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IndyCar
INDYCAR: Shank At Open-Wheel Crossroads
Michael Shank tells SPEED.com he has a number of potential deals in place to join the IZOD IndyCar Series in 2013, but still needs an engine.
Before Michael Shank can sign sponsors or a driver, he needs to know he'll have an engine lease in place for 2013. (Photo: LAT)
Last week’s announcement of GRAND-AM’s purchase of the American Le Mans Series could also have an impact on the IZOD IndyCar Series, but whether that impact proves to be a positive or negative remains to be seen.
Thanks to manufacturers like Acura (through its parent company Honda) and Porsche,
IndyCar stalwarts from Andretti Autosport to Team Penske participated on both sides of the road racing landscape, fielding entries in the ALMS and GRAND-AM, while Chip Ganassi continues to run dual program in open-wheel and the Daytona Prototype category.
Although IndyCar teams have frequently maintained a presence in the world of sports car racing, sports car teams have rarely added IndyCar programs, but with an air of stability with the new 2012 car and regulations, at least one sports car team took a leap of faith.
Buoyed by his lifelong passion for open-wheel, GRAND-AM entrant Michael Shank, whose team won the 2012 Rolex 24 At Daytona, told SPEED.com he’s willing to keep fighting to earn a place on the IndyCar grid, but needs a bit of clarity on whether his persistence will be rewarded.
“The sports car merger doesn't really affect my desire to do the Indianapolis 500 or to do a full season,” he said, referring to the Dallara DW12 he purchased last year and almost entered at Indy before a lack of engines halted his effort.
“That's still my dream. That's still what I want to get off my mind before I stop racing cars for a living. The question is, can I afford to hold the car while I’m working on everything else and doing things to support that?”
To date, Shank has been the only ALMS or GRAND-AM owner to purchase a DW12, but with only a partial budget in place, he was unable to secure an engine lease for the Indy 500 by the cutoff date. He and driver Jay Howard came to terms shortly before Indy, but even with a budget to pay for engines, Chevy and Honda were unable to provide a powerplant due to the majority of Lotus-powered team defecting and needing engines at the same time.
It was an unfortunate situation at the time that didn’t reflect positively on the series. To foster growth among its ownership base, welcoming Shank’s new MSR Indy team to the grid would have sent a positive message to other sports car teams.
Despite his struggles to compete at Indy, Shank has chosen to keep looking for sponsors and the right driver to make MSR Indy’s debut in 2013. Everything from a full-season effort with a current driver to an Indy-only program is on the table, but without an engine lease in place, Shank is unable to sign any deals.
Complicating matters even more is the lingering dilemma with engine manufacturer Lotus.
Negotiating Lotus’ premature exit—just one year into a five-year deal—continues to go on behind the scenes, and the stance being taken by the DRB-Hicom-owned auto company continues to be a curious one.
Rather than bow out in a mutually beneficial manner, Lotus has apparently left the door open to staying in the series (rather than pay a fee to exit) which would leave potential entrants like Shank in a Catch-22.
Based on the series’ engine supply regulations, with three manufacturers in place, each marque is required to provide engines for a maximum of 40 percent of the field. At present, and with a single Lotus-powered team (HVM Racing) left, Chevy and Honda have each assumed almost half of the field, going well beyond their contractual obligations.
Because of this, adding a lease for Shank--or for any of the existing teams looking to run a second entry--has been met with limited enthusiasm. But with Lotus out of the way, the rules call for Chevy and Honda to supply up to 60 percent of the grid in a two-manufacturer series.
Simply put, if the series can wind up its affairs with Lotus, Chevy and Honda would be compelled to divvy up the IndyCar’s entrants as equally as possible for 2013, which should include Shank.
It’s a Catch-22 that IndyCar CEO Randy Bernard intends to solve.
Thanks to manufacturers like Acura (through its parent company Honda) and Porsche,
IndyCar stalwarts from Andretti Autosport to Team Penske participated on both sides of the road racing landscape, fielding entries in the ALMS and GRAND-AM, while Chip Ganassi continues to run dual program in open-wheel and the Daytona Prototype category.
Although IndyCar teams have frequently maintained a presence in the world of sports car racing, sports car teams have rarely added IndyCar programs, but with an air of stability with the new 2012 car and regulations, at least one sports car team took a leap of faith.
Buoyed by his lifelong passion for open-wheel, GRAND-AM entrant Michael Shank, whose team won the 2012 Rolex 24 At Daytona, told SPEED.com he’s willing to keep fighting to earn a place on the IndyCar grid, but needs a bit of clarity on whether his persistence will be rewarded.
“The sports car merger doesn't really affect my desire to do the Indianapolis 500 or to do a full season,” he said, referring to the Dallara DW12 he purchased last year and almost entered at Indy before a lack of engines halted his effort.
“That's still my dream. That's still what I want to get off my mind before I stop racing cars for a living. The question is, can I afford to hold the car while I’m working on everything else and doing things to support that?”
To date, Shank has been the only ALMS or GRAND-AM owner to purchase a DW12, but with only a partial budget in place, he was unable to secure an engine lease for the Indy 500 by the cutoff date. He and driver Jay Howard came to terms shortly before Indy, but even with a budget to pay for engines, Chevy and Honda were unable to provide a powerplant due to the majority of Lotus-powered team defecting and needing engines at the same time.
It was an unfortunate situation at the time that didn’t reflect positively on the series. To foster growth among its ownership base, welcoming Shank’s new MSR Indy team to the grid would have sent a positive message to other sports car teams.
Despite his struggles to compete at Indy, Shank has chosen to keep looking for sponsors and the right driver to make MSR Indy’s debut in 2013. Everything from a full-season effort with a current driver to an Indy-only program is on the table, but without an engine lease in place, Shank is unable to sign any deals.
Complicating matters even more is the lingering dilemma with engine manufacturer Lotus.
Negotiating Lotus’ premature exit—just one year into a five-year deal—continues to go on behind the scenes, and the stance being taken by the DRB-Hicom-owned auto company continues to be a curious one.
Rather than bow out in a mutually beneficial manner, Lotus has apparently left the door open to staying in the series (rather than pay a fee to exit) which would leave potential entrants like Shank in a Catch-22.
Based on the series’ engine supply regulations, with three manufacturers in place, each marque is required to provide engines for a maximum of 40 percent of the field. At present, and with a single Lotus-powered team (HVM Racing) left, Chevy and Honda have each assumed almost half of the field, going well beyond their contractual obligations.
Because of this, adding a lease for Shank--or for any of the existing teams looking to run a second entry--has been met with limited enthusiasm. But with Lotus out of the way, the rules call for Chevy and Honda to supply up to 60 percent of the grid in a two-manufacturer series.
Simply put, if the series can wind up its affairs with Lotus, Chevy and Honda would be compelled to divvy up the IndyCar’s entrants as equally as possible for 2013, which should include Shank.
It’s a Catch-22 that IndyCar CEO Randy Bernard intends to solve.
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