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GRAND-AM
DAGYS: The Future Without P1?
John Dagys' take on the conceptual class structure for the unified sports car championship, and the lack of the LMP1 class for 2014...
The ALMS P1 class has been an integral part of the series' international link, often featuring some of the leading international factory teams with its longstanding contingent of U.S.-based privateers. (Photo: John Dagys)
Friday’s announcement confirming the class structure for the unified North American sports car series finally put to rest months of uncertainty and speculation over the exact make up of the new-look championship, set to launch at the 52nd Rolex 24 at Daytona next January.
A quick glance at the list confirms a blend of existing categories from the American Le Mans Series and GRAND-AM Rolex Series, as expected. Both of the series’ highly successful GT classes will carry over, while cars from GRAND-AM’s new-for-2013 GX category will also be embraced in some form, with the popular PC ranks remaining part of the show, much to the delight of pro-am driver lineups.
The premier prototype category, however, offers an intriguing integration of equipment from both series. GRAND-AM’s flagship Daytona Prototypes are now set to battle with ACO-spec LMP2 machinery, as well as the Ben Bowlby-designed DeltaWing. A series of performance and aerodynamic adjustments are planned in order to have the three significantly different platforms each race for overall wins.
While the rules-makers no doubt had a daunting task in consolidating the eight categories -- spread between the two current championships -- down to four/five for Year One, they have omitted arguably one of the most iconic classes of the past decade that has not only bridged the gap to Europe and beyond, but has also defined the essence of technological innovation and freedom.
From diesel-powered prototypes to the first-ever gasoline-electric LMP car and cutting-edge fuels such as Isobutanol, the LMP1 category has served as a hotbed for new technology. While considered the most expensive sports car platform, with manufacturers such as Audi reportedly having a nine-figure annual budget, the class has offered some of the most exotic-looking pieces of machinery, which has grown to be symbolic of the ALMS, no matter if fielded by a high-dollar factory squad or a modest privateer.
But make no bones about it; LMP1 has been on a rocky road for the better part of this decade. The category struggled to find its feet following Audi’s withdrawal from the series in 2008, and often saw rather dismal two or three-car fields at the majority of the regular-season races since.
But a recent series of events, including an influx of potential privateer teams from the FIA World Endurance Championship and the lure of competing in some of North America’s crown jewel races and fighting for overall wins, has seen a new lease on life for the once-doomed class.
And it raises the question whether LMP1 should be actually eliminated for 2014?
With ALMS stalwarts Muscle Milk Pickett Racing and Dyson Racing having invested in new machinery just last year, along with the commitment of at least one Lola B12/60 Toyota from Rebellion Racing and the likelihood of additional entries from the U.S. and Europe, LMP1 is set to have its largest field in more than three years.
However, 2013 is now set be the final year of the category, at least under its current guise. And the ironic twist is that LMP2, the much-hyped but yet-to-deliver cost-capped prototype platform, will take center stage alongside the DPs in the unified series, a category that has yet to see a single confirmed entry for the upcoming ALMS season.
While LMP2 may be the hot ticket in Europe and the WEC, thanks to its relatively cost-effective and gentlemen driver-friendly platform, it has yet to take off in the States. And with pro-am driver enforcement unlikely for the top class in 2014, LMP2 could very well end up being dead in the water on this side of the pond.
A quick glance at the list confirms a blend of existing categories from the American Le Mans Series and GRAND-AM Rolex Series, as expected. Both of the series’ highly successful GT classes will carry over, while cars from GRAND-AM’s new-for-2013 GX category will also be embraced in some form, with the popular PC ranks remaining part of the show, much to the delight of pro-am driver lineups.
The premier prototype category, however, offers an intriguing integration of equipment from both series. GRAND-AM’s flagship Daytona Prototypes are now set to battle with ACO-spec LMP2 machinery, as well as the Ben Bowlby-designed DeltaWing. A series of performance and aerodynamic adjustments are planned in order to have the three significantly different platforms each race for overall wins.
While the rules-makers no doubt had a daunting task in consolidating the eight categories -- spread between the two current championships -- down to four/five for Year One, they have omitted arguably one of the most iconic classes of the past decade that has not only bridged the gap to Europe and beyond, but has also defined the essence of technological innovation and freedom.
From diesel-powered prototypes to the first-ever gasoline-electric LMP car and cutting-edge fuels such as Isobutanol, the LMP1 category has served as a hotbed for new technology. While considered the most expensive sports car platform, with manufacturers such as Audi reportedly having a nine-figure annual budget, the class has offered some of the most exotic-looking pieces of machinery, which has grown to be symbolic of the ALMS, no matter if fielded by a high-dollar factory squad or a modest privateer.
But make no bones about it; LMP1 has been on a rocky road for the better part of this decade. The category struggled to find its feet following Audi’s withdrawal from the series in 2008, and often saw rather dismal two or three-car fields at the majority of the regular-season races since.
But a recent series of events, including an influx of potential privateer teams from the FIA World Endurance Championship and the lure of competing in some of North America’s crown jewel races and fighting for overall wins, has seen a new lease on life for the once-doomed class.
And it raises the question whether LMP1 should be actually eliminated for 2014?
With ALMS stalwarts Muscle Milk Pickett Racing and Dyson Racing having invested in new machinery just last year, along with the commitment of at least one Lola B12/60 Toyota from Rebellion Racing and the likelihood of additional entries from the U.S. and Europe, LMP1 is set to have its largest field in more than three years.
However, 2013 is now set be the final year of the category, at least under its current guise. And the ironic twist is that LMP2, the much-hyped but yet-to-deliver cost-capped prototype platform, will take center stage alongside the DPs in the unified series, a category that has yet to see a single confirmed entry for the upcoming ALMS season.
While LMP2 may be the hot ticket in Europe and the WEC, thanks to its relatively cost-effective and gentlemen driver-friendly platform, it has yet to take off in the States. And with pro-am driver enforcement unlikely for the top class in 2014, LMP2 could very well end up being dead in the water on this side of the pond.
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