The Meaning of Zen, or how I Separated Myself from the Aco Associations are beautiful things, or at least beautiful if they serve a purpose. When Don Panoz took over Andy Evans’ crumbling Professional Sports Car Racing empire in the late 1990’s, he decided he would align himself with the Automobile Club du l’Ouest, leasing the ACO’s rules for its 24-Hour affair, and calling his new road course championship the American Le Mans Series. A Parisian in Atlanta At the time, it was, perhaps, one of the better moves Panoz could have made. Certainly in the years since the ALMS has prospered and grown into a major force in North America. Even so, the lease agreement has tied the ALMS to the fortunes of the ACO, which for 2004 are in something of a downturn, at least as far as the prototype divisions are concerned. Thus, when the ALMS announced that it and the ACO has agreed that the Panoz group could postpone the implementation of the new 2004 prototype regulations, everyone applauded the move to stick with last year’s scriptures. Still, while the focus is on the short term benefits of leaving the prototypes as is, no one appears to be talking about the potential long term effects of what amounts to at least a loosening of the heretofore ties tightly binding the fortunes of the ALMS to those of the ACO. While, on the surface the relationship between the two as been harmonious, there have been occasional hints that some within the ALMS have chaffed at the restrictions. No visa… no entry. One such moment came a couple of years ago when the ALMS and BMW worked out a formula that would permit the homologation M3 “special” with its race- oriented V-8 engine to continue its ALMS GT division career despite the ACO’s de facto banning of it for its owns 24-Hour show. Without informing the ALMS, the ACO summarily turned thumbs down on the deal, leaving the ALMS with a “Porsche only” category until the recent appearance of the Ferrari 360 set. Quite what the ALMS folks said to the ACO counterparts is unknown at this point. However, one suspects that they made their case in a “firm and direct” manner. After all, why not? To most observers, the increased interest in the Rolex Grand American Sports Car series, especially in the new Daytona Prototype class, has put some pressure on the ALMS. This is particularly true given the fact that the number of potential customers for all kinds of prototypes, the Grand Am’s and those for the ALMS, is not infinite, but has clearly defined limits. 1,2,3…. Go to the head of a class With more than 20 of the Daytona cars already sold, and more sales pending, by the time the ACO sorted out its regulations and new cars were built that conformed to them, there might be a paucity of buyers lining up to make purchases. Now, no one can predict what might or might not happen. Even so, while limited the ALMS seems to have given itself some maneuvering room to preserve its own future as it sees fit, such as using the Daytona Prototype concept in modified form to create a new class of its own. Even though the Grand Am has restricted the DP set in terms of componentry and horsepower, insiders say that the cars, without any changes at all could take as much as 800 horses and use them successfully. Use as different aero package, slap on some “old fashioned” carbon fiber brakes; perhaps even upgrade the wheel/tire packages, and “voila,” you’ve got a car that just might compete on equal terms with the “as yet to be built” new ACO prototypes. Far fetched? Perhaps, but then again perhaps not. Remember, only a limited number of such cars could help make the front end of a 2005 or 2006 ALMS field look far more attractive than it otherwise might be. Would the ALMS ever consider going this route? For that, one would have to ask them; a question that probably would be answered in the negative, if at all. Still, don’t bet against the fact that the ALMS and its Panoz-controlled sanctioning partner, the International Motor Sports Association (PSCR restored to its original moniker) will be thinking about along those lines. Bishop takes Knight The announcement from Paris may appear at first to be “localized,” temporary move to fix a singular momentary problem. Yet, its real importance is that it seems to open the door to a future independence that could radically improve the ALMS’ position in the marketplace. Keep in mind that IMSA founder John Bishop had no problem telling the European what they could do with their rules when he felt the FIA’s “fuel economy” Group C concept was wrong for America. Bishop told the FIA and Le Mans what they could do with those scriptures while instituting his power-to weight ratio based Camel GT Prototype class that was quite similar to Group C, but embodied the characteristics Bishop thought would sell on his home turf. Ultimately, Bishop was proved right. Maybe history is about to repeat itself, this time for the betterment of all. |
Bill Oursler |
