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Grand Am
GRAND-AM: DP Changes Planned For ’11, ‘12
Body, wing, chassis and tire changes being evaluated, along with turbo engines.
Marshall Pruett  |  Posted August 21, 2010  
Daytona Prototype cockpit dimensions are expected to be reduced for 2012, and heavier auto manufacturer visual cues are also expected to be seen throughout a revised bodywork initiative. (Marshall Pruett)
The future of the GRAND-AM Rolex Series has been a hot topic of debate lately, with rumors circulating about sweeping changes to both the Daytona Prototype and Grand Touring classes, the possible allowance of FIA-spec GT cars and even a collaboration between the series and the DTM.

While many of our questions about the direction of the series were asked to be held for a future Q&A session, GRAND-AM Vice President of Competition Dave Spitzer focused on the potential changes to the Daytona Prototype class over the next two years and beyond in an exclusive interview for SPEED.com.

“There are two categories of change that we are contemplating right now,” said Spitzer. “One category is small things that would increase the attractiveness for the current teams or for a Pro-Am driver who might like to come to GRAND-AM in 2011.

“The other category is a more comprehensive revamp of the Daytona Prototype concept that is being communicated to constructors and OEMs and would attract investment that I believe will really grow the series more comprehensively from 2012 onwards.”

Daytona Prototype constructors met with GRAND-AM in early July to discuss alterations and updates to the class, with a number of meaningful changes being highlighted as priority items to introduce over the next two years.

Alterations to the dimensions of the greenhouse – the enclosed cockpit area – to achieve more balanced proportions to the rest of the car was listed as an area for development, along with making it easier for auto manufacturers to create bodywork that bears some form of corporate or road car identity.

GRAND-AM made the provision for auto manufacturers to introduce their styling cues in DP back in 2007, but to date, no one has stepped up to transform the appearance of a Riley, Dallara, Lola or Coyote chassis. Spitzer is optimistic this will change for 2012.

“We certainly think so. It was my perception while still working for GM Racing that the approach was to float the idea of an OEM-branded DP car, but not to pursue it with vigor. It’s natural that with something as comprehensive as a body redesign, it will take a lot of work. It takes a lot of questions, a lot of negotiating, a lot of balancing and finding middle ground and working through problems. At that time, there were problems that surfaced, and I don’t believe there was a concerted effort by GRAND-AM to push through those problems.

“For 2012, it is the focus and highest priority for me and my team to work through those problems. There are a number of problems that have still surfaced, and a number of solutions that are being negotiated with OEM representatives and with the help of NASCAR and GRAND-AM leadership. That’s the big difference, the degree of commitment and energy level to try to generate that change.”

Chasing the dollars and interest of auto manufacturers has become the mantra for most road racing series today. The IZOD IndyCar Series has sent its CEO on a world tour to visit with a long list of manufacturers, and Spitzer confirms that GRAND-AM is also talking with many of the same brands about joining the Rolex Series.

“That really gets to the heart of the matter of what we’re trying to do as we move forward. Every business is far more focused on results produced with less cash and with less people these days, and I know we can provide the OEMs with a pretty good deal that offers a balance of the two. The operating budgets in GRAND-AM are more customer and team-based than having the OEM’s fund the entire program, which I think is important. Some road racing series expect the OEMs to spend huge amounts of money to participate, but we try to see beyond that model. OEMs will contribute to the top teams to ensure success, but those team funds will remain balanced.

“We expect many OEMs will invest some advertising dollars in creating a body with their design language, and use the rest of what they can for paddock activation and communicating about their street cars to the fans. And with the Continental [Tire Sports Car Challenge] series, we offer another piece in the puzzle for very low cost to them.”

DP constructors have been asked to submit proposals on how to alter the overall looks of their cars without losing their identity, and while those concepts are still being developed, another area GRAND-AM is investigating is a dual-element rear wing.

Using a single-plane rear wing has been the DP standard so far, but as Spitzer shares, with the anticipated reduction in size of the greenhouse, the overall aerodynamics and downforce of the 2012 DP car will require a major re-think, hence the possible move to two elements.
The current single-element rear wing could be replaced by a dual-element design for 2012. (Marshall Pruett)

“One of the things going on in reference to 2012 is if we change the proportion of the greenhouse and pull in the sides, we will decrease the car’s frontal area, which will make the cars faster. We will also increase the amount of clean air that gets to the rear wing, making the rear wing more efficient. The natural reaction would be for teams to reduce the angle of the rear wing because it’s more efficient, and that could allow the car to go even faster.

“So you will have a primary speed increase from a lower frontal area, and you will have a secondary speed increase from getting the wing trimmed out, and both of them will add up to higher top speeds, which is not really the goal. Adding [another element] to the rear wing will increase downforce even more, but should also increase drag, potentially reducing top speed back to current levels. The increase in downforce from a more cambered rear wing will help everyone, because it will help the overall stability and grip of the car. It will speed up the Daytona Prototype in terms of lap times a little bit, but it will also provide a nice drag parachute that will offset some of these other changes.”

For 2011, GRAND-AM is looking to alter the size and angle or the rear wing end plates, with the dual-element rear wing to follow a year later.

“The more comprehensive rear wing design is being discussed for 2012, while 2011 has the potential for a rear endplate change. Number one is to use the wing endplates to balance the proportion of the Daytona Prototype car and gain a small amount of downforce to help overall balance.”

Spitzer confirmed that other than the rear wing end plates, the 2011 DP cars will look the same.

“Correct, there are no other major changes to the exterior of the cars for next year. 2012 is our main focus in that department.”

With four constructors actively competing in DP (that number jumps to five when a Crawford chassis is entered), GRAND-AM is fortunate to have a number of options for its entrants to choose from. A new constructor would add even more variety, but Spitzer says they will probably stay with the five they already have.

“We are not actively seeking new licensed constructors. We’re trying to work with the ones that have invested to help get us to this point.”

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