Rolex & Sebring Round Up
Contrasts
© Gary Horrocks

It was a week of contrasts.

First off, there was a race. An all-star type event, matching drivers from all sorts of racing arenas, racing for glory and a watch. An ungodly huge number of cars and drivers.

Then there was a test. Well, testing interrupted by media announcements.

I guess for lack of a better place to start, I’ll start with Daytona. Great line up of drivers. Good people involved. Unfortunately, I just couldn’t get into it. The competition is close and such, but there didn’t appear to be any excitement to me, as an observer. This is a race – the biggest one in the Grand-Am Series, and it just never seemed to get off the ground. 

After the first session, I told myself that it’ll get better. It’s only the first session. This continued through the next sessions, night practice and then through second qualifying. OK, the race will be better – it has to. By 6:00 that night, I was back at my hotel, crashed. Yes, the TV was on, as was timing and scoring, but even in a medicated state, it just didn’t matter much.

OK, I’ll get some rest and make it back to the track for the last few hours of action. When I was coherent enough to see what was going on, well forget that. Both classes were pretty much decided. So I checked out of my hotel and hit the road.

Yes, I know it is a 24 hour race, but I’m not sure it ever turned into a race. In the practice sessions, it was the teams all on different strategies. Some were bedding in brakes, some were getting their lesser experienced drivers up to speed and some were setting up for the race. There just wasn’t anything indicating that a race of importance was soon to be happening.

Same for qualifying. I was in the media center when it started and ended. You never would have known it was happening.

As far as the race, well I’m not convinced race is the proper label. How about endurance exhibition? The only real racing (rather than close running) was to avoid going a lap down or to get a lap back and even then, most of that occurred during the six hours of yellow flag running.

I know the drivers were out there giving their all, as were the crew members, but maybe it’s reached a point in this series where all of the cars are so identical that it simply comes down to driving around just fast enough, avoiding trouble and being the last man standing.

Yes, I know that is what endurance racing is about, down to driving around just fast enough, avoiding trouble and being the last man standing, but when there is no visual excitement from the cars or the dicing on the track, it becomes tedious. Very tedious.

To those team and drivers that I failed to get with during the event, I’m sorry. The intentions were there. Unfortunately the way wasn’t there.

What way is Grand-Am planning for the future though? DSC’s Editor tells me that, in AUTOSPORT’s January 24 edition (the day the Rolex 24 meeting began), Roger Edmondson is quoted as saying, under a heading that G-A could be renamed as NASCAR sportscars, that “It is clear NASCAR has international aspirations and it is clear they are not going to be successful around the world on ovals with American sedans. It is obvious that road racing would be the most likely vehicle that would allow NASCAR to go international. Either they could buy content or build content. G-A is right here and we have content."

So NASCAR sportscars? On another continent too? Latin America?

For me personally, the stay in Daytona rewarded me with a stop I’d always wanted to make, but never took the time. On Speedway, as you head towards the beach from the track, there is a music store. I’d like to say record store, but many don’t know what those are any more. Anyway, I took the time to stop in and was blown away. It was like traveling back in time to 20 or 30 years ago. Yes, it was a record store. Vinyl, new and used for as far as I could see. Amazing, just like I remember them being when I was in college. Yeah, there were CDs too. As I was in the middle of a read about the LA music scene in the mid 60s, I came out of the store with a CD by the band Love, titled Forever Changes, for the drive to Sebring. Nothing like a bit of psychedelic music for the drive to Sebring… It’s just unfortunate that I may never be back again to enjoy the shop.

As far as a drive, I’m now a firm believer that there are no scenic or entertaining drives in Florida. It seems like every road is the same. On and on and on… I wasn’t sure if I’d ever get to Sebring, but I finally did, taking in the simple memorial to Bob Wollek along the way. It brought me back to my first visit to Sebring, showing up on race day and getting the word that Bob was killed while on his bike. What a somber way to wake up on race morning.

But I then remembered the other times, seeing him race in person, on TV, or mentally through written words. Seeing him “moon” Bruce Leven in the Portland paddock in 1989, remembering his comments about sharing the car with AJ Foyt for the win at Daytona in 1983… Bob, there weren’t many like you.

Anyway, arriving at Sebring got the juices flowing again, even while in a still medicated state. Of course, the presence of the Peugeot was highlight. The initial thought was that it may take them some time to get up to speed, but in reality, that was not the case. The team came prepared and other than having an issue with the oil filter on day one, it was pretty much a stunning debut for them on American soil.

A very Gallic look, Nic (right).

From all indications, it is not a matter of if they’ll return to race here, it’s more a matter of how many races they’ll do. Count on them for Sebring, and even IMSA and ALMS officials were optimistic about the chances of them returning for possibly Petit and Laguna. Peugeot has the speed - but Audi has the winning experience.

Of course, the announcement of the Bell Motorsports Aston Martin was well received, as it means that there will at least be an addition to the typically yellow GT1 class. It remains to be seen how capable the team and the car is for the season, but even worst case, at least it is some variety out there.

But there was more to the Winter Test than that. Tafel and the new Ferrari were impressive and I’m not sure if I’ve ever seen Tony Dowe so up-beat. Well, at least in the last year. He saw me standing back, behind their area in pit lane, and actually walked back to me to discuss things. Usually people hide when they see media types lurking about. And this was no “yes, we’re happy with the way things are going - we’re making progress…” type of comments. It was a genuine joy about what he and the team were experiencing with their first real test with the Ferrari. This team could definitely make the GT2 class interesting this season. Tony feels that his driver line up is capable of taking on anyone in the class. And the car? It couldn’t be better for him. It could be quite a run for the championship in the class.

Everyone has done well to get to this point and provide us a great base from which to progress,” said the supremely happy technical director. “Thank you to Ferrari, Michelotto, Michelin, our drivers, engineers and crew."

Also at the track with their Ferrari was the Steve Pruitt Corsa entry. Coming into the series with limited experience, plus with the new Hankook tire, it will be a learning season for them. A few familiar faces were recognized amongst the crew. This will, along with the solid driver line up, be a huge help in keeping the team headed in the right direction.

Speaking of drivers and crew, it wasn’t unusual to see un- or underemployed crew and drivers walking around, making their presence known. It can be a cruel and unforgiving business, especially when it comes to timing.

Dyson Racing appears to have emerged from the off season as a team that is re-focused on re-establishing itself as one of the top teams in the sport. 2007 was a tough transition for the team, and while the actual lap times at the test do not indicate their true capabilities, the direction that the team is taking is the proper one, starting with a new baseline set-up, based upon information gathered at a recent shaker rig session.

The presence of Porsche support for the team is higher that it ever has been, which should help in getting the closer to the level of the dominant Penske squad. “It has been rewarding making new friends at Porsche,” commented Rob Dyson. “Racing is a people business that relies on good competent people who step up and assist their competitors,” he says of the increased Porsche assistance.

“Marino is known for his concentration in a race car and this test confirmed his singular focus on getting the most out of the car,” noted Chris Dyson. “We came here to try out some new ideas. We weren’t going for outright speed.”

Marino focus, left.

Penske, efficient as ever, just went about their program, running their development as had been planned. The team was the target for everybody in the LMP2 class in 2007, and indications are that this will not change much for 2008.

But, the Japanese presence in the class is aiming to create the biggest waves. The Acura teams are sure to benefit from the new class weight regulations, which was essentially their running weight last season, while further development and refinement, aimed at speed and reliability, ought to close the gap to the others. They were close last year many times, and if it wasn’t for some reliability issues, especially in the gearbox, there might have been some even more impressive results for the manufacturer.

David Brabham had a moment on Wednesday that could have been much worse than it ended up, when his steering locked. It appeared as if the other Acura cars were kept off track until what actually happened was resolved. This is another decision that shows the proper thinking that has been with this program since the beginning. Expect their second season to be even better than their first…

Upping their level also was Mazda. The presence of the Lola with greater sponsorship shows the increased level of commitment that Mazdaspeed is giving to this program. While it still pales in comparison to what Porsche and Acura are spending, it does show that there is a desire to up their game. The Yokohama tires appeared to be a better fit for the Lola, at least early in the game, as Ben Devlin said the times they were turning in the test were faster than they had ever been at Sebring. Favorites for a win? Not yet, but could and should be closer than they have ever been.

John Doonan was one proud father figure at the track, especially after the Mazda win in the GT class at Daytona. He has the right to be so, as his programs are all headed in the right direction. But I will argue with one comment he made, concerning the GT win. He said something about the relevance of winning in the GT class. Well, in my eyes, the relevance of a tube framed RX-8 beating an assortment of other tube framed cars and a large assortment of production based Porsches just isn’t there. Yes, SpeedSource ran a great race and deserved the win, but I can see no reason to imply that the RX-8 is a better car than a Porsche 911 variation because of the win at Daytona. 

Risi. What can you say? The Melo/Salo pairing will be tough to beat. The second team car appears set to continue as it did last year, running in Krohn Green at least three times this season, with a revolving door of drivers for the remainder of the year.

And Audi. What are they going to be doing? The expectation is that they will return to the series on a full time basis, but there has been no announcement of the sort as of yet. It was the same last season too, so this may wait until after Sebring. It was evident that while the team had their own expectations for the test, they were more than a bit concerned about the pace the Peugeot was showing, especially so early in the test. Dindo Capello suggested there was no way that an Audi could match the 1:42 lap turned in by the Peugeot.

Tom just looked cool...

At PTG, Tom Milner (Snr.) was quite up-beat concerning the season. Development has progressed quite well on the car, with a new chassis, in-house engine development and other developments being done to the car. The latter half of the season showed progress by the team, speed wise, only to be let down owing to other issues. An off season of development appears to have addressed these issues. What will be the most interesting is that the team expects to debut new bodywork by the race at Sebring. Could this be a darkhorse in the class? Milner seems to think so. Drivers? Unsettled at this time, but as Tom (team owner) stated, “we can get drivers anywhere...”

That said, it appears as if his son may step into the car for the full season, as both Bill Auberlen and Joey Hand have Grand-Am commitments that will take their time away from the ALMS in 2008. 

The Intersport team was also present, representing the true privateer entrant spirit. Unfortunately the team suffered engine issues during the test, limiting their track time. On the first day, the team ran an old engine, which had sat in the car since the end of last season. Unfortunately it had issues and the team pulled it before it expired. Jon Field had indicated that he was quite happy with the combination they were running and expected no changes during the season.

Missing, and creating a large hole as far as the test, were the Porsche GT2 teams. This year, that will be the Lizards (x3 confirmed), Farnbacher-Loles (x1.5 is rumored) and Vici (part season according to Porsche). Unless something changes, that’s it. The first opportunity to compare times will be at Sebring in March. Was Porsche able to bridge the gap to the Ferrari? I guess we need to wait to find out.

The three days were crammed with news and information about the upcoming season. The news out of the ALMS appears to continue to be up-beat. The green campaign strategy should bring about greater visibility for the series in the mainstream press. The competition appears to be strong, on paper at least. The ‘competition’, in terms of Grand-Am, appears to make no acknowledgement at all of green issues – or the latest technology. It is just a show: 60 plus cars in two classes, hammering away for 24 hours. Spec. rubber, almost a spec. chassis, spec. electronics, spec. clutches and brakes to come.

The drivers love Grand-Am for the door handle to door handle action, but if there’s no climax (because only one car in each class has made it to the end trouble-free), what is the point of using at that fuel? At least they’ve got fuel injection, I suppose.

But G-A is attempting to improve its show, Robin Liddell offering the opinion that “the revised safety car system was a great improvement, although the organizers were frustrated that some drivers don’t catch up (to the tail of the queue) as quickly as they should do, which seemed to extend the cautions longer than they should have lasted.”

Liddell also used the expression “30 cars battling for the same piece of track”, which neatly sums up what Daytona is all about these days (from the drivers' perspective at least). And in talking about DPs and their steel brakes, he made an interesting comparison between the Rolex 24 and that other 24 hour race, in France.

“Into the first chicane on Mulsanne, the GT2 cars are braking at 200 metres, the Audis at 120. The closing speeds (just before the prototypes brake) are huge: you just couldn’t contemplate that at Daytona, into T1 say. There, your line under braking is often a compromise, and with all the traffic, it’s much safer to have everyone on steel brakes.”

Anyway, back to Sebring, and the reality of it was that there really wasn’t enough time to take it all in. Many, including the teams and media members found the schedule made it very difficult to get done what they wanted. It wasn’t helped by the lack of live timing and scoring availability at the track. OK, it was only a test. Were the times turned indicative of the true capabilities of all those involved? Not likely, but the availability of the times during sessions sure would have been nice to have, instead of after the session was complete.

But there is still the question of car count. The count should hold to a similar level as last season, but some of the expected additions have not yet been seen and we appear to have lost at least two teams in the off season. Of the new cars expected, it appears as if the GT2 class Corvette is still going through the ACO approval process, while it appears as if Ford may be dragging their heels on the approval process of the Ford GT (more news of that car’s homologation is imminent). Seems they don’t want the car to appear on track at Le Mans, which a team intends to try to do. Confirmed facts? No. Comments by various people in the sport? Yes.

Dodge’s inability to fund Viper improvements has limited the participation in the series to only one Viper, by the same team, Prime Time, as we saw last season. The driver line up will be different, but the team will return. 

Still being brought up as future possibilities for entering are Lexus/Toyota, Nissan and BMW. Some stories just won’t go away… The same for the Rahal/BMW story, which was commented on by multiple sources. Will it happen? Maybe or maybe not, but it’s an interesting diversion, isn’t it?

There is something refreshing and innocent about the pre-season, isn’t there? Everybody has the opportunity to be competitive. Sort of like spring training for Cubs fans – this is the year, for those who are eternally optimistic.

As you can see, I’ve rambled on more about the ALMS than Grand-Am. To me, having 10 cars on the lead lap is not so important. I want to see new cars, new technologies – cutting edge stuff. A NASCAR-ized road racing series, as it stands, just isn’t doing it for me. The car count, to a degree isn’t all that important. It doesn’t take 20 of the same cars, running at the same speed, to get me going: that’s like touring cars. The prospect of Audi vs. Peugeot is drool-worthy to me, as is the possibility of Audi vs. Porsche vs. Acura. And GT2 looks like it could be as good as ever, maybe better.

I guess I’m a traditionalist. Give me what I saw for the last half of the week, even if it was only a test, especially when given the other option of an endurance exhibition.