When is good, too good? Bill Oursler looks at the process For those of us who suffered through the educational process, getting by was an immediate goal, excellence was a long term aspiration dimly seen in the distance. In truth the backbone of civilisation of is nothing less than the pursuit of this often elusive goal; that is with the one seeming exception of motorsport. Racing’s priorities appear in many cases to be elsewhere. Equality, not excellence is number one for the majority of those drafting and enforcing the rules, or at least, given past and present circumstances, that’s what your columnist sees. But, then I could be wrong, as on many occasions people say I am. Still, I don’t think so; not this time around. The Backwards Completion Principle - part two This past weekend the Rolex Grand American Sports Car Series began it's season at the Swiss company’s Daytona 24-Hour enduro. The Grand Am has banked its future on equality, deliberately capping technology and innovation in favor of cost effectiveness, regulatory stability, and close competition. For the Grand Am folks, “the show’s the thing.” And, to be truthful it is hard to argue that the Grand Am is wrong. In the past several seasons, since the introduction of the rules limited Daytona Prototypes at the start of 2003, the population of these very different sports racers has grown from less than ten to more than 50. Additionally, the Rolex tour has produced some the best racing seen anywhere in the befendered spectrum. And yet, the Grand Am has had a hard time getting attention from the public. Talk to its management, people such as Grand Am’s president Roger Edmondson, and they will lay the blame on themselves, noting that until recently, their marketing efforts have been something less than "“world class.~ Clearly promotion is the one area where there is room for improvement. But, when one talks to the traditional base for road racing, particularly in North America, the reason for the Rolex’s dismissal is less about promotion and more about the cars. In short, the traditionalists don’t like them. Take out some insurance “They look ugly, and frankly, I don’t want to spend money to see them, no matter how large the fields, or what major stars might be driving them.” is the thought most often heard. As we put it in America, “Pays your money, takes your choice.” Right or wrong, it is a brick wall that the Rolex camp will have to either surmount, or break down if it is to achieve the kind of public acceptance it is seeking. If the Grand Am has codified the pursuit of enforced equipment equalisation, there are others who are just as focused on that same goal, only in a more informal way. Unfortunately, they are in the business of selling high technology motorsport to the public. Chief among them are the organisers of Le Mans, the Automobile Club de l’Ouest, or ACO, from whom the American Le Mans Series leases its technical regulations. Years ago, Le Mans was the haven for innovation, and even today with its new emphasis on diesel and hybrid technology, it remains so. Unhappily, however, if someone comes up with a better mousetrap that might upset the ACO’s agenda, then that individual or company is penalised for its inventiveness. Such was the case several years ago when BMW produced a very special lightweight M3 coupe that pushed the regulations to their limits and BMW’s Porsche opposition beyond theirs. The result, even though both Zuffenhausen and Mercedes had been allowed to run similar cars, was the ACO’s decision to cripple the BMW to such an extent that it was effectively outlawed from the both Le Mans and the ALMS. The license of the slams In more recent times the ALMS has fortunately become more independent. The BMWs, in less radical form, are back, and the Audi R8’s will continue to be allowed to run, even though they’ve worn out their welcome at the Sarthe itself. Still, there is the question of the new Porsche RS Spyder, a pseudo LMP2 entry that seems to have the potential to win overall in America, or even possibly the 24- hour classic. If the new Porsche lives up to its potential, what happens then? In the past, the German manufacturer has been penalised for being too good, the last time coming at the end of the 1980’s when IMSA officials effectively legislated the 962’s out of the Camel GT, a decision which most believe led to the championship’s downfall several years later. There seems no question that the RS Spyder even in its LMP2 form will be a dominant player, and while that might be good for the ALMS in the short term, how will this situation play in the longer view? Will there be cries for its performance castration as there were in the past, as was the case with the Porsche 917/30 turbo in the Can Am back in 1973? The decision by the SCCA to cripple that car not only removed it from the series’ roster, it removed the series itself. People it seems want to see a reaching for excellence and it would be good for all involved to remember that. |
Bill Oursler |
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