Since New Hampshire, after which his season’s winnings totaled $1,608,881, Andy has since raced four times (the Brickyard, Pocono, the Glen, and Michigan) and won $391,000 for himself and Kevin Buckler.

The American Le Mans field through Lime Rock totaled $1,046,000. Since Lime Rock, the thirty-odd ALMS entries have raced three times (Mosport, Mid-Ohio, and Road America) winning between them $319,000, and bringing their total earnings in the 2011 season to $1,365,000. With Andy’s total now $1,999,881, the American Le Mans Series field now trails Sprint Cup’s Street Luger by over $600 thousand dollars. Time is not on the ALMS’ side, since Andy has 13 races remaining; North America’s premier sports car road racing series has just three.

The Market

Forget real estate. The market for racing series/sanctioning bodies has really taken it in the shorts. A few years ago, The Don turned down an offer rumored to be on the far side of sixty grand. A year later, he would have made the deal for a mere thirty, but those same folks had lost interest.

Nobody’s put up a “For Sale” sign on the lawn at 1394 Broadway Avenue, Braselburg yet, but they’ve been “willing to listen to offers,” since some time in 2007. And there have been “extended discussions” with one or more “interested parties.” What happened? Well, the auto business went south – that slammed now-moribund Panoz Auto Development. At about the same time, the real estate market went in the dumper. Most of the value Panoz assigned to his racing empire derived from the real estate valuation of Road Atlanta, that having nothing at all to do with its current use as a race track.

Despairing of selling the whole, The Don spun off Mosport first. What will follow is hard to say. Sebring is a lease, and the leasehold is saddled with debt for a hotel and other (relative to debt) cash-flow-poor property. The series itself? “Circling the drain,” is how Murphy’s friend Miles Geauxbye put it. (The Bear won’t go quite that far, but he does believe that a string of lousy decisions have put IMSA at risk once again.)

The hot rumor at Road America was a story that Duncan Dayton was leading a group of buyers that was (is?) close to an agreement for IMSA and the series. One source indicated that intense talks continue. Only Duncan has been named in this rumor, but it’s nothing he’d do on his own, and insiders agreed others are involved. The belief in Wisconsin was that it was IMSA/ALMS “in play.”

However, since Murphy returned home, he’s heard the discussion now (perhaps always) revolves around the Sebring lease, not the series. That scenario would have The Don retaining Road Atlanta and the American Le Mans Series, the latter as a place to race what? The Abruzzi is dead. If Road Atlanta’s Petit Le Mans loses it’s WEC date (see below), is The Don hanging on for its underlying residential real estate value?  And unless there’s something after the Abruzzi, will The Don keep his sandbox after he’s no longer got a toy with which to play in it?

We’ve been here a number of times before and it all came to nothing. But stay tuned.

Corvette

Chevrolet isn’t happy with the performance of its American Le Mans Series road racing adventures. It’s believed that Corvette Racing is on a two-year “watch.” That may seem like an oddly long period of time – it certainly does to the Bear – but if true it indicates “official” concern for the first time since the auto industry melt-down. Is another driver turnover likely? A Dane and a Monegasque have been mentioned. Though locked in close contests for manufacturer and team titles in both classes over in Grand Am, the Bowtie is concerned about its program there, particularly since the competition – particularly in GT – is expected to stiffen considerably in 2012. One change widely expected is the assignment of factory drivers to more Chebby Grand Am teams full time rather than this season’s part time loans on ALMS open weeks.

It’s even rumored that a Corvette Racing regular will be subbed for at Laguna Seca so he can join Autohaus at Grand Am’s final event. The Bear thought that was a non-starter for a whole raft of reasons, including the fact that the Autohouse drivers lead the GT championship. But since it’s possible to use three drivers in a Grand Am sprint race because each needs only a minimum of 30 minutes, a driver could be added to “save” the GT championships, now down to a scant three-point lead. In any case, It seems there will be a significant reshuffling of Chevrolet’s road racing “assets” before the 2012 season.

Will Corvette move to the WEC? Some say that’s unlikely, since the racing program is supported solely by the North American sales division. But what happens if the competition goes away? Will Corvette be willing to go down that road again?

The Last Petit

Is it already “The Last Harrah” for Petit Le Mans? Murphy’s hearing that although the 2012 WEC schedule will “be based on” (a meaningful choice of words) the 2011 ILMC schedule, only Sebring will be retained. A Japan round at the Tilke-redesigned Fuji Speedway will replace Road Atlanta.

If Sebring is spun off by the Braselburgers, that leaves the series with no “hard” connection to the ACO. Might that be part of the plan? Does that reinforce the rumor that the IMSA of the future will diverge substantially from ACO rules, including even an “open” class?

Robertson on the Ropes?

Robertson Racing is said to be missing from the Baltimore entry. In a Facebook entry, the team says it’s because they skipped Long Beach and don’t have a “baseline” setup for a street course. The rumor mill suggests there’s also a “cash shortage.”

Intersport on the Edge?

They’ve been down this road before, avoiding a significant hit on their racing, but will Intersport be able to shrug off this latest legal trouble for its principal? Yes, Clint is the “owner,” but the IRS has a history of piercing that shield with little trouble.

Jersey Shore

Another F1 race for the United States took a big step forward last week at a meeting in Trenton, New Jersey. The venue will be a street course across form Manhattan (no, not the Meadowlands).

Charm City

Will the Baltimore Grand Prix be “charmed?” An August 13 feeature in the Baltimore Sun was largely positive, but raises the familiar questions about cost/benefit, and doubts about St. Pete’s event.

Is that a Threat?

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.  (Murphy suspects lap times the Acura posted in 2009, and those by Lola-Aston Martin in 2010 might be sufficient – but he doesn’t know.)

50th Anniversary GT Entries

Daytona’s 50th will see a much-expanded GT field.  Look for Mercedes, Ferrari, Porsche, McLaren, and Audi to join.

More Series On the Block

Trans Am will soon be sold to  an investor group headed by Jim Derhaag of Shakopee, Minnesota.   Simon Gregg is said to be the financial power behind the acquisition.

A revitalized Trans Am owned by a group of amateur racers, poses the same threat “from the bottom” (skimming off the wealthy amateur racers) that the WEC presents from the top (skimming off the factory teams).

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

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

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

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

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

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

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

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

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

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

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

LMP Challenge still Fraught with Uncertainty

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

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

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

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

Really good?

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

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

Look for Murphy’s upcoming Rolex 24 preview.

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