over there in Braselburg, apparently confusing web hits with households. But whatever they’re doing it’s apples and oranges, chalk and cheese. It’s just plain not credible that the cobbled-together 5-inch picture on my computer is a more popular way to watch racing than live, full-length, full-screen on my television. Chuck Farrell covered the topic nicely in”Chuck Checks the Maths.” More importantly, amongst Murphy’s sources not a single individual responsible for funding or fielding a racing team believes it.

In its early years, the American Le Mans Series media coverage was a contributor to its value. When it started down hill, it became a liability. Without marketing value to manufacturers, the series has to change. The premise on which it was built is gone.

The Andy Lally Challenge

With so little going on in the American Le Mans Series, Murphy has had limited opportunity to bring his readers up to date on the Andy Lally Challenge.

First, the Bear announces that Andy has won NASCAR’s Sprint Cup Rookie of the Year. No contest, wrapped it up. Way to go, Andy!
Murphy last updated the Challenge after Dover, where Andy’s purse brought his season’s total winnings to  $1,020,811. Murphy figures the American Le Mans field won $126,000 at Lime Rock, bringing the season total to   $1,046,000, including his estimate of the privateer bonuses to be calculated and paid at the end of the season. (Teams that have been classified as “factory,” or “factory supported” are not paid purse money. The next privateer(s) does/do not “move up.)

Andy’s first big set-back was at Charlotte, where he failed to qualify for the Coca Cola 600. Since then, however, he collected finishes of 31st at Kansas, 32nd at Pocono, 36th at Michigan, 35th at Infineon, 27th at the Coke Zero 400 at Daytona, 32nd at Kentucky and 28th at New Hampshire. Andy’s winnings over those seven events were $588,070, bringing his season’s total to $1,608,881.

Honda Takes a Powder

Honda’s North American sports car racing program has passed on, the agonizing seppuku of its dying finally ended with one final swift stroke of the kaishaku. The beginning of the end that was announced today was in 2009 when three Acura-supported teams were cut lose. In 2010, the Acura brand was replaced by the HPD non-brand, and reduced to a single LMP2 entry. A tentative 2011 plan with token support, limited to Highcroft field trips to Sebring and Le Mans, was ended today.

Will Honda continue to develop and support the LMP2 V6? Will it simply transfer the center of gravity of its sports car racing to Europe? It’s clear it’s done paying for chassis, and equally so any significant engine program – the V6 is a half-hearted effort, at best. And it is very, very clear – even before this announcement – that Honda is not interested in the American Le Mans Series.

Taken in isolation, Honda’s departure is bad enough, but a wider survey of manufacturer’s plans, some announced, some rumored, should worry sports car racing fans around the globe.

RIP Wankel

Mazda will make radical cuts to its racing budget for 2012, something Murphy reported via Twitter on May 5. Now he’s learned a bit more. With the Wankel finally headed into the dustbin of history, the Grand Am GT program is in its last season, but Murphy hears Mazda North America likes McDreamy’s marketing value, so much so that it has contracted the development of an entirely new turbo 4 cylinder for the TV doctor’s step up to LMP2 in the Intercontinental Le Mans Cup in 2012. So a McDreamy Mazda skips the ALMS’ minor events in favor of the big show with just two North American appearances. The Bear’s 64 dollar question: does Mazda continue its other turbo 4 program, the branded AER motor used by Dyson Racing? Or does Dyson have to move to the new engine to stay in ALMS prototypes with Mazda?

Datsun and Toyoda

Two engine programs burst onto the scene this year, exciting fans hungry for any good news, particularly since these companies fielded the R390 and GT One not so many years ago. Not to be a wet blanket, but the Bear thinks there is less here than meets the eye. Both appear to be doing little more than attempting to squeeze a little marginal revenue out of existing 3.4 liter V8 motors developed for the All-Japan Super GT series – Nissan’s from the Skyline GT-R, and Toyota by its Cologne, Germany-based group for the Lexus SC430. Neither appears to be headed into sports car racing as anything more than engine suppliers with limited budgets, and neither seems to have any plans to participate in the American Le Mans Series. For Nissan in particular, be some pressure in the past two years for racing in North America seems to have largely dissipated in the face of ambivalence from Japan and a “beleaf” the future of racing is electric.

The Four Rings

No, not J.R.R. Tolkien, but the Decade’s Lords of Le Mans. Audi NA decided three years ago a North American LMP racing program was not a good marketing investment. It subsequently proved that by the results it measured after diverting those millions to other advertising.

It’s rumored that Audi AG wants to take a controlling stake in an existing F1 team, something it could do easily at a cost not much more than its on-going prototype program. If it does, instead of old prototypes moldering in a museum, its investment would give it hundreds of millions in F1 concorde distributions, the continuing revenue of an engineering business, and in one rumored case, leadership in flywheel KERS systems. All-in-all not a bad exchange.

And F1 adventure would be the end of campaigning the R18, except for Le Mans; otherwise Audi will continue in the ILMC. There is no possibility of returning to a full ALMS schedule.

Porsche and Peugeot

Murphy doesn’t know if Porsche will step into the gap left if Audi leaves ACO’s prototype ranks, as has been rumored. On balance, what he hears leads him to conclude it will not; the lucrative GT business is just too good not to remain the core of Porsche Motorsport. In any case, if there is a Porsche prototype it seems certain – like Peugeot – to compete in the ILMC events, and not contest the ALMS. The French will continue in the ILMC and at Le Mans for the “service life” of the current 908. Neither Porsche nor Peugeot will contest a full ALMS schedule.

Grand Am

As the Bear noted above, Grand Am GT will be without Mazda next season. Unfortunately Murphy hears there are bigger problems than that. Things aren’t improving in NASCAR’s Sprint Cup. It should be a wake-up call that Clint Bowyer may be done for lack of sponsorship in weeks, maybe sooner.

Teams and others in the NASCAR family are again pressuring Jim France to focus on the company’s premier series, questioning the “diversion” of resources to the “house” road racing series. We’ve been down this road before, but then it was in a context in which Sprint Cup’s weakness was largely seen as recession-caused, and would recover quickly as soon as the economy improved. That’s simply not happening, as anyone looking at the grandstands at Dover Sunday could readily see. What the recession (yes, business and employment is recovering, albeit very slowly) did do was break the love affair between corporate America and racing sponsorships. It’s hitting NASCAR, and has hit road racing much harder.

What does that mean to Grand Am? In the near term, it means that if purse increases recently discussed on International Speedway Boulevard happen, it will require contractions elsewhere, likely to Jim’s support of DP teams, including those “captive” or nearly so, to the France largess. (It was a chuckle at VIR that the “Beat Chip Bounty” was paid from one France pocket to another.)

Further out, Murphy can see a loss of momentum in the transformation of the series and particularly of the Daytona Prototype. However, the Bear isn’t as convinced as some that the “new look” will fall short. After all, a few inches here and there can account for the difference between a Ford and a Ferrari. We won’t know how these cars look until we actually see a car, or at least a to-scale drawing. But lessening financial backing will increase the series’ fear of driving away current entries by forcing too large an investment in new hardware. Similarly, new entries – Ferrari and others – in GT will increase cost by raising the bar for current competitors, again reducing entries. All that will likely make Grand Am more timid in implementing the changes that sports car fans (the traditional kind) have wanted to see in the Grand Am product.

Proposed DP Revisions

We always knew that the (cash) impact on current participants of new DP rules would be minimized, didn’t we? It’s a consequence of having “cheap” as your principal product attribute.

With that in mind, the kinds of changes – mostly bodywork – floated last week weren’t a surprise. Those who are critical might consider that it really does take only an inch here and there to hugely impact appearance. Consider that this look was achieved largely by raising the sidepod profile without any greenhouse reduction at all.

Bounties

With Grand Am paying the $25 grand bonus to itself, the only out-of-pocket payment was the $25 put up by Magnus for beating Bill Auberlen and Turner Motorsports (who none-the-less again landed on the GT podium).

The “Best television coverage in racing”

(As odd as it may now seem, that’s quote from a “State of the Series” presentation at a previous Petit Le Mans.) In a press release announcing the promotion of an underling, the ALMS confirmed the departure of Senior Vice President of Television Production Services John Evenson. He’ll “remain as a consultant to the series.” Pretty soon the series will have more “consultants” than employees. Murphy told his Twitter readers Evenson was shown the door at close of business Friday. The Braselburgers get credit for hiring Miss 12 Hours of Sebring 2008 in the same week.

The most important fans – the ones that bother with such things as forums – had been telling the series almost from the beginning that its television package was terrible. It chose not to listen.

Media Mogul Moves

Don’t be surprised if News Corp. makes a move to acquire the F1 commercial rights.

GRT

Generic Racing Team launched a website last week, then quickly shut it down. The prime suspect called Kevin and pled “Not Guilty.” The NASCAR brass was publically peeved, but privately amused. The search for a disgruntled former employee with advanced website design skills continues…

ALMS Prototype Summary

Muscle Milk will complete the season, as will one Dyson Lola AER (Mazda).

A Dyson second car announcement remains possible.

Autocon is “in” beginning at Mosport, though the “new direction” stuff is a bit overblown – same car, same motor, same drivers, some reorganization of the “partnership,” car upkeep moved to a new shop. No, it did not get “significant upgrades” at Lola.

It seems Intersport will “Field” an LMPC – but no LMP1 or 2.

If they can get the AMR One to run, Aston Martin will make a single ALMS foray, at Laguna Seca, in addition to the Petit Le Mans ILMC round.

Tucker will campaign one LMP2 for the remainder of the ALMS schedule.

Murphy’s seen no evidence that Signature has a car, or an engine, or a crew. (When they do, perhaps they’ll be kind enough to post a photo? Even Solo Al was able to do that.) The team says it’s in the “re-evaluating” mode. It’s getting a little late for this season, isn’t it?

Most likely ALMS (non-ILMC) LMP1/2 entry: Lime Rock 3, Mosport 4, Mid-Ohio 4, Road America 4, Baltimore 3, Monterey 5.

Oklahoma!

Still a Rodgers and Hammerstein musical, but not yet a racing event. The “announcement” did not announce an event, but a promoter’s intent to get an event approved. The mayor is for it, the state is for it, yadda, yadda…but no mention of the OKC council, which defeated it last year. With a hoops playoff underway, auto racing isn’t even close to the community’s consciousness.

South America for the ILMC?

They’re floating the idea, along with an assumed constraint of seven (and no more than eight) events, including Le Mans. Drop one of the three European events? Perhaps, but most of the entries are from that continent. It seems equally likely that North America will lose one of its two, doesn’t it?

Andy Lally Update

Andy failed to qualify at Darlington, but won $80,825 at Richmond, and $88,875 at Dover for GRT, er..TRG, which brings his season winnings to $1,020,811. The entire American Le Mans field has won $1,093,000, less $173,000 withheld, the total due to participants to date is $920,000. Teams that have been classified as “factory,” or “factory supported” are not paid purse money. The next privateer(s) does/do not “move up.”  The Bear has already credited the privateer bonus fund that will actually be paid after the season. That may also not reach the $540,000 he has allowed, in which case the total will be adjusted downward as necessary.

A rumor of layoffs in Baltimore Grand Prix, LLC. circulated last week but proved to be false. The Bear suspects it was an “echo rumor,” (that’s a story based on an earlier – but different – set of facts) of the February dual firing of the public relations and advertising firms.  Ad firm GKV, was  replaced by the Leffler Agency, Mobtown’s big agency. Baseball-focused Maroon PR, (the Cal Ripken baseball empire is their cash cow) bowed out, in favor of Edie Brown is the doyen of Baltimore PR.

Almost simultaneously with the lay-offs rumor, BGP announced a clutch of sponsors, an “official airline,” (something Murphy’s never heard of) “official auto insurance” (GEICO, who else?), the “official gasoline” (Sonoco, of course), a bevy of hotels. Small potatoes. The Bear expects this race to take the green this season; after that remains in doubt.

The mea culpa

Signature’s principals went ballistic over Murphy’s doubt they will have an LMP on the Lime Rock grid. In fact, the Bear got a love letter from Reg and Matt reading in part “the responsibility is upon you to correct and/or retract statements which are misinformation, slanderous, libelous and defamatory both on this forum (that would be americanlemansfans.com) and on the blog Murphy the Bear.”

Murphy went back and checked. According to Matt, the Bear omitted Reg’s 1980’s Formula Ford Performance Driving Academy at Charlotte Motor Speedway, and wrote that Signature’s plans included two prototypes, when it’s just one. Murphy regrets those two errors.

Murphy would like nothing more than to see another prototype in the ALMS, so whenever Reg and Matt can confirm they have a binding contract to buy or build a prototype or a motor to put in it, the Bear will take that to be good news, indeed.

Grand Am Update

The rumor that Mercedes and Audi will contest the 50th 24 Hours of Daytona was greeted by the Cogs with a “ho-hum, we knew that.” Anything from the Bear will get that response, but though there’s been no official announcement, those additions, particularly if they turn into full-season entries, will likely be just part of the story coming out of Grand Am this summer that will keep the American Le Mans Series in the hole it’s dug itself into.

Look for more GT announcements as the field for 2012 is filled with Audis, Mercedes, Porsches, Ferraris and others. The Bear’s been told there have been some upper management personnel changes following a winter in which development of new rules “bogged down.” On the positive side, one of those changes – a sideways move by Dave Spitzer – would seem to have increased the series focus on its “international alliances,” important to the nascent alliance with DTM. If Grand Am is smart (and Murphy thinks the new management over there is) they’ll announce new DP rules before mid-summer. Having hung onto the current rule set for a decade, they surely won’t get themselves into the same “late to the party” fix that’s become standard for the ACO, will they?

The Bear hears a draft of the 2012 DP rules was circulated a week ago. Do they include a shrunken green house? Murphy hears that’s the case, and sure as hell hopes so.

Media Failure

Data and analysis keeps trickling in on the Sebring viewer count. Last Turn Clubhouse’s Mediterranean correspondent  Chuck Farrell broke it down, and AutoWeek followed. Between them, they pretty much blew up the fiction that Sebring represented any better  – or more valuable – exposure for the series and it’s entrants. Murphy did, however, enjoy the irony of ESPN PR guy Andy Hall (unconvincingly)  keeping the wraps on the detail of the ALMS media disaster.

The On-line Fan Experience

Since the recent dust-up between American Le Mans Series management and certain of its teams over its putrid media presence, the Bear’s dug up an items or two.

First, looking backward (though Murphy doesn’t really want to, there’s the matter of context) there was an extensive but unsuccessful effort to land a “traditional” television contract. Regardless of self-congratulation, the Series’ brave new leap into the future of media, right or wrong, was very much under duress.

Looking ahead, the Bear’s been told the channel is fixed for the remainder of the year, likely longer; that is, live delivery will be to your computer – period. While accepting that – as they must – some in the series have demanded at least an upgrade of that delivery, using the resources of the teams, plus a more robust platform technology, to improve the fan experience. Murphy can’t share details, but if the series – they could simply ignore it – accepts this challenge, fans should expect some exciting additions to the on-line coverage beginning with the New England Grand Prix in July.

Given the magnitude of the undertaking, Braselburg will find it necessary to launch a project using at least some outside resources. So far, there is no indication they have done so. Along with that, on the table is a request for the series to allow its teams to use race video without the current fee of thousands of dollars. The Bear intends to follow progress – if any – over the next three months.

Abruzzi Adios

The Don’s Abruzzi is gone until Mosport or later. Sebring failure was paddle shift, then “internal engine” (likely due to a missed-shift over-rev). Did someone say “$5 million rat hole?”

Andy Lally update

Andy spent Martinsville on the bench. Kevin decided to start Hermie Sadler, for whom Martinville’s “home track,” and who tested well there for TRG. Hermie garnered a finish of 29th, putting TRG (listed as “Richard Petty” in the owner’s column…don’t ask) in a tie for the all-important qualifying-exempt 35th place on the season. Not sure if the tied teams both get the exemption, neither does, or whether there is a tie-breaker. Hermie and Kevin won $81,325, but that’s just an FYI from the Bear, since Andy’s DNS leaves his earnings at $654,911 to the ALMS field’s $844,000 (the latter including credit for its privateer bonus program. Murphy’s now updated the Challenge for Andy’s result at Texas Motor Speedway, in which he finished 32nd (again) and earned $96,150. That makes his earnings total $751,061. Owner’s points are 36th, so he’ll have to qualify to make the field in upcoming races. Here’s the table.

Press Releases

Most of the motorsports press is little more than a daily repository of unedited team, manufacturer , and driver press releases. If anyone needed evidence, they got it this week when one such site published an “article” with this lead-in sentence: “Level 5 Motorsports hopes to maintain its momentum coming into round two of the American Le Mans Series this weekend on the Streets of Long Beach, California.”

Hopes? The rest of the article tells us how great a challenge it is for Level 5 to compete against….no one?

The last program Murphy ever thought would move too fast to keep up with was The Don’s Abruzzi. Saturday started with Murphy’s Hoschton source saying the Abruzzi will indeed make the trip to Florida next month, where it will spend the Saturday after St. Patty’s day in a tent due to (excuse here) “problems with suppliers.” It ended when the real story – or a part of it – was told in a Gary Watkins AutoWeak article.

Redesign required. Boneheaded mistake – illegal greenhouse size. The Bear asked his Braselburg mole to watch the obits in the Gwinnett Daily Post – someone had to break the news to the Don.

All that just adds more BS to the biggest load about a single car – ok, there are actually 2 cars – in memory. Murphy wishes Mr. Milner good luck. He needs it.

“Doubtful” to “Questionable”

Highcroft may get it done after all. While the search for sponsors is always “iffy,” and tougher now than ever, recent statements from Connecticut have a more hopeful tone. For you punters, that means about 50-50. If it goes to “Probable,” Murphy thinks it will happen this week.

Pecking Order

Cytosport starts at the head of the class at the Sebring Test. Dyson Racing Team got within a half second or so in one session.  Our first read on the new season? An indication of the direction of things for Dyson is the addition of middle-aged Long Beach socialite and rent-a-ride driver Jay Cochran.

Tire Strategy

Wanting a tire that didn’t last long, and after studying performance for its racing cousins in sports cars, F1 did the obvious thing. They selected Pirelli. Do they get the girls?

Sebring Entry

Intersport Racing’s on the Sebring entry, but then, so was the Abruzzi. Seriously, the Bear will make Intersport “Probable,” meaning not completely healthy, but likely to “play.”

Everybody, including the Bear, is pretty happy with the Sebring ILMC entry, but at what price does this come? Is it cannibalizing the ALMS grid? Many around the sport think so. Except for GT(2) the American Le Mans Series is dependent on once-separate single-make racing to make up nearly half its grid. By Murphy’s count 23 of 59 entries (that total including that unlikely Abruzzi entry) will not continue to Long Beach and beyond. The missing will include what will be (at least) the first five finishers in LMP1 and overall.

Driver On Ice

A Ferrari pilot of demonstrated ability in sports cars doesn’t yet have a drive for 2011, and if stories circulating (regardless of frantic efforts to keep it all quiet) are true, he won’t any time soon.

The Other Porsche

With its Winter Test fire damage easily repairable – and mostly repaired in a day – the former Farnbacher Loles via Tim Pappas Porsche will be back for an ALMS season under the Miller Racing banner. Is it the much-needed backup for Flying Lizard’s No. 45, 2010’s only competitive Porsche? (Falken has yet to prove it has a tire that can last an entire stint.) The Bear thought so, but others in the racing biz say that’s the case only if the owner’s kid stays out of the driver’s seat. Otherwise it’s another Flying Lizard No. 44.

Failure is a Prerequisite

IMSA removed long-time Director of operations to a consulting role, just the latest in a long line of replacing key personnel with refugees from defunct open wheel racing series. Having worked for Champ Car – or, in this latest example, Altantics – seems to be primary qualification for catching on to the Braselburg gravy train. Murphy finds that odd.

A Farewell to the Lord

Drayson will not race in 2011. Expect an announcement about moving to a new shop in which a new car can be developed, pushing green science in racing, blah, blah. A return to the ALMS? Probably never.

The Risi Competizione Game Plan

Though Guiseppi considered four possible 2011 programs, “ALMS entirely and only” is the one settled on. Even though the 458 clocked better around the Fiorano circuit than any other Ferrari production car in history – including the Enzo – it’s still believed to need development, certainly more than the F430 GT, which, aside from a sticking wheel nut, came out of the box pretty much ready to race.

Murphy hears that development challenge will be taken up without the team’s long-time Technical Director, a casualty – along with some championships and a pile of cash – of the disastrous mistake at Road Atlanta last October. The Bear concludes it’s a team that takes its motto seriously. Risi Competizione — doing things the right way, everytime.  

Grand Am GT

Ferrari was the first to publically support Grand Am’s new GT3-based direction. Unless, of course, you consider that Porsche went from zero to light speed in jumping back into the World Center of Racing’s sports car series. That hatchet got buried faster than a terrier hides a bone from an Irish Wolfhound. Audi say’s it “won’t build a car specifically for Grand Am.” That’s after spending months in detailed talks with World Center management. Still to be heard from are BMW, Mercedes, and a few others. Still, with Porsche and Ferrari firmly in support, Grand Am will likely be able to launch a “new look” GT field by the time the 50th Rolex 24 rolls around. If that goes with a “new look” DP field, it will truly be a Brave New World (thanks to Aldous Huxley).

Bud Shootout

What Murphy does at his local BWW? Nah, it’s that funny (25 laps, take a break, 50 laps, no championship points) thing at the World Center of Racing.  It was watch that or Lifetime’s Romance Movie Marathon. Murphy did the latter (hey, the Bear’s a babe magnet. Are you? Ok, case closed, then). He just checked in on the Bud thing on commercials. That was enough to see some really weird racing. You think Daytona was two-by-two drafting before the repave? You ain’t seen nuttin’ til you’ve seen this. Weird, just weird. Two sets of two, followed by three sets of two. Speed? 206 mph. Speed alone? 186 by Junior. Murphy’s been a fan of the Earnhardt kid since a time at Sonoma.

A Valentine Recipe

Murphy hasn’t passed on a recipe in, well…years. But it’s Valentine’s Day, and about time. Is this for lobster tails, then? Hell, no…broil and be done with it. A porterhouse? Same thing. How about something really cool for that really cool babe. What’s cool? Something that will take some talent – not really, but will seem to – but is simple and good. Don’t like “seafood?” Sorry, you’re out of luck.

Honey Orange Tilapia (or salmon, or walleye, or any nice white fish) for two (of course).

2 tilapia fillets
2 tbsp honey
¾ cup orange juice (or 2 tbsp frozen oj concentrate)
1 tsp dill – dried (or 1 tbsp fresh)
2 tsp olive oil
Zest of 1 orange (use juice)

Mix all except fish in bowl, put fish in 1 quart plastic bag, add sauce, marinate in refrigerator for one hour or more.

Put fillets and sauce in skillet, poach fish on medium heat until done, reducing sauce by about ½. Plate fish, cover with poaching sauce. Serve. Sides? Asparagus. A nice Chardonnay.

And now, back to our story…The Bear’s still recovering from his trip to the World Center of Racing. Circumstances beyond his control kept him from his favorite places – Down the Hatch, Racing’s North Turn, and the Boondocks – to say nothing of Molly Brown’s, even though Molly’s was right around the corner from his Wednesday and Thursday night digs. He finally did get to Hooters on International Speedway Boulevard.

Story Lines

On a pure racing basis, if you came to the Rolex with no biases or favorites, there was a lot to like. But “cars racing close” isn’t really much of a story line. However, here are some possibilities:

Blundell and Brundle – the elderly Brit story. They gave it a good go, right down to a last lap challenge.

Ganassi – if you’re in the BMW CCA or a sadist.

Anti-Ganassi – everyone else. The sadists carried the day – again.

There was Flying Lizards to pull for if you’re a Porschephile or a wayward ALMS fan.

For the 3 NASCAR Jimmy Johnson admirers there was GAINSCO to cheer for.

Ferrari fans could have checked out early – there was only one Ferrari that was ever going to be competitive, and that was withdrawn without turning a wheel.

How about  Dempsey Racing for the McDreamy fan club and the Mazda Club of North America? Well, from what Murphy can tell, Patrick’s fans are on board (there’s even a “McDreamy Racing” fan site in France), while the Mazda bunch could give a damn, preferring stories in their magazine like “On the Track with the Mazda Speed 3,” and “Newest Member of the Family,” about a 1999 B3000. Grand Am – Whazzat? Dyson Racing – Whozzat?

Murphy at the Wing House

He only made it to Hooters after hanging out at the Wing House just outside the door of his Friday-Sunday room. What to say about this Hooters clone? Huge thinks it’s the greatest place on the planet. It’s not hard to see what attracts the snapper brigade. This place is the “gentleman’s club” of the restaurant world. Hooters’ girls are way overdressed compared to the Wing House babes. The service wasn’t great, even when the place wasn’t real busy. One kind of cool thing (pun intended,) there’s a chill core in the beer pitchers. The wings? Connoisseurs tell Murphy – and he agrees – a great wing has to have a crispy skin; these didn’t. Medium sauce shouldn’t be sweet, either. The Bear made a beeline to Hooters from the Turn 4 tunnel on Saturday night. Overdressed Hooters girls or not, he was happier there.

A Silly Season Story

Atlas eFX Team FS has done precious little racing (three entries, two finishes in last season’s LMS). Murphy thinks that’s fine as far as it goes – that abbreviated schedule even accounted for 25 points and a season runner-up in GT1, more a comment on GT1 than on Atlas eFX. Since then, however, these guys have embarked on a run of pure PR fantasy, getting their rather dubious press releases turned into articles by otherwise legitimate (but often fawning) racing news outlets and eliciting excitement amongst the most gullible of racing fans. First there was the “Official Abruzzi European team,” which was “set” and “likely” to contest the 2011 season in the ILMC at a time when an Abruzzi racing anywhere was – and remains – anything from certain. If that plan seemed at least marginally plausible, paired as it was with running a Creation in LMP1 in the same series put the whole thing out there with aliens in Roswell, since Creation Autosportif is moribund at best,  and more likely the racing version of Monty Pyton’s famous Norwegian Blue.

So the Bear ignored both stories and wasn’t surprised when those “plans” came to naught. Surprising was that the same media mavens – fans get a pass here, the word is, after all, a contraction of “fanatic” – published articles based on yet another specious announcement, this time that the team would campaign Lou Gigliotti’s ALMS Corvette in that same ILMC. That’s the series that now includes Le Mans, and which we already knew was unlikely to allow the entry of the car by the ACO, and in fact the car had been previously rejected for that very same event, even though the entry was requested by a far more viable team than this one. The Montenegrin (not German) Atlas eFX-Team FS illustrates again that you can’t believe everything you read – even when presented as “news.” This little bear’s rumor site filtered these stories out as improbable…is it too much to expect the same care from the biggest of the sport’s media outlets?

Murphy in the Infield

The Daytona Beach News-Journal put the “media consensus” attendance at 50,000 for the Saturday afternoon start. That probably nearly doubled the actual total, but never mind, the infield was full, and not with the redneck beer-swilling crowd that the Grand Am stereotype might suggest. In fact the whole thing was not only “Un-Daytona” (of a decade ago), but “Un-Sebring.” Families tended fires, played bean bag toss, watched Speed TV’s feed of the race from satellite.  All very suburban.

Class A motor homes were much in evidence, side-by-side from the International Turn through the Kink, and on around the Rodriguez Turn. They lined Lake Lloyd (except for the carnival), they filled the area behind the garages. FYI, for those used to the American Le Man Series easy access, a garage pass (called a paddock outside NASCAR) cost extra – $25 extra, Saturday afternoon and Sunday, when the garages were empty.

fútbol de Colombia

Montoya had a great time punting folks off the track. Should there have been rough driving or careless driving tickets? Not in Florida, where they’re picky about jurisdiction and we’re pretty sure that the Tri-oval is outside everyone’s except the Daytona Brown Shirts. Speaking of J.C., he was back on track after his little layoff.

Paddy’s in Daytona

Murphy was at the Daytona Ale House Friday night. So were Gill, and George, and other North American racing officials, representing tracks, teams, and other parts of the vast racing infrastructure. At the end of the bar was a scene eerily like that at Paddy’s last October.

They’ve all got interests here, and having good business sense, know they have to cultivate those interests. George had tended that garden well, bringing NASCAR on board at the Wisconsin track to replace the departed open wheel series. Gil’s Laguna Seca keeps its ties to Grand Am and to ALMS while building its bike business. And club weekends at the California track? Get in line –literally – they’re drawing numbers to assign priority for the available weekends.

Looking Ahead to Sebring

The Bear gets that Sebring will be a great show – 2 Audis, 2 new Peugeots, 1 old, maybe one faux Aston Martin (old vintage or new), one for-sure old faux Aston Martin – yadda, yadda. By all means spring for the ticket and party your brains out in Green Park, because after that, until Petit in October, they’re nearly all gone. In LMP1 you can only be sure of seeing Dyson and Cytosport. Only Tucker’s pair of Lolas are likely to “race” in LMP2. It’s another easy championship for Tucker. Reg and Matt Tarleton (Signature Motorsports) could add a P2 during the season, but they’ve not made it official yet…so the Bear won’t, either.

There’s a real show in GT, though, as long as that sorry LMP entry can stay out of its way. One perspective the Bear heard today: Other than the Audi-Peugeot head-to-head, the best thing happening at Sebring will be repeated at every ALMS stop – that GT battle. In that sense, you’ll do as well attending any other ALMS stop.

BAM! a Porsche GT team, was announced in 2003 for the 2004 season; Tim Munday and Peter Baron were identified in the release as owners. “The BAM! team owners are Tim Munday and Peter Baron (right) – Munday as technical director, Baron as business director.” – DSC 3 November 2003. Leo Hindery was listed as a sponsor/driver with his YES Network. We all know that Leo was a significant investor/supporter, which is why Murphy specified “managing” partners.

2. At what events did Lola’s B06/10 start on the ALMS pole?

Three; Houston, Portland, Mosport, all in its inaugural 2006 season by Dyson Racing. The grid at Mosport was set from practice times after qualifying was rained out. The other poles were won in qualifying by James Weaver.

3. What was the North American branding of the IES-built JI V6?

Willman 6, after ALMS driver Bryan Willman, who contributed funding to the design and development of the engine, and drove for the Bucknum Racing team that used it in the Pilbeam M91 in the 2003 season. The engine and the chassis were equally successful.

4. What two famous driving stars were signed by Tom Milner for the ALMS 2002 season but did not race when BMW’s M3 GTR was withdrawn?

This could be tricky, since drivers like Stuck and Auberlen are “famous,” at least in Murphy’s sports car world. But they were holdovers, and this refers to an announced signing of new drivers Patrick Long and Danica Patrick. Their contracts were voided when BMW cancelled its M3 GTR program rather than race with restrictions imposed by the ACO and followed by IMSA.

5. What car did Jeff Giagrande’s company enter in the 2003 ALMS season?

Ferrari 360 Modena.This one was easy to track down, if you know that Jeff Giagrande was CEO of auto parts company ACEMCO. Just check the 2003 race results at IMSA’s website.

6. Sebring 2003 was a gathering of famous names. Of the car companies represented by entries,  which was the first to build a motorcar?

Spyker in 1899. At least one submission named Mercedes because a Merc engine powered the Pagani Zonda. But since Mercedes was not named as an entrant, Murphy has to rule it out.

7. From whom did Donald Panoz purchase Professional Sports Car Racing and the rights to the IMSA name and logos?

Michael Gue, Tom Milner, Doug Robinson, and Ray Smith. This was a “trap question.” The Bear tried to make this quiz easier – most questions about the ALMS, and most easily found online – but he needed a question that would reduce the likelihood of ties at the top. This one fit the bill, since the Wikipedia article, which identifies the seller as Andy Evans, is wrong. Murphy made it a bit  more difficult by giving it just “1 point”, not “1 point each.”

8. Who said, “Everyone knows that shepherds and poodles aren’t especially smart. They’re responders and reactors, not independent thinkers…” ?

Enzo, the canine narrator of “The Art of Racing in the Rain.” If you think this is obscure, you aren’t a regular Paddock Poop reader. One entry knew the quote was from “The Art of Racing in the Rain,” but identified the speaker as “Enzo Ferrari.” He needs to read the book.

9. Why was laundering the team uniforms the most popular job for White Lightning Racing?

“Hollywood Madam” Heidi Fleiss opened “Dirty Laundry” in Pahrump, Nevada, where the team’s shops were located. Another question meant to reward the Bear’s regular readers. Odd as it seems, this is a true story. The Bear doesn’t know if Heidi is still in the laundry business in Pahrump. Dale?

10. What Grand Am entry was piloted in a single season by famous names Petty, Newman, Minter and McQueen?

Gunnar Racing’s G-99 – Kyle Petty, Paul Newman, Milt Minter, Chad McQueen – 2003. Kevin Jeanette, even beyond what might be expected from someone who restores historic race cars, has a wonderful appreciation for the history of the sport and the people who have contributed, so the chance to add an ailing Milt Minter to the 2003 G-99 Grand Am race team for a single event was irresistible. Who can forget Jeannette’s tribute to the WWII United State Army Air Forces and the B-17 crews that trained at Sebring for the track’s 50th Anniversary?

Creation or just more Wind (tunnel)?

Murphy was rather dismissive about a story that Atlas eFX would run a Panoz Abruzi in the LMS – or maybe the ILMC – and a Creation in LMP1 of the same series(s). But Kieron Salter was in Charlotte NC recently spending about $5,000 an hour testing an unidentified LMP in the WindShear wind tunnel. While in town he saw  Andrew Woolgar, recently Creation’s “man in North America.” So something is afoot. As far as Atlas is concerned it’s hard to take that team seriously, given its 2010 record of way more talk than action.

What’s afoot at Highcroft?

We’ve known for a long time that Highcroft would lose primary sponsor Patrón in 2011, and it’s never been clear how that funding would be replaced. Some have assumed General Electric would substantially increase its support, but now there are clues – “just in case” crew and driver resumés “on the street,” for example – that hasn’t yet happened, and according to some probably won’t. Since Duncan Dayton’s a resourceful fellow, it may all turn out well, but for now, rumor would indicated Highcroft isn’t quite yet a “slam dunk” for 2011.

Many now believe Highcroft’s test of the Honda V6 was for its own LMP2 program. In that case, Pagenaud might be paired with a gentleman driver who can bring the missing cash, with Brabs on the street – as has also lately been rumored.

Cactus Squeezings Retrenchment?

Thoughtful folks with some knowledge of such things say Patrón could well reduce its 2011 expenditures to just Scott Sharp’s Extreme Speed Motorsports (itself rumored to have been well over budget in 2010), leaving the Series also needing to replace lost cash.

Two for ALMS LMP1?

The idea of a quid pro quo – John McCutcheon/Davy Jones supporting a second Dyson Racing ALMS P1 after the joint DP entry in the Rolex 24 – was floated in the paddock, and reported in a Bear tweet last week. It was identified as speculation (not even rising to the level of rumor) in response to a John Dagys-tweeted rumor of a 5th ALMS LMP1, which of course engendered much head-scratching.

So, how does the ALMS get to 5 LMP1’s? Pulling together all the stories (or lack thereof) it looks like a stretch to the Bear. Here’s why: Lord Drayson hasn’t yet announced his return to the American Le Mans Series. He may, but a new shop, interest in becoming a constructor, and contesting the ILMC are priorities that could easily push the ALMS aside. It’s at least an even chance that Highcroft will contest LMP2 (as the Bear explains above). Mike Lewis says Autocon is part time – at least for now. Cytosport could field an Aston – there’s some speculation of that – but it is also rumored to move to a GT2 Porsche (or two). Only if three of those four come through with a full-season entry (a second Dyson entry seems even more remote) are there five LMP1 entries anywhere other than at Sebring and Road Atlanta. An field consisting of only Dyson Racing and Intersport Racing is as likely as any other assumption.

Signature Not Signing up for ALMS

Murphy hears Signature Motorsports’ schedule is likely to include just Petit Le Mans in 2011. In 2012 the stated focus is on the ILMC and le Sarthe in its “Road to Le Mans” reality television/marketing program. That likely means only Sebring and Petit Le Mans.

Loles Indicted

For those of you who missed Murphy’s tweet, a federal Grand Jury has finally indicted racing’s own mini-Madoff, Greg Loles. There are 32 counts of fraud and money laundering. Millions have been lost in the alleged Ponzi scheme. There have been at least five cases (that the Bear can name off the top oh his furry head) of fraud involving North American sports car racing programs in just the past five years. Perhaps it has something to do with sports car racing business model based on little beyond profligate spending by the very rich?
 
Milner moves up from BMW

Based on good sources, Murphy is convinced Tommy Milner will replace Johnny O’Connell at Corvette Racing for the 2011 season, as O’Connell moves to the new SCCA World Challenge Caddy program. It’s Murphy’s opinion this is a “step up” for the young American driver.

Merry Christmas

The Bear is putting the finishing touches on his 2nd Annual Christmas Quiz. Look for it later in the week.

Krohn rumor No. 5: Georgia shop working on independent ALMS Ferrari entry. One-off Rolex 24 in Lola then ALMS GT for 2011. One car or 2? Honestly, Murphy hears a new Krohn rumor just about every month, from McLarens to Mercedes, and now Ferrari. The Lola partnership has been in Delaware Chancery court, while the oilman continued to race the car in Daytona Prototypes. Beyond coming from a pretty good source, this one makes some sense. Krohn has paid Risi to run a Ferrari for him in selected races over a number of years, so why shouldn’t he strike out on his own?

Lola no more; Prodrive talking to ORECA for next Aston Martin proto chassis. Yes, “talking” is what the Bear heard, though you’d think they’d have to be further along than that. Perhaps they are, and the news that there’s a “donor” chassis is just now catching up with the reality. One’s thing seems to be widely believed in the industry: Lola and Aston Martin Racing/Prodrive don’t want anything to do with each other. It’s that intellectual property thing.

New (final?) ILMC schedule announced; Seven events. Petit back in, Japan out. China TBA, Imola added. Is this good news or bad? If you’re planning to go to Petit or Sebring, you’ll see it as good. If, on the other hand you live just up the road from, say, Road America, what then? You have to hope the GT field holds together, because the prototypes are going to suck. Console yourself that it will be even worse at some other stops, like Lime Rock and Mosport. The Bear can’t believe the Cannuckistanis are going to be very happy. No Japan. That tells Murphy that there may be a Toyota motor in an LMS team, but there’s not going to be any significant participation in the ILMC by Japanese manufacturers or teams. Why Imola? That can’t be more than a place-holder, can it? What’s left of the LMS schedule? Two races? Everything else is co-opted by the world thing.

Six for Grand Am. TRG, TRG/Steven Bertheau, TRG/Black Swan, Brumos, Magnus, and Muehlner take delivery of new-for-2011 Porsches. This in interesting for lots of reasons. First, it’s an indication that Porsche is “back” in Grand Am. Most of those new models can be expected to continue in the remainder of the Grand Am schedule. There’s only one for Brumos which was thought to be a two car team. Also there’s no new team there, so if there’s a new Porsche team on the horizon, it’s headed to the American Le Mans Series, not to Grand Am.

Rolex 24 Ferrari GT announcement imminent; quality of effort indicated by “modern alchemist” and drivers Bell, Simonsen, and Farnbacher. Murphy hopes this actually happens, especially after a good Sebring test the week before Thanksgiving, but he’s a smart enough Bear to know that it’s a long way from a press release to a grid. The news this week was not good, with promised financing seemingly going into hiding. The car in Regis Lefebure’s photos from Homestead was not “Tony’s Ferrari.” This is:

Pumpelly, Lally announced in TRG’s third Rolex 24 Porsche entry. According to Porsche’s release, this is not one of the new-for-2011 Porsche 911 Cup cars delivered for the Rolex 24.

Just got information on an “open top spec prototype series for gentlemen drivers.” Just what we need. HSR will host a “Race Your Radical” series with its other events. Now there’s word of a GT3 Cup series associated with HSR. Really, just what we need  – another place to race Porsches.

Another schedule change – the expected Road America 4 hours “sunset finish” and move to Saturday August 21 is finally announced by ALMS. At least all these revisions in the schedule since it was rushed out at Road America in August are keeping us entertained while we’re waiting to find our what television coverage we’ll get.

The Bear hears an ALMS prototype team is considering a jump to GT. No word on the racing series for the GT program. An ALMS prototype team principal is spending a little time in Europe in the Stuttgart area. Murphy doesn’t think it’s a vacation. The Cytosport rumors a team source bemoaning the lack of prototype options after Porsche’s retirement of its RS Spyder.  Then the Bear heard Greg was in Germany for something other than a vacation. The conclusion? Perhaps a GT team, but it’s been quiet of late, so who knows? Is this the rumored new GT team, or is that a move up by Alex Job Racing, or a second car at Falken? All of the above? None of the above?

A life member of the Peerage was poking about in Leafield, giving credence to rumors he’ll join the ranks of prototype constructors. Leafield is where the former TWR shops are located. Lord Drayson is rumored to want to build his own chassis. A source said he was touring the TWR facilities. Murphy’s heard nothing since.

Sour Milka

It’s not a rumor that the IRL has cut its cash-sharing program to 22 entries from 24. The collateral damage was Conquest, which ran its No. 36 as an arrive-and-drive with five different pilots. The real target was Milka Duno, for whom Dale Coyne will not be able to collect $1.2 million from the series.

The Under-Boss Says So

The Under-Boss tells John Dagys at speedtv.com the combined ACO-rule schedules will make contesting the ALMS and ILMC “very difficult.” What he calls “product” will have to be “on both sides of the Atlantic.” Murphy’s translation of “product”: cars, tools, tires, transporters, tables, chairs, timing stands, stopwatches, fire suits, shoes, spares,  gloves, fireproof underwear. Like that’s going to happen.

Dyson and Riley

It’s been rumored that Dyson is “looking at” a new Riley. Murphy has been skeptical, but he’s lately been told that Riley is actually building something, so unlike the company’s last LMP announcement, the project has moved beyond a drawing. The connection to Dyson – or anyone else – remains tenuous, but Bill Riley has some hope to be building. (Another source chimes in, “In spite of what you’ve heard, they are presently building nothing and still waiting for a “donor”. At this point it would be impossible to field a car by Sebring.” -MHB-)

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