Murphy knows many of his readers aren’t buying it, but that New Jersey F1 proposal is very, very real. Those who have seen the details say this is a “street course that works,” meaning, as the Bear understands it, that it’s not a typical “point-and-shoot, see-the-tops-of –the-cars” race track, but rather a good driver’s and spectator’s track. Baltimore has turned out much better than anticipated – so far, anyway – and that will certain add some impetus to the New Jersey street course idea.

Chris Pook and Leo Hindery, Jr. are among those involved in this deal. It also has the support of key local politicians, and with the skyline of Midtown Manhattan as a backdrop (the south end of the course that runs along JFK Boulevard and Port Imperial Boulevard is across the river from the north end of Times Square, with the north extremity of the circuit at about the mid-point of Central Park), it has Big Apple cachet without directly impacting NYC streets.

The two things required for any F1 seem to be present: cash and political clout.

Busting at the National Press Club

You read the announcement of the big press event at the National Press Club on August 30. This was to be a big deal – continental breakfast, panel discussion, Q&A, photo op – but in the end it wasn’t.

Though there were a few reprints of the ALMS post-conference press release, you read more about the event before than after. There’s a simple reason; the room was nearly empty. The Bear hears some automotive industry participants were not amused by the tepid response.

In France

The Don and The Boss flew off to France on Labor Day for meetings with the gnomes of the ACO. On the table? The way the Bear sees it, nothing less than the future of the American Le Mans Series. With the FIA/ACO-sponsored WEC on the verge of putting the last nail in the fast-declining American sports car racing series, the contract between the ALMS and the ACO lapses at the end of this season, is less than a month.

Weak marketing and poor media exposure began taking their toll on the American Le Mans Series after its 2007/2008 peak, and the inability of the series to appropriately respond to external challenges has left its teams bereft of sponsors, without external funding. To put it simply, if you can’t fund your team on your own, you’ll have to move on to another pastime, a state of affairs of which the Robertsons and Duncan Dayton are now painfully aware.

The problem is, Murphy can’t think of an outcome of the visit with the Frogs that will provide any relief. Not only has the ACO refused to consider supporting its regional series by encouraging participation by its WEC entrants, while Don and Scott were in the hallowed club house ACO officials were leaking the word they’ll take away the Petit Le Mans round of the WEC in favor of Bahrain (or, less likely, Montreal), and if Sebring is retained, no ALMS-only entrants will be allowed from 2013 forward.

Then the ACO goes on the record at Silverstone blathering about how they “need” the “feeder series” (ALMS, LMS, and Asian Le Mans – never mind that there is no Asian Le Mans Series), and that the LMS is “on the block.” The Bear’s told you the ALMS has been for sale for a long time, and he was told just this morning there was a serious discussion recently with the Evil Empire. Those fell apart when The Don threw properties unrelated to racing into the deal.  Does the WEC really need “feeders?” What’s the historical precedent for that? Do drivers move up a “ladder?”  Hardly; most drivers in the “real” classes get there after success in equal or higher level racing, and after climbing other ladders (F1, IndyCar, etc.). Teams? No. For example, if you want to hire a Challenge team, hire AJR. WEC pro GT team? Schnitzer. A world-class prototype team? Joest. No “development ladder” there.

Will The Don and The Boss come back with an extension? We’ll only know at Petit Le Mans, but Murphy is guessing yes. Why? First, The Don is a Francophile of the first order; whatever the Frogs want is ok with The Don. Second, the Braselburgers don’t seem to have the imagination to create a series appropriate to its own American sports car racing constituency or heritage. Unable to think of anything else, they’ll go along for another ride with the ACO.

Unlimited What?

The Unlimited Racing Championship. What the hell is this about? The Bear and a few of his forest creature friends have been digging. The law firm (but not the attorney) that filed the trademark for the title is also the firm employed by Patrick Dempsey. The PR person for the new “championship” is the same one employed by Tracy Krohn. Southwest Performance Technology, the company that holds the rights to the “Unlimited Racing Championship” is in Santa Ana, California. AAR, building the DeltaWing, is in Santa Ana. Mazda USA is almost in Santa Ana (ok, next door in Irvine, California). So we can conclude that the URC is a series to be launched by Tracy Krohn and Patrick Dempsey to accommodate new technology entries like a DeltaWing powered by the new Mazda Skyactiv-G 1.3 engine? Fun, huh?

Of more substance, the owner of Southwest Performance is listed as Richard S. Neuart, who Murphy’s been told has dabbled in various kinds of racing endeavors, often in the background. A good source stated categorically that this is a new racing series. Another rumor has Tracy Krohn behind a Can Am revival. This afternoon, the Bear got a call from a trusted source who – considering the players and other rumblings – believes the most likely announcement is a spec support series for the McLaren MP4-12c similar to the Ferrari Challenge.

If, as indicated in the media alert, Scott Atherton will preside over this announcement, you can bet there’s nothing here that will change the character of the American Le Mans Series. This will be a separate endeavor of IMSA.  Otherwise, you’d see The Don up front with a microphone, and the presser would be at Petit Le Mans, not in California.

Going Public

In his August 25th Paddock Poop, Murphy published this description of a meeting between the ALMS’ two top prototype teams and  IMSA COO Scot Elkins:

“Rob Dyson and Greg Pickett – among the last surviving racers of their era – requested and got a meeting with Scott Elkins before Mid-Ohio. The Bear hears the message was two part: we’re going to enter the 50th Anniversary Rolex and January, and also Sebring. We expect to be capable of competitive times – with all the LMP1 entries – in March. Then we will decide what to do for the remainder of the 2012 season. “

Today the story – in detail – made it into speedtv.com under John Dagys byline here: http://gourl.gr/k84 John points to the upcoming 14th Petit Le Mans in his first paragraph, perhaps implying Pickett and Dyson expect to be competitive with the diesels not just at Sebring in 2012, but at Petit this year (even though they are “most concerned going into next year”). Unfortunately, Elkins wiggles off the hook by hiding behind the ACO again, referring to next season’s as-yet unreleased and unknown rules. If they had any guts in Braselburg, they’d cut weight and increase breathing on the ALMS prototypes immediately. The Bear is not holding his breath.

Remember Rand

Gregory Keith Rand, aka “Greg Rand,” 46, and William Nicholas Rand, aka “Bill Rand,” 41, both of Dallas, were sentenced on July 27th to federal prison terms of 18 years and 14 years, respectively, for fraud. Their father, William Anthony Rand, aka “Tony Rand,” 69, of Plano, was sentenced to five and one-half years in federal prison. In addition, the defendants were ordered to pay $99,707,758 in restitution and forfeit numerous pieces of personal property to the government, including real estate, boats and other personal water craft, luxury vehicles, artwork, including an original Picasso, furniture, antiques, musical instruments, jade, expensive jewelry and wine. Greg Rand was remanded into custody; the others will be allowed to report to the Bureau of Prisons at a later date. The forfeited property will be sold by the U.S. Marshals Service.

Rand Racing contested Grand Am in 2001 and 2002 in SRP II. And yes, some who worked for them were screwed, even after winning judgments against the crooks, when the Rands stripped the assets out of Rand Racing. Among many who worked for this criminal family were Thomas Blam, Risi Competizione, Jeff Braun, Anthony Lazzaro, Nic Johnson, Marino Franchitti, and Ralf Kelleners. How many were stiffed? One for sure, who told Murphy “ I sued and won, but Bill mothballed the team until the statute of limitations ran out, so no restitution here.”

This little note from Murphy is for the superfans who want their heroes to be left alone. The moral of this story is, “sooner or later the Feds will get you,” and, the crooks in our sport hurt real people. Ever since John Dillinger, we can believe if the IRS is in the hunt, something is not right. And what if the next felony will be the third?

Updating Signature

When the Bear last checked on the Tarletons, he wrote this in Paddock Poop 190 on May 19th.

Murphy’s sees 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.

In response (just a guess that he was referring to the Bear), on May 23rd, Matt wrote on the team’s facebook page, “Someone asked for a picture of A car so I figured I would oblige,”  posting a rendering of a Norma prototype. One of his fans asked, “are you actively talking to Norma? or just messing with the bear?”

Matt didn’t answer that, but of course the Bear knows the Tarletons have been talking to Norma since soon after the Riley came to naught. In August, Matt cranked up the excitement by writing, “All I have to say is “Wow”…If we spilled the beans on everything we are doing and leave no secrets, would we be more respected for our work?” (If you knew what I know

He didn’t “spill the beans,” but the Bear suspects the “talks” with Norma have been going like this: “When will you have the money?” “Soon.” “Do you have the money yet?” “Not yet.” “Now?” “There will be a little delay.”

Of course Murphy just speculating irresponsibly, but since there’s no evidence of a car, an engine, or a team, he concludes there’s been a “temporary setback.” Maybe there will be a big announcement in October. Or maybe not.

The Andy Lally Challenge

Since Murphy’s last report, Andy Lally has driven to  25th at Bristol, 30th at Atlanta, and 32nd at Richmond, earning $279,400. Andy and team owner Kevin Buckler have now won $2,279,281 in the 2011 Sprint Cup season.

Meanwhile, the American Le Mans Series field was competing at Baltimore, the bunch of them winning a total of $147,000. Added to the season’s previous haul, all the entries of the ALMS have earned $1,512,000. It’s a rout, but the Bear’s going to play it out.

The Flying [redacted in the interest of good taste]

Murphy doesn’t like the whole idea – he can’t believe anyone can call this thing a sports car or grand touring car with a straight face – but neither does he revel in the failure of important participants in his favorite sport. The Bear can’t think of anything The Don has done right in quite a while – really, Mr.  Panunzio has no feel for this sport at all – but if you’re going to get into something like this you need to do it with both feet. (That’s been the problem for a long time, hasn’t it? Tepid support for the race team, the series, and most recently, the Abruzzi.)

So Murphy was hoping that the participants in this project would demonstrate some commitment. The news of massive layoffs (11 people) at Highcroft Racing this week says otherwise. There’s really no way the DeltaWing can be prepared for the track, tested and developed with two mechanics and a truck driver – not coincidentally the staff needed to maintain Duncan’s extensive collection of historic F1 cars.

Unfortunately, the Bear hears other disquieting things: the car is not expected to start testing until December, problematical for a Le Mans start in June.  But worse than that, no engine choice yet, and for a car that needs highly specialized tires, no manufacturer has stepped up to supply them. None of the partners in the venture have shown the inclination to provide the funding needed to bring it to fruition, and the appearance at this late date of an outside sponsor seems unlikely.

The latest story may give the clearest idea of where this project is headed. In addition to cranking up the PR machine (there’s a release today from Santa Ana from Highcroft’s PR chief), Murphy’s been told the first chassis will not go to the test track, but rather be sent on the show circuit. The hope seems to be that by trucking it around to car shows – and what else, county fairs? – someone sill step up with the cash the principals can’t – or won’t – provide.

Green Savoree LLC bought Mid-Ohio. The Bear doesn’t expect much change, but he’s not cheering, either. Mid-Ohio has seemed in the decade or so he’s been going there to be in good repair and have good crowds at events Murphy’s a fan of – principally the American Le Mans Series. It’s in more or less essential geography for that series and for IndyCar, being about equidistant between Cleveland and Columbus and not much further from Detroit. It wouldn’t be hard to drive there from Pittsburgh, and Murphy’s left there and taken his sweet time driving to Chicago, but he suspects the Chicago Cross-Roads Corvette Club could make the trip in less than the 6 hours Google estimate. 

It’s been mentioned here before that Mid-Ohio was for sale – has been for a couple of years. It would become a much bigger problem if it didn’t sell than if it did; there’s nothing worse than management that wants to get out. The Bear isn’t as sanguine as some about Green Savoree management however. Neither Toronto nor at St. Pete can yet be called an unequivocal success for this group. Both events are with us – for now – but any missteps could be fatal.

Aston Martin

As a fan, Murphy appreciates that Aston Martin’s sunk a pile of dough into a ground-up prototype. From a sporting perspective, at least, one of the Bear’s friends in the business  says AMR gets “nothing but respect.” Murphy can’t disagree, but he’s said all along an iconic sports car builder like Aston Martin needs to be racing one of its sports cars, and the AMR One is not that.

It’s not that they did – or did not – build it from the ground up, though there are doubts out there. A pretty wide swath of the racing fraternity thinks there’s a lot of BMW in that turbo in-line 6. Some see other fingers in the design if not in the build. Murphy wonders at the magnitude of a complete design-build between September and February in parallel with Prodrive’s BMW Mini project.

But put that aside. As much as the fan in Murphy loves it, does this prototype make business sense for a company that has no idea how it will find the resources to replace the aging Ford-designed VH platform on which its sports cars are based? A company that will soon produce an SUV out of Mercedes “M” parts bin? That will build Merc’s Maybach, then use the same underpinnings and drive train for its own Lagonda? Is the AMR One so good an idea that it’s worth the end of Aston Martin? The Bear hopes the managing director’s ego doesn’t so over-reach the resources of Aston Martin as to endanger this great automotive icon.

DHL Didn’t Disappear

Our tendency a couple of years ago was to chalk up DHL’s withdrawal of support from Penske Racing, Porsche, and the ALMS to the company’s obvious North American struggles. It would seem now there was more to that decision, as DHL in back in racing with both feet, as primary sponsor on one Andretti IndyCar and associate on another.

Highcroft Builds Excitement

Or maybe that was Pontiac. Anyway, when Paul Ryan, Highcroft’s PR guy sent out a press release about press releases this past Sunday, Murphy just couldn’t resist. It helped that Paul is one of the best in the business, his curriculum vitae including real newspaper journalism, a nascent driving career, commentary for Bathurst and for F1 in Australia, PR for the Don’s Adelaide Race of 1000 Years, Panoz Motorsports Group, and Multimatic amongst other good gigs. After all, there’s no humor in poking fun at a stiff, but neither Paul nor Highcroft are anything like stiffs.

So the Bear was “off and running.” Exciting? Exciting? Murphy may be on the web, but web sites are NOT “exciting.” David Brabham driving for Highcroft. That was exciting – a half decade ago. The Scotsman newlywed? Murphy thinks Holly is, and to some Pink Floyd’s drummer is, but to us bears, not so much. Today, all about the new HPD ARX-01e LMP1 chassis, and tomorrow the third driver for Sebring will be announced.

What Murphy really wants is an announcement of a full ALMS season for Highcroft. He doesn’t think that’s imminent, but he hears they’re busting their collective butts up in Connecticut trying to promote the team and generate funding to do the job properly. A friend told the Bear, “One thing you can bet on with Duncan – he doesn’t do much of anything by halves.  – he’s not about to turn Highcroft into a rental car shop by bringing in blokes just because they have the cash.” Murphy’s friend also pointed out all the teams – de Ferran, Fernandez, Penske, Champion, Andretti – that Highcroft has raced against and have closed their sports car operations. Touché.

So maybe a “press release about press releases” is ok in a nearly desperate time for sports car racing.

Thunderbolt Bankruptcy

New Jersey Motorsports Park filed bankruptcy last week. PR stuff aside, the Bear’s not always gotten glowing reports about the facility and the manner of its operation. But the question here is whether this action will endanger Virginia International Raceway. Why? A partner at Thunderbolt is also an owner at VIR.

Portland under Pressure

The “Noise Control Board” (is that government gone amuck, or what?) is going to vote to extend Portland International Raceway’s noise variance for another three seasons. The Bear’s readers can help race fans in the Pacific Northwest by emailing the Board’s Chairman, paul.vanorden@portlandoregon.gov 

Green Shock

The American Le Mans Series announced its Michelin Green X Challenge formula will include in-race consumption in 2011, admitting it did not last season. (EDIT: The Bear heard from one of his most trusted sources, and John Dagys has also issued a correction. Fuel consumption was a part of the formula in previous seasons.) I guess Murphy should have suspected something when Lord Drayson’s (remember him?) team won both the race and the challenge at Road America by – wait for it – running full rich and taking on extra fuel. Does anyone else see hypocrisy by the Lord (who claims he’s “racing for the planet,”) Michelin, or the American Le Mans Series, which, in spite of its incessant “green rant,” fails to embrace real green racing breakthroughs at every turn, from the Corsa and Porsche hybrids to the delayed acceptance of Dyson Racing’s use of ethylbutanol fuel (which probably should win the Green X Challenge every time out…pond scum…think about it)?

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.

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.

Back on July 7th, Murphy told  you about talks between NASCAR, the FIA, and the folks who run DTM. The Bear’s comments reflected  what was said at a little get-together in Daytona Beach that week. Soon thereafter, Grand Am published its “GT3 Memo,” reported in detail by Murphy’s friends over at Last Turn Clubhouse.

Now ITR – the promoter of DTM – announces that they are working on a joint schedule with NASCAR and Grand Am that would bring 12 races to North America in 2013. Some question the story, one critic writing it’s “BS,” trumped up solely by Hans Werner Aufrech of ITR. If that were so, would Grand Am President Tom Bledsoe (said to be very close to Jim France) have released a statement confirming the general outlines of the on-going discussions?  Murphy suggests you shouldn’t ignore that these talks were announced at that same reception for Grand Am and other NASCAR team owners in Daytona in July.

What’s being described publically by both  sides is the introduction of a separate DTM series of races in North America, that will share weekends with NASCAR-owned series. A few in the paddock speculate that by the time we get to 2013, the DTM cars – some variant – will replace the highly unpopular Daytona Prototypes and thus be “integrated” into the Grand Am show. While it’s not certain that an agreement will finally be signed, everything Murphy hears indicates that the discussions are quite real, and the sides close to an agreement.

Murphy is only a purveyor of Scurrilous Stuff; he certainly can’t compete with the Unvarnished Truth, can he?

At Petit 2010

Thursday evening after night practice, the Bear was at the annual party in the woods above Turn 10; old friends and new stopped by. It was the usual good time, with barley pop and other beverages in abundance. The Bear and friends have spent most of the last decade in that very spot on that very night solving the problems of the sports car racing world.  Now…if someone would only listen…

When Good News Maybe Isn’t

Don’t get too carried away about that prototype HVM says it will field in the ALMS next season. So, HVM is going to do a Lola ALMS prototype program? Are y’all forgetting this is the team that didn’t have the scratch to run a whole Indy Car season? (Edit: The Bear has been corrected. HVM actually made the last race at Homestead after being locked out of its own shop. Apologies for the misinformation. That this is a team “shopping for funding” is still true.) Murphy told you about that last month. This is one of those “we’ve got everything but the funding” deals.

Zytek

Lawrence Tomlinson’s public statement (published widely) would seem to indicate Zytek’s or Ginetta’s involvement in the prototype business will be pretty much “on ice” for the foreseeable future. To Murphy this looks oddly reminiscent of the Creation Autosportif mess, and will likely similarly end badly.

Porsche on the Prowl

Hints of change in the sports car racing world keep trickling out. Grand Am’s approval of single nut wheels and other changes will be applied to Porsche, bringing the Stuttgart company closer to its objective of one race car it can sell in multiple series around the globe. Brumos will race Porsche GT’s in the coming season, and all indications are that the team will get significant factory support.

The Great GTC Scam

The Two Scotts have spent nearly two years telling us the Porsche-only-GTC class was just a matter of convenience. When launched, it was claimed to be the only practical solution for a quick fix of the series’ inability to attract enough entries.

So, of course you thought you’d get something beyond a Porsche club race in 2010. No such luck. When the 2010 season rolled around, it was still too hard to do, Porsches again…but y’all could be excited because some of those Porsches could be different, from different series (though you wouldn’t be able to tell by looking at them).

It had to be a sure thing that you’d get more cars in 2011, right? Then you learned that only one car was being considered, Audi’s R8, already a fixture (and a successful one) on the world GT3 scene. That wasn’t good news, but many seized on it as fait accompli.
Will it happen? Nope, too hard, can’t balance performance, yadda, yadda, yadda…but all bull turds according to Murphy’s sources. Was there a tactical error in Braselburg? Have you seen the GTC entry at the ACO’s Zhuhai Le Mans Intercontinental Cup? Four entries: Audi R8, Audi R8, Audi R8, and Aston Martin DBRS9. What was it the Scotts said? Couldn’t make it work?  Sure.

Count the legs, divide by two, multiply by the event days…

“More than 300,000 fans attend GRAND-AM races in person each year, and millions more watch on television,” said Kevin Hindson, Grand Am’s VP of Marketing and Communications. Interesting stuff. You don’t say “more than 300,000” if you had “more than 400,000,” or even something like 350,000. The Bear’s no math whiz, but 300K at 12 events is an average of 25,000. According to figures Murphy’s seen, the ALMS claims “over 700,000” for nine events, an average of 78,000. That includes two “signature” events (Sebring and Petit) for the Braselburgers, and one for NASCAR’s series. ALMS has one shared weekend (Long Beach) at which accounting for attendance is problematical, as it is for events Grand Am shares with its NASCAR big brothers (July at Daytona, August at the Glen, and Montreal). At best educated guess, television for both series has been stuck around 200K.

Kurt’s

Friday night was Murphy’s second annual Friday Dinner at Petit. One of the local elves suggested Kurt’s in Duluth. The Bear was very, very impressed. Kurt’s and Vreny’s is a self described “European Bistro,” but it’s German enough (as is Kurt) to have been recognizes as one of the top ten German restaurants in America. Wonderful food, excellent service…then Kurt took us on a tour of the most phenomenal collection of motorsport memorabilia Murphy (or his friends) have seen anywhere on the planet.

The Great LMPC Scam

The “Rookie of the Year” is?

Schedule Follies – Part 2

They had to get it out quick. No idea why, but there it is. Then, the TBD date was defeated in Oklahoma City. Other dates move around, or are moved. Even now Road America plans a Saturday race and Braselburg a Sunday date in Wisconsin. Murphy hopes they get together. While they’re at it, why not figure out how long the race will be. The Bear would like six hours. Very much.

Meanwhile, the lack of title sponsors for either of the Baltimore headliners puts that event behind a financial 8-ball. One item about which  fans seem now to be obsessing but Murphy doesn’t share the worry is concern that the returned-to-fall race at Laguna Seca will be shortened from its 2010 6 hour duration. It won’t be.

Anybody know what the television coverage will be in 2011? Neither does the Bear, who’s happy he doesn’t have to raise sponsor money for an ALMS team.

Sincerely dead. Now what?

With key parts now unavailable, the Porsche RS Spyder is – in the immortal words of the Munchkin Coroner – not only merely dead…really most sincerely dead. So, what to race for a team the ALMS sorely needs to return? So far, the only reasonable option is HPD – and do they want to be in line behind Duncan? Other possibilities have drawback that make them unattractive. Contacts with Audi were referred to Audi NA where they dead-ended. A call to Peugeot is likely, but pro forma,  not offering much hope for a program of reasonable cost.

And Dyson? Will Mazda offer enough to make another season like the last two acceptable? Is there hope for any better without an enginectomy? Can the Roush-Yates deal for Grand Am be leveraged into something for ALMS?

Murphy’s Stop-a-Clock Ugly

With the unveiling of the Abruzzi, the talk at Petit Le Mans naturally turned to the ugliest automobiles of all time. There was much conflict but a fair amount of agreement, too. Others mentioned included the Ford Expedition (doesn’t fit in a garage), the Excalibur Phaeton (cheesy copy category), Mercedes Benz Maybach (conspicuous consumption category). Pontiac’s Aztek was on everyone’s list, and somehow dropped off between the Turn 10 woods at PLM and this column. Let’s give it the “Shooting Fish in a Barrel” award, as “too easy,” and allow one more to make the Bear’s final list.  Here are the Bear’s picks:

10.    AMC Gremlin– Took cheap boxy designs to the pinnacle of putrid. Runner’s up here are Chebby’s Vega and Ford’s Pinto. Add Datsun’s B210, Yugo, and Fiat 124 to the Bear’s “catchall and runner-up last spot. Cheap cars that looked the part. 9.    1975 Triumph TR7 – Who knew you could make a sports car look really, really stupid?

8.    1961 Ferrari 250 GT ‘Breadvan’– It turns out a Ferrari got there over a decade before Triumph with ‘La Camionette,’ though it wasn’t Enzo’s doing.

7.    1958 Edsel – No one bought the Edsel because no one wanted to be seen in one.

6.    Tucker Torpedo – Whatever the movie’s script, the Tucker was dead on arrival.

5.    1951 Studebaker Commander – At Studebaker they like the Torpedo so much they decided to build their own.

4.    1958 Oldsmobile 98 – The car that took chrome so far it happily killed the whole idea.

3.    Citroen 2CV Charleston – The 2CV was bad enough, then they gave it this two-tone in a swirl.

2.    1980 Cadillac Seville (Full Cabriolet Roof) – Baroque bad taste taken to a whole new level.

1.    2010 Panoz Abruzzi – The unholy offspring of hippopotamus and a Dyson vacuum cleaner. And the doors don’t fit.

 Numbers

Murphy wrote his first Paddock Poop in July 2005; that’s 64 months ago. With 176 and a few ”specials,” that’s a about three a month, so the Bear hasn’t been as derelect as some of his readers think.

The night of October 3, Murphy and Last Turn Clubhouse passed 2,000,000 visits. That was just 15 months after the two sites logged their first million. Thank you all.

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

Bad luck? Hardly. According to the Bear’s sources, the Keystone Kops routine was on display all week, from an embarrassing rented transporter that ultimately had to be covered up, to an empty hospitality suite for Jaguar executives and their guests  – no furniture, not even a cup of coffee.

Even the mainstream press had serious doubts about the program continuing once they saw it at Le Mans. The Daily Telegraph, UK’s largest circulation broadsheet newspaper, noted Jaguar’s “approval (of RSR’s official support) became rather strained” at Le Mans. Twenty years after the Tony Dowe-managed XJR-12 win, the Gentilozzi Jag went just 18 minutes 30 seconds into the 24-hour race before expiring. Murphy hears now that Jaguar will likely end its support for the RSR program before the American Le Mans Series gets to Miller. Will Jaguar continue with some other arrangement? Perhaps, but not immediately. Meanwhile, some suggest that since it’s been largely a privateer effort anyway, Gentilozzi may try to continue.

Bavarians aren’t thrilled, either

Jaguar wasn’t the only famous make that had a troubled Le Mans. insiders admit Schnitzer was an embarrassment to BMW, too. The betting is that the Bavarians will – or have – express their unhappiness, but won’t “changing horses.” For now Schnitzer will continue as BMW’s most important racing partner.

Porsche wins Le Mans GT2 – maybe

Le Mans GT2 winners – or not? What could possibly be in doubt about the winning Porsche’s motor that would take until “early next month” to sort out. Some wag wondered if the timing was dependent on “the check clearing.” Meanwhile, any marketing value in having won Le Mans is frittering away – except, of course, Porsche has been happy to claim its 98th class win anyway. Since the runner up Ferrari is also under review, perhaps Porsche feels secure because the third place car is another Porker?

A Dane Sprints – and Likes it

Jan Magnussen had his Sprint Cup series debut and loved it. He called it “fantastic; unlike anything I’ve ever experienced.”
“They go two wide and three wide. That’ll never happen in ALMS…here (in NASCAR), they allow you to race and to be two and three wide. Fantastic.”  Yuppers, Jan, the ALMS will pull you into the pits for “avoidable contact.”

Kevin to “Start and Park”

Given the instruction by cash-strapped Kevin Buckler’s TRG to “start and park,” 2000 Cup champion Bobby Labonte decided to walk. Andy Lally will get the opportunity to try to make the field, then park for the cash. That’s good for Andy, who gets a chance to show his skills to the Cup paddock.

Murphy told you about Buckler’s plans for new digs at New Jersey – and his sponsorship troubles – last August. Any chance Buckler’s fancy new shop will progress beyond this photo appears to be fading fast.

Mid-Ohio still “on” for IRL

Murphy’s been sorting through the comments on the 2011 schedule by IndyCar VP Terry Angstadt. Of most import to ALMS fans is his confirmation that Mid-Ohio will remain on the IRL schedule, albeit on a different date, the current one having now been committed to the new-in-2011 Baltimore street race.

With Baltimore and Loudon added, two current events will necessarily be dumped to achieve the series’ preferred 17 events. There could be more, but two seem certain according to Angstadt’s latest comments. Also implied in his remarks to the Elmira (NY) Star Gazette is that any “drops” will be within the events that occur before August on this year’s schedule. Since Long Beach is sacrosanct, it seems certain the only impact on the American Le Mans Series is the changed date for Mid-Ohio. Still to be answered, of course, is whether the ALMS will “follow” the IRL to the new date.

Prototypes Prospects

Expect Highcroft to return as Honda’s “Semi-Official Foot-in-the-Door” entry in Le Mans-style sports car racing. Although there have been statements of interest in an LMP1 engine under the new rules (since that would be a 3.4 liter NA designed-for-racing V8 they actually already have one, don’t they?) what they do will be determined by analysis of the final 2011 IMSA rules (if it and the ACO ever actually get around to publishing those). There’s no way there will be enough prototype entries for the series to restore its LMP1/LMP2 structure, so that class distinction is irrelevant and whichever engine appears to have the best chance to win will be the way this goes.

Murphy similarly thinks you can count on Dyson Racing to return, even though both Mazda money (cut this season) and BP petrodollars (other obligations to worry about) are “problematic” at best. Will Dyson stick to the so-called “little four-banger?” Yes, if the redesigned-for-2010 engine proves to be good over the remainder of this season, and the feeling on the team is it’s off to a pretty good start. As with HPD and Highcroft, the idea of a Dyson “class change” is moot as long as IMSA stays with a single LMP class – which it will do if it isn’t planning seppuku (though it does seem to be working on that).

Autocon’s LMP1 entry depends on Bryan Willman’s largess. He loves to race, but sooner or later will “hit the wall” (see Tom Weickardt). How does the Le Mans disappointment figure in that? Will the team be able to replace Shrek if it needs to? The Bear will score a 2011 return as “probably not.”

Intersport likewise needs one or more Sugar Daddies. Futility got old for Richard Berry, and the new Beverly Hills mark (er, driver) has hardly turned a wheel with a third of the season already gone. It’s a crap shoot to predict a top-class LMP entry for this team the rest of this year, say nothing of next, though the Bear expects continuation of its LMPC and IMSA Lites programs.

There’s some speculation that rule changes could end Cytosport’s Porsche run. Some of that appears to be rooted in an idea that a Porsche LMP1 (not just a modification of the RS Spyder) is imminent. Murphy doesn’t believe it is. So, will Cytosport continue? The team is not (like Highcroft or Dyson) an  ALMS competitor of many years. Greg Pickett is “getting on in years” (his lap times show it). Porsche doesn’t seem eager to support the Spyder (though they will continue to do so if adequately paid). Murphy thinks there’s no more than an “even chance” Pickett and his team will return.

Will Audi return? Yes and no. The “no” first. The R18 is about as substantial as any other video game, meaning it hasn’t made it off the hard drive of the design computer, and won’t until Audi’s board says “jawohl.” 

If it does, Murphy expects to see the new prototype in the Intercontinental Cup events and nowhere else. Herr Doktor Ulrich told a respected radio personality earlier in the spring  that a GT program in the American Le Mans Series is probably the way to go. Murphy would be disappointed if an Audi GT effort was wasted on a GTC entry, but it’s not clear which of those directions (GTC or GT), if any, Audi will finally take.

Everything the Bear hears about Corsa/ARES screams “dead on arrival.” Even the most recent team Facebook update couldn’t find anything more positive to say than “we are in a bit of a holding pattern,” and though they “want to race this year,” the “main concern” is 2011. Murphy puts the odds of even that happening about equal to those he gives to full seasons from Creation and ECO Racing. Both of those are slim and none, hoping in vain for one (or more) of those “sugar daddies,” so much in short supply. It’s a measure of the dearth of interest in racing in the American Le Mans Series that beyond ARES and ECO, Murphy can’t even find a good rumor about 2011 prototype entrants.

Drayson Racing is the one entrant for whom prospects for next season (and this one) have actually improved, due to Labour’s UK election loss. That left Lord Drayson “unemployed,” but now free to take on partners and sponsors. His current Judd V10 will be obsolete by the rules in 2011, and his enthusiasm for losing will be tested at some point (See Bryan Willman), but for now the Bear expect’s the Lord to return.

Unless there’s something out there completely under the radar, the American Le Mans Series top class will include no more than the six entries on this year’s grids with “bumps” in the two Intercontinental Cup races at Sebring and Road Atlanta.

LMP2 Kit Car

Kit car builder Bailey Edwards Cars claims it has six people working on a new-rules LMP2 to be built entirely in South Africa. Nearly two years into the project, there’s nothing to show but Greg Bailey’s chatter about testing in October and some artists drawings. To the Bear it looks like a small-scale US F1. Speaking of whom, they auctioned off US F1’s assets the other day, getting about a million dollars for tools, desks, parts and pieces, the largest of which, one tub, brought a mere $8,000. The You Tube guy, who’s turned out to be more big mouth than big money, seems perfectly happy to let his employees get stiffed on the pay due them. Class.

Peugeot’s Plan

Peugeot’s plan to participate in Petit – or in any of the remaining Intercontinental Cup and Le Mans Series races remains in some doubt. At the start of the season, it was Sebring oui, and PLM non. Then they said PLM ( and China) ouah! (Murphy dutifully booked his trip.) Following the Le Mans debacle, though, reports spread that it was now ah non Petit! (At least.) “Directly from the boss,” wrote one of the Bear’s trusted sources. Whatever. Girls and Frogs reserve the right to change their minds – often. As long as Paddy’s is open, Murphy will be happy.

Where’s T-Mobile?

 An article appearing in “Wall Street 24/7” lists the “10 Brands Most Likely to Disappear” T-Mobile, Kia, BP, Blockbuster, RadioShack, Moody’s, Merrill Lynch. Murphy had to laugh when he saw T-Mobile on that list. The chuckleheads ripping the poor Bear lately are the same ones who were touting VICI Racing’s Porsche T-Mobile sponsorship as “all set for 2010.” Murphy’s still looking for it…maybe later? Hey, corporate budget cycles don’t work like that – approving 2010 money in early 2009. What you saw in 2009 was all that was committed. 2010 was just hope – or hooey. The Bear told you as much.

Abruzzi

Le Mans was something short of a complete success for Don, Danny and the rest of the Braselburg gang. The Abruzzi made it across the Atlantic, but worries it might not make it around cancelled its scheduled demo laps. After a run up and down a nearby airport runway revealed a little problem or two (including wrong-length pushrods – “hey, we were in a hurry”), the Italian-inspired automotive sculpture became a static display at Le Mans, and remains in Europe. Parts packages are headed to Winchester, Virginia, so it’s now up to Tom Milner to see if he can build a racer. According to an observer, “It’s 75-1 on making PLM…against.”

Falken sent three wheels bounding down the track. One took out the Flying Lizard’s defending champions. Does that trifecta wipe out a previous Robertson Racing record of two stray wheels in a single race?

Sebring – Competence (continued)

All excuses (and resigned shrugs) aside. The fact that the GT2 race was ended nearly five hours before the checkered flag by IMSA rules (or the sloppy implementation of same) is stupid. Murphy thinks the ALMS is in the entertainment business, not just for the ticket-buying public, but for the sponsors of Flying Lizards Motorsports and Rahal Letterman Racing, and the rest, struggling for sponsors, all of them. The Braselburg puzzle palace better figure out how to keep those competitors in the show until they lose (or win) the race through their own efforts.

Another AJR

Alex and Holly’s fourth Porsche entry will go to Patrón GT3, not to ALMS GTC.

Fancy Fromage

If you searched Sebring thoroughly, you might have found the elusive cheese curd company. There was this pick ‘em up with a little trailer…

Driving Mr Fehan (part deux)

Murphy tipped his readers that Paul Edwards, Graham Rahal, and Butch Leitzinger  would test with Corvette Racing at Sebring after the 12 Hours. Many, however, were taken by surprise. Perhaps they were thinking that the two new “enduro drivers” who debuted at Sebring meant the cohort of pilots was nicely set.

Oh, contraire! (Some very cultured bears know a little Français.) It may seem that not much changes at Corvette Racing, because, well, it seems everyone else in the sport is swapping out drivers every few minutes. For Corvette turnover has been less frequent. Still, 19 drivers have piloted the team’s Corvettes in the American Le Mans Series.

In 2011, that number will increase by one or more. Driver No. 20 – believed to be a 2011 full-timer – was selected in January.

Not Amused in Winchester

To have someone say the Abruzzi is being built Georgia. Speaking of which, the Abruzzi may be as much Panoz as its GT1 was. Exactly so, perhaps.

Tequila Patrón

First the Braselburger in charge of marketing was yelling at the burger in charge of TV, or, more like yelling at each other. Then it was the agave farmer’s marketing guy yelling at the Braselburger marketing guy.

Someone “forgot” you can’t have liquor on TV before 11:00 AM. (Murphy’s always thought it’s not a good idea before noon, but well, you know the old thing, it’s, like noon somewhere, maybe in the Canary Islands or something.) Anyway, that’s a problem, because it was like 7:00 AM in California when they started the Sebring telecast, so it was “The American Le Mans Series presented by Patrón” instead of “…presented by Tequila Patrón.”

The Bear’s pretty sure if anyone could be expected to know the rules for booze ads and such, it would be an agave farmer’s marketing guy, so Murphy’s not sure why he was handing out the business. On the other hand, Braselburg played in the sportsbook.com fiasco a while back, so you’d think they’d have an organizational memory even if these particular burgers weren’t around.

Le Rat sans Fromage

With the addition of GT2 to the Intercontinental Challenge, the ACO would seem to have settled on GT2 as its premier (or only?) GT class, dumping GT1 in the LMS and at Le Mans in 2011. Will manufacturers ignore the Le Rat-run FIA GT1 championship? Murphy hears yes, which will put the poor little rodent in a big bind when Aston Martin, Corvette, and Maserati leave after 2011, given his GT2 series is already a non-starter in 2010. Le Rat invited the discomfort of manufacturers by excluding them in the first place. What would be your motivation to put your name on the line in a world championship entirely in the hands of…who knows?

The “smart money,” (obviously that’s not the Bear, is it?), is saying not only is GT1 deader than a mackerel, the ACO is looking at the fast disappearance of its lucrative manufacturer LMP franchise (you didn’t really think the club’s only benefit from Audi, Peugeot, and the rest was entry fees, did you?).

So if they’re smart (even – especially? – the French know how their palm is greased), we’ll see somewhat less restrictive 2011 rules (kind of grandfathering without saying so), and increasingly large GT(2) fields, maybe even a class that looks a little like GT3 (no, not the big buck stuff it’s been allowed to become in Yurrup). The Frogs won’t let the premium (or only) GT class be “2”-anything, so look for a nomenclature change.

Music City Motors

The Nashville car builder may now find itself in a lonely position, having built a car to the FIA GT1 spec. Now what do they do with it (or without it). The Bear suggests get serious about the ALMS program they’ve recently toyed with.

There’s a Law against that, isn’t there?

The American Le Mans Series is a bigger poacher than a redneck possum hunter. Lock up your daughters. They got Freescale.  They went after Kohler (from Road America) and lost, but it took the cake when a Braselburger went after Cytosport without knowing it’s Greg Pickett’s own company. Desperation, no shame, or just dumb?  

Where’s the Button?

Scott’s button – the one he wore at Lime Rock – has disappeared. The Bear can spell W-o-r-l-d C-e-n-t-, aw hell, you know who.

The Tucker Rule

Scott Tucker entered two cars. He drove 79 minutes in No. 55; it won, and he collected the points. He drove No. 95 for the required 2 hours. It was excluded. The Tucker Rule (as it stands now, and as the Bear interprets it) is that a driver can meet the newly-mandated minimum by combining the time he drives in two cars, even if one of those rides is excluded by rule. So, the car is excluded, but a driver’s time in it is good?

There are lots of combination that will win a pro-am race if you have two entries.

How did Murphy do?

Once again, the Bear published his Punter’s Guide (Tip Sheet in the colonies). It’s time he owns up to the result.

LMP1 – He nailed it,  but that really didn’t take any talent, did it? If the Frog diesels hadn’t cruised, he’d be closer to that 10 lap deficit he thought likely for the Lola Aston Martin Lola. Some of his readers thought that car had a chance separate from “the field,” but it never did. Drayson’s Lola Judd is a better car. Unfortunately Lord Drayson is one of its drivers. (You Brits better hope the Lord doesn’t buy Manchester United, he’ll look like dog doo in shorts, and play like it, too.)

LMP2 – He blew it. In his defense, you want to make it a parlay with those three teams? Murphy will bet that Highcroft is the better finisher of the three in no less than six of the remaining races on the ALMS calendar. Takers?

GT2 – The poor Bear screwed the pooch again, but Corvette Racing taking both cars out of the running in one incident is grassy knoll stuff. His next pick – same odds as the No. 4 Vette – was Risi (62), with the Lizard’s No. 45 next (taken out by a rolling tire? Give the Bear a break!), and then the two BMW’s. Take out the freak stuff, and Murphy’s got ‘em nailed.

The Bear didn’t provide a line for either LMPC or GTC, and for good reason. Cars fall to pieces, drivers find tire walls, and questionable (even after the fact) rule interpretation. Murphy can’t say he’s much surprised at Alex Job’s sweep of GTC, or a win by Leh Keen.

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

And read Last Turn Clubhouse for a more serious spin on this stuff.

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.

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It appears that all the P2 Acuras except one of Duncan’s will campaign in Europe in 2010. If Duncan doesn’t run his, the Bear hasn’t heard that anyone else will, either. There are multiple rumors around Mr. Dayton’s plans, and they certainly weren’t all settled by a recent DSC interview. The Danbury, Connecticutt, team’s been rumored to be running an Acura LMP1, an LMP2, and a Peugeot. All that might depend on what the time frame is for Duncan’s Le Mans dream – in which he wins. If he plans to use that auto entry, it has to be in the same class; that lets out P2, right? If the ARX-01b doesn’t have particularly good high end aero (it doesn’t), the ARX-02a is nothing short of hopeless – say nothing of trying to win overall with a naturally aspirated 4 liter engine. Absent a really good Wirth Le Mans aero package (one was rumored) and a whole boatload of testing, if Duncan goes to Le Mans with Acura, it won’t be to win. On the other hand, if he does a deal with Peugeot…

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. We get that HPD is going to lease engines – but what about chassis and body spares?

The Bear would put an Acura engine in a Lola and be done with it.

The Reign in Spain?

Murphy hears Penske is testing something from Aichi in Spain.

Brumos

Regardless of previous rumors (and the arrest of a driver/principal source of cash), it seems Brumos is intent on continuing its Grand Am DP adventures. The team recently held a “gong show” at VIR for three different car combinations. The first, a Coyote with a V-8 Porsche motor, had a part failure and crash. A Riley with a V-8 Porsche was also crashed by driver David Donohue, and another Riley blew up it’s flat six motor. ‘Inconclusive” was the conclusion (The Bear prefers “disastrous.”) “I guess it gives the Brumos guys something to do over the winter. Unfortunately all the contestants got the gong.” chuckled the Bear’s source.

Ferrari

Scott Tucker was out testing Dinan-built Ferrari motors options, the largest of which is a 4.3 liter V8. All will be on the short end of the torque curve against the bigger American V8s in the series. Regardless, a Ferrari-powered DP will be on the Daytona grid. It will be joined at Daytona by an F430, with an expectation of more GT entries later in the season – five cars will be built.

Murphy was reminded that “it’s private property” when he saw a lavender Lambo being wheeled around an iconic Florida track by someone whose body type is more suited to NFL linebacker than race car driver. (Then again, football isn’t the family business, is it?) In an on-site boutique of Ferrari stuff, our linebacker wiped out about half the inventory. No wonder Porsche’s cooled a bit on the World Center’s-very-own-sports-car-racing-series. It also makes the point that there’s no “iconic” like “Ferrari iconic,” and that you might waste a lot of cachet by taking the motor out of the piece of sculpture it came in. Which would be the argument not to do what Scott Tucker is working on.

F1 Follies (a semi-regular Poop feature)

Look for Renault to make it nearly unanimous by leaving F1; then we’ll be back to the “traditional two” – Ferrari and Mercedes. Remember when (September 30) the Bear told you the Germans would dump McLaren in favor of Brawn? Now it’s happened, with the three-pointed star “doing a Bimmer” and buying out the independent team inherited from Honda’s pull-out a year ago. A little “bear math” says Ross Brawn made £29,999,000 on the deal – how’s that for a one year return on £1?

New FIA boss Jean Todt is looking for a place for an old friend, but first he wants to get some administrative experience for him. All of which is related to the Bear’s upcoming field trip.

Too quiet? What about 2010?

Spec LMP’s are in the ACO’s plans for the LMS. Murphy’s heard concerns about shrinking fields – that the ACO’s convinced there will be no – minimal – manufacturer participation next season.

The bear isn’t yet ready to speculate on the 2010 ALMS field. Thus far, the rumor mill has been way too quiet, as if nothing is going on. For instance, following rumors of three or four likely sales, only Intersport confirmed an LMPC purchase and named one of two drivers.

Creation advertised (via another of those “interviews” in which nothing new is revealed) for a funded driver (déjà vu). Peugeot said they’ll be at Sebring. It’s Mazola times two – again – for Dyson. No indication whether the Muscle Milk king will expand his schedule – just the assumption he’ll be back in some capacity. Aston Martin? There was a Charouz interview in which the big news was “I can’t say anything about Sebring or Petit Le Mans.” (You just did, Antonin, but good try taking a page from Janko.)

We know about a pair of Patrón-Sharp GT2 Ferraris, and a likely Risi reprise (with no North American place to race it, they’ve canned any idea of an MC12). One more Flying Lizard season seems likely; if Pat Long has the inside story, there might be two teams running four BMW’s – Schnitzer being the punter’s favorite for the second. The Ford-help-for-Robertson story had no legs. Nothing new from Audi – technicians say they’ve been working on a Sebring entry, while management is mum.

There are Toyota and Nissan rumors – as always. Murphy’s not sayin’ they’re without substance, but, jus’ sayin’… The best informed pundits believe that Toyota will take at least a single season without making any new racing move. Nissan might be interested in something in North America based on its FIA GT1 car, but the 2010 budget has no line item. Maybe 2011?

Coming up

Murphy’s off on a road trip later in the week; all about that in his next Poop.

Look for the Bear’s Christmas quiz. Details (including a very special Grand Prize) in this space soon.