As a former engine man at GM Racing, Spitzer is using his background in naturally aspirated and turbocharged racing engines to spearhead a new, more open approach to allowing different types of powerplants in DP in a few years.

“In addition to the next generation of [naturally aspirated] engines, we are also actively considering turbochargers for Daytona Prototypes. We believe that the future will involve having turbocharged motors more prevalent on the streets. Turbochargers are a very efficient device, and will be part of auto manufacturers’ portfolio going forward. From an auto racing point of view, the turbocharger represents a specific and unique challenge to balance normally aspirated vs. turbocharged engines. Based on my experience with both types of engines and the lessons of history, we are mindful of the differences between unrestricted NA motors and restricted turbos. We will reach out to a number of partners, both at-large and current GRAND-AM partners, to seek input on all subjects. We are working on a model to develop a balanced performance program, and we’re talking to several manufacturers already about the potential to introduce turbos in 2012 or 2013.”

GRAND-AM's large displacement naturally aspirated engines could be joined by smaller, turbocharged motors in 2012 or 2013. (Marshall Pruett)

The move to a more shapely DP body and the allowance of turbo engine might rankle GRAND-AM diehards, but both items are needed if the series wants to reflect the changing automotive landscape. Spitzer feels that by allowing the DP cars to evolve in a new direction, they can capture new fans while staying true to their core values.

“I’m a sports car purist; I love Rolex Series competition because we have a very simple two-class race, and we’ve got constant action. That won’t change. We are not embracing widespread aerodynamic creativity and innovation, and I want to make that really clear. Those are the greatest sources of cost and performance differentiation, and they also lead to big spikes in budgets and speeds. It widens the gap between the teams, which in turn ruins the racing.

“For us, and by increasing the attractiveness of the Daytona Prototype – changing the proportion of the greenhouse, changing the rear wing and adding to the mechanical diversity of the engines – we are attracting the interest not only of sports car lovers, but [also] the interest of the manufacturers, along with people who currently do not follow sports car racing but are going to discover it.”

Big ticket items like engines and bodywork are the primary focus for the DP class, but Spitzer says that some of the ancillary items are also going under the microscope.

“Coming back to 2011, we’ve looked at some things like a carbon clutch. We’re not certain if that would really be a benefit or not; we’re judging the value of a carbon clutch relative to the durability and the costs long-term for a team to make sure it’s actually a cost savings. We’re also considering the impact of the new [for 2011] Continental tire on the clutch, which has a different cold-grip profile than the Pirelli. We have a very healthy dialogue going on with the teams, and will decide based on that dialogue whether these changes are the right way to go.”

As Spitzer intimated throughout our conversation, keeping the lid on costs seems to be their first priority when updating or revamping the current DP specification. But if they deem a part or a new piece of technology as a benefit to the paddock or to the series as a whole, it will receive serious consideration.

“The clutch is expected to be equal or lower in cost, when you look at the [reduced] service intervals over the course of a season. If it is an increase in cost, it won’t be done.”

GRAND-AM’s Pro-Am driver concept – one where many DP teams have a gentleman driver sharing the cockpit with a professional – has led the series to consider adopting a paddle shift system, and there are a number of vendors for the series to choose from.

The IZOD IndyCar Series went through a similar change, adding paddle shifting to their cars once their calendar changed to include road racing, but as Spitzer explains, if GRAND-AM does introduce the system to the DP category, it would be done to make it easier for teams to sign more Pro-Am drivers.

“Paddle shifting is a feature that is available not only in other race cars but also in street cars, and we think would enhance the attractiveness and the ability for some Pro-Am drivers to be competitive. So we will start it out with Pro-Am, and it will be their choice if they want it. The definition of what exactly constitutes a Pro-Am driver is tricky, and [GRAND-AM President] Tom Bledsoe will be the final decision-maker on that one.

“The paddle shift system will be an out-of-pocket expense on the order of $15,000-$20,000 per car, and it may actually decrease some costs for over-revs or gearbox rebuilds. It would only be allowed on a car with a bona fide Pro-Am driver. Naturally, the pro would also be able to use it.”

Evaluating the paddle shift unit will take place after the 2010 season concludes at Miller Motorsports Park in September, according to Spitzer.

“We’ll start with fall testing, and go from there.”

A lot of evaluations and decisions will need to be made in the next year if GRAND-AM’s more ambitious Daytona Prototype plans are to become a reality. Its constructors are capable of implementing the appearance changes whenever they are approved, but the rules for turbocharged engines will be needed sooner than later to give interested manufacturers enough time to prepare their offerings.

Whatever they decide to adopt, Spitzer sees the next generation of DP cars as something that will only bolster GRAND-AM’s position in the marketplace.

“Overall, it’s a strategic direction that has been carefully evaluated. None of what we’re looking at for 2011 or 2012 has been done hastily or in a rush. We’ve done research that suggest that the greatest strength of GRAND-Am is the intimacy that we offer our fans, the consistency, the up-close, personal interactions between the fans and the competitors in the paddock, pits and on the race track. There is easy access for a family to bring along their kids and develop a passion for motorsports. That’s our greatest strength, and that’s what we are going to keep focusing on.”

“We want to make sure the racing stays very close, that there’s a variety of winners and mystery leading up to the finish, and we want to continue to build on the atmosphere where someone who comes to a GRAND-AM race is given an experience that goes way beyond their expectations. What we are looking to change over the next few years doesn’t compromise any of that; in fact, it only adds to it.”



Marshall Pruett is SPEED.com’s Auto Racing Editor, and also covers IndyCar and sportscar racing for the site. Pruett grew up at ‘Pruett's Olde English Garage,’ his father's shelter for abused foreign cars, and spent his childhood being dragged across the West Coast to help with his dad's amateur racing exploits.

Pruett spent 20 years working in the IRL, CART, IMSA, and most of the known open-wheel feeder series before retiring from active duty in 2001. And in case you were wondering, he isn’t related to Scott Pruett.

Marshall lives in Northern California with his wife Shabral, and can be emailed . He can also be harassed on Twitter .