Most liked posts in thread: United Sports Car Championship (USCC)

Steve · Oct 11, 2013

minimark said: ↑

... there are definitely better venues to build sports car fans at....
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In that regard it's even worse than in could be. The only TUSC class that will run in Kansas is PC! I don't quite understand the IMSA Prototype Lites lash-up.

Kansas Added to 2014 Schedule (sportscar365.com)

By John Dagys | October 11, 2013

IMSA announced Friday a shakeup in the schedule for next yearâ€™s TUDOR United SportsCar Championship, which includes the addition of a 13th event at Kansas Speedway and other changes in the Prototype Challenge calendar.

With expected oversized grids, the PC class has been reduced to 10-round schedule, with the elimination of the Detroit and Canadian Tire Motorsport Park events in favor of a standalone race at Kanas Speedway on June 7.

â€œWe already knew what we were going to do at Long Beach and thought we had a solution before for Detroit and ultimately had to make a minor adjustment there,â€ IMSA President and COO Scott Atherton told Sportscar365.

â€œAll of this is the byproduct of the last three days of spreadsheet analysis and comparing which venues can accommodate which number of cars. Also, where it made the most sense to line up each of the classes and trying to make sure at the end of the process you had a similar race count for each of the categories.â€

The Kansas event will be run as a combined race with IMSA Prototype Lites. While not yet finalized, Atherton believes it will be a dual race sprint format, with one driver taking part in each race.

That same format is expected to be used for the VIR weekend, which will also see a joint PC/Lites race, alongside the previously announced GTLM/GTD round on the same weekend.

Additionally, changes have been made to the Mazda Raceway Laguna Seca weekend, with PC/GT Daytona and Prototype/GT Le Mans having separate races on the same day.The race lengths have yet to be determined and will be dependent on TV variables, Atherton said.

The remainder of the schedule remains unchanged for the P, GTLM and GTD categories.

Atherton said another venue had been under consideration for the standalone PC weekend, but did not go forward due a â€œpromoter decision based on a number of factors.â€

The Kansas event falls one week prior to the 24 Hours of Le Mans, creating challenges for drivers doing both races, as scrutineering in France gets underway the Kansas weekend.

In the end, todayâ€™s announcement has equated to wholesale changes to the initial schedule, which was released less than one month ago.
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minimark · Oct 11, 2013

Agree, I'm still trying to get a clear picture in the old bean...

Nathan · Oct 12, 2013

The Kansas event will be run as a combined race with IMSA Prototype Lites. While not yet finalized, Atherton believes it will be a dual race sprint format, with one driver taking part in each race.
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Reads as...lets toss a bunch of odd new stuff against the wall and see what sticks.

Most, if not all, of this carp will be in a heap at the floor/wall intersection.

Steve · Oct 12, 2013

PC Teams Weigh in on Entry Caps, Schedule Changes (sportscar365.com)

Couple snips below, much more in the full story here.

by John Dagys | October 12, 2013

A number of current and prospective Prototype Challenge teams have voiced questions and concerns over Fridayâ€™s announcement from IMSA, which has tentatively capped the growing, cost-effective class to 10 entries, while also undergoing a shakeup in its schedule in next yearâ€™s TUDOR United SportsCar Championship.

With uncertainty over the final regulations and subsequent costs for the new Prototype class, itâ€™s understood no fewer than four existing Daytona Prototype teams were considering or had already pulled the trigger on PC programs for 2014. But with the spec prototype class now being limited to entries, without any guarantee of having a confirmed place on the grid, teams are left wondering what to do for next year.

â€œItâ€™s the last thing we needed to hear,â€ Starworks Motorsport team owner Peter Baron said. â€œThereâ€™s one class where people know thereâ€™s going to be solid Balance of Performance, they like the cars and itâ€™s [affordable] costs, and now theyâ€™re limiting it to 10 cars. Hopefully thereâ€™s wiggle room in there, but itâ€™s definitely makes it a little more difficult to pick up the phone and call people.â€

Starworks driver Alex Popow, along with fellow Florida-based team 8Star Motorsports, both recently purchased Oreca FLM09 cars in anticipation for full-season PC programs in 2014. Both teams also had options of ordering second cars, which, if given the green light, would have likely resulted in a reduced Daytona Prototype entry.

Prior to Fridayâ€™s entry cap announcement, the PC class was projected to have anywhere from 12 to 18 full-season entries.

â€œThere was going to be a higher car count in PC than any other category,â€ said Brian Colangelo, director of operations for 8Star Motorsports. â€œI think thatâ€™s what the series was afraid of, so they made sure it didnâ€™t happen. The most interest weâ€™ve had and the most interest weâ€™ve heard of from other teams was all leaning towards PC because of its stable rules, known costs, it being a Pro-Am category, and it just makes sense for customers.â€

... snip ...

â€œLimiting the number of PC cars only achieves two things and thatâ€™s fewer options and fewer cars,â€ he said. â€œThere are a number of DP teams who simply canâ€™t afford the extra costs involved in running a DP next season. The decision does not force people to continue to run their DPs, it simply eliminates their ability to race in a class that just makessense. It will ultimately lead to less cars in the championship.â€

...
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Nathan · Oct 22, 2013

Changes Coming to IMSA Safety Team

Oy, the NASCARization of sporty car racing is reaching deep.

The merger between GRAND-AM and the American Le Mans Series has resulted in numerous changes, and in some cases, compromises, to the way each series had previously operated individually.

One of the hot topics over last weekend’s ALMS-ending Petit Le Mans was the future of IMSA’s traveling safety team, which has played an integral part of the series since its inception in 1999.

However, according to IMSA Safety Team Coordinator John Zilles, his crew was informed last week that changes are on the horizon for 2014, as the sanctioning body falls under the NASCAR umbrella.

Zilles indicated that track-specific local firefighters, EMTs and paramedics could be used in lieu of a full traveling rapid response unit in the TUDOR United SportsCar Championship and its various development series next year.

An IMSA spokesperson declined comment on this matter, stating that plans for the 2014 safety team have not yet been finalized.

“We’re really disappointed because we think that it’s short sighted and the overall patient care for our drivers are going to be compromised,” Zilles said in a Sportscar365 exclusive interview.

“I don’t think it’s ever going to be as good as it is when you have a full-time group of people who knows the cars, knows the drivers, knows the series and are there week in and week out. I just don’t think we can trust that same responsibility to a track that only sees them once a year and expect it to be as good as it is now.”

While NASCAR and GRAND-AM have relied on local safety workers, the ALMS, along with IndyCar Series and NHRA, have used traveling teams that have saved the lives of numerous open-wheel and drag racers in the last decade.
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Rest of Article at - Changes Coming to IMSA Safety Team - Sportscar365

ScottinBend · Oct 22, 2013

Don't see a problem myself. Been plenty of serious accidents at the Grand Am races with no issues. I think the criticism is short-changing the many very qualified volunteers that man those races.

Nathan · Nov 4, 2013

United SportsCar Championshp entry lists for Sebring, Daytona tests released, and they fit on a Post-It note

Just three teams sign up for Sebring test, six for Daytona.

t's gotta get better, right? Yes, it will. But those looking for stones to throw at the new Tudor United SportsCar Championship -- created by combining Grand-Am and the American Le Mans Series -- will find at least a medium-sized pebble by looking at the initial roster of entries for the Sebring test, which is barely two weeks away, and the Daytona test one day later.

On the list for the Sebring test, Nov. 16-17, is just three teams: Extreme Speed's Honda-powered prototype, and a pair of GT Daytona teams, Magnus Racing (Porsche 911 GT3 Cup) and Scuderia Corsa (Ferrari 458). The only new driver in an unfamiliar car is Ryan Dalziel, who has signed on with Extreme after leaving Starworks, which is still trying to decide what to do for 2014.

At Daytona (Nov. 19-20), there are six entries, but three are Extreme, Magnus and Scuderia Corsa. Enzo Potolicchio's 8Star team is testing a LMP Challenge car -- that's the spec series with an Oreca chassis and a Chevrolet V8 engine -- with Potolicchio co-driving with up-and-comer Sean Rayhall. 8Star has also entered its Chevrolet Corvette Daytona Prototype car, with Gustavo Yacaman as the driver -- he is the Colombian who drove mostly for Michael Shank's team in 2013. Both 8Star cars are sponsored by the Industrial Bank of Venezuela. How much the recent controversy involving Venezuela's intention to clamp down on state-supplied race sponsorship will affect Venezuelan driver Potolicchio remains to be seen.

The sixth team on the Daytona test list is the Highway to Help Riley-BMW of Jim Pace and Byron Defoor, a part-time effort in car that isn't likely to see many of the performance updates the series is suggesting for the Daytona Prototype teams to keep up with the rival LMP2 cars.

Addressing that, the sanctioning body continues to tweak the rules with the likely intent of making it less expensive to upgrade the DP cars to performance-balance them with the LMP2 entries. A final version of those rules would likely result in a sudden addition of some teams to the Sebring and Daytona tests. Worth noting, too, is that some of the better-funded teams prefer to test in private, so as not to tip their hand to their competitors before they have to. Corvette Racing, for example, has a private test for the new C7.R scheduled for December at Sebring, and Porsche tested there on Halloween.

Source: United SportsCar Championshp entry lists for Sebring, Daytona tests released, and they fit on a Post-It note - Autoweek Racing USCC news - Autoweek

ScottinBend · Nov 4, 2013

Let's hope more teams don't jump ship to the Pirelli World Challenge like the Roush team did....

Nathan · Nov 5, 2013

The only reason they are going to Kansas is that International Speedway Corp owns the track. Who is International Speedway Corp you ask.

They own and run an bunch of tracks, Watkins Glen, Daytona, Michigan, Kansas, Phoenix, Darlington and others.

For more see International Speedway Corporation - Wikipedia, the free encyclopedia

Disclaimer: ISC, through Watkins Glen did sponsor M/A for a period this year to promote the Vintage at the Glen where Mini was the featured marque.

Steve · Nov 5, 2013

Looks like manufacturers will be required to pay marketing support for the series, possibly well into the 7-figure range, before they'll be eligible for Manufacturer titles. Might be a bit of a connection between this and low participation in the upcoming tests (see above).

[full article at link below]

Inside IMSAâ€™s Manufacturer Marketing Strategy (sportscar365.com)

November 5, 2013

The merging of GRAND-AM and the American Le Mans Series to form the TUDOR United SportsCar Championship has been much more than just simply combining the two grids, creating a common set of technical and sporting regulations and releasing a unified schedule.

For IMSAâ€™s marketing team, led by David Pettit, much of the focus over the last year and a half has been on aligning and strengthening relationships with existing partners from both series. Central to that has been the car manufacturers.

With GRAND-AM and the ALMS having taken different approaches in OEM involvement over the years, Pettit, who joined the NASCAR-owned series in 2009, has been a driving force in helping blend the two previously distinct philosophies together.

â€œGoing back historically, ALMS has been a lot more OEM-friendly than the GRAND-AM side of it has been,â€ Pettit explains. â€œGRAND-AM has been more of a customer car program and more directed towards the teams than the OEM side of it.

â€œGRAND-AM was [recently] shifting towards the OEM relationships side of it, heading more towards the ALMS model. The car count was a concern in the ALMS a couple of years ago, so they opened up their classes for a reason.

â€œBoth of the [series'] philosophies were coming closer together and I think that was really critical to the merger as well.â€

One of the key changes for 2014, Pettit says, comes with manufacturersâ€™ commitments to the series.

In order to be eligible for the manufacturerâ€™s championship, automakers will be required to make monetary and marketing commitments. The marketing support could be used for their interests in the TUDOR Championship, Continental Tire SportsCar Championship, or both series.

â€œIn either case, thereâ€™s obligations with respect to at-track spends, digital spends, TV spends and commitments to our partner FOX Sports, in order for that to qualify,â€ Pettit says. â€œThese are obligations that are being taken seriously on our side and itâ€™s a point-of-entry for them to be partners with us.

â€œThere may be some manufacturers, and some that have approached us that want to come with us. But if theyâ€™re not willing to help us lift the series togetherâ€¦ they wouldnâ€™t be allowed a lot of the same benefits that the official partners would be. Weâ€™re not excluding them 100 percent, weâ€™re making it a little bit more restrictive.â€

While both series previously encouraged marketing spends, Pettit says a formalized system has now been put into place thatâ€™s tied around involvement in the manufacturersâ€™ championship. Essentially, a manufacturer thatâ€™s not willing to make the investment to help promote the series, will not reap the same benefits of those that do.

Pettit would not disclose exact financial expectations, but itâ€™s believed a seven-figure marketing commitment is required for small, â€˜boutiqueâ€™ manufacturers, with a potentially larger amount for medium-sized or top-level automakers that are committed to the championship.

Additionally, a nominal investment is required in order to be eligible for the manufacturersâ€™ championships, which will be contested in the Prototype, GT Le Mans and GT Daytona classes.
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Full article here.

Steve · Nov 5, 2013

Dempsey's in.

Dempsey Racing Files First Entry Application (sportscar365.com)

November 4, 2013

Dempsey Racing will go down in history as the first team to file its application to compete in the TUDOR United SportsCar Championship.
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Full article here.

Nathan · Nov 5, 2013

Ford confirms it will supply Ganassi Racing in Tudor United SportsCar Championship

Multitime Grand-Am championship winning team will switch from BMW to the Blue Oval

Read more: Ganassi switches to Ford for United SportsCar Championship - Autoweek Racing United SportsCar Championship news - Autoweek

Steve · Nov 7, 2013

Racer put up a long(ish) Q&A article, Marshall Pruett interviewing TUSCC CEO Ed Bennett. Looks like part 1 (of 2) in sort of a state of the union (merger).

Click to read the full article.

Here's the snip that interested me (page 3):

MP: We've come out of the past few week with a fair amount of questions, a lot of strong opinions, some controversy, and that's left us with some less savory items to discuss. Indecision seems to be the state of the union within the Prototype class right now. Most owners I've spoken with are hesitant to make serious commitments, aren't sure which type of car is going to have an advantage, are concerned about costs, and so on. How do you get things to a calmer place within that portion of the paddock?

EB: We certainly don't celebrate the challenges. Any time you're changing the paradigm… and it's not to be flippant about it, but you're going to have some issues. It's just part of change.

I think the timing of the DP technical specifications, if that would be something you could do this over again, no question, you would love to expedite that. We went through the process of getting out a draft, got a lot of good input. I think generally people are comfortable with the direction and where that's landed.

The timeline is a challenge – I can't say that it's not. We certainly don't relish the incremental investment that's attached to upgrading the performance of those cars. But it was also necessary. It depends who you talk to, honestly, in terms of people understanding why we had to increase the performance. Some people want to believe that it needed to be increased because of getting to the performance level of P2, particularly at the smaller, windier tracks because of the downforce that it has. And it really had little to do with that, everything to do with if the Prototype class is going to be the top performance class of the four classes, then the Daytona Prototypes have to perform at a level higher than the GTLM and LMPC cars.

And that was the first issue. And then secondary to that, once you have performance levels that are above that, then it's doing the best job you can to balance DP and P2. But in my mind, and I'm not a technical guy, but that's the way I've always thought about it. Some have gotten hung up on: well, why don't you just slow down the P2s? There aren't that many P2s and why should we have to upgrade for a handful of P2s? I've heard all the stuff. And that's not the reason that you have to increase the performance. The reason you have to do it is because you need, whatever it is, a 6 percent-ish gap between GTLM, LMPC and the top prototype class. And then after you do that, you do the best job you can to come to balance two very different designs of cars between the DP and the P2.

I think right out of the gate, like in GT, there's different shapes, different sizes, we're going to do it to the best of our ability but it won't be perfect because they're just different cars. I think in some cases the DP will perform better, given the nature and the characteristics of the track. And in some cases the P2 will. That won't be by design; it'll just be because it kind of happened. But our goal would be they're able to race together really well and really close, competition racing. But we can't change the fact that they really are different cars.

One thing we did to try to help the DP guys out and the P2 guys was adding an additional year of life to the chassis. You have to make an investment to upgrade the DP, as an example, but being able to race that design in 2014, ‘15 and ‘16, adding that extra year and not really potentially having a change on prototypes until 2017, not that you can wait till the fourth quarter of 2016 to figure it out, but that gives people three years to amortize those investments. And while the DP guys are having to add some new parts and some new bits, it will be a heck of a racecar I think with all these things that have been made and added.

When you look at the economics of the series to participate in the P class, it's true that the DP's are having to make some changes in aero stuff and some more horsepower and paddle shifts, the different elements – I think you've seen all that – and the P2 guys aren't having to do as much, but the part I think that gets lost is the running time. And the running time is going up for everybody. If you're a Grand-Am guy racing a DP in the Rolex series, you're running time from 2013 to 2014 is up around 25 percent. If you're in the ALMS with the P2, 2013 versus 2014, it's going up over 50 percent.

So the budgets are going up. One's going up I think a little bit more with the capital than operating; the other is going up a little bit on the operating budget. But they're both going up. I'm not saying it's going up dollar for dollar. I know they're not happy it's going up at all but it's the nature of putting together a calendar that has all the endurance racing as a part of it.
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Steve · Nov 17, 2013

Some video from the Sebring test.

Day 1 video is mostly interviews until about 5:45, Day 2 video is just cars on track.

[ame=http://www.youtube.com/watch?v=769AoDlmWa4]RACER: TUSCC Sebring Test November 2013 - YouTube[/ame]

[ame=http://www.youtube.com/watch?v=_syYsBEdelc]TUSCC: Sebring Test November Day 2 - YouTube[/ame]

Steve · Nov 19, 2013

Interesting insights from the Sebring test.

Page 1 below, full article here.

INSIGHT: Sebring test lessons (Racer.com)

Marshall Pruett | November 18, 2013

Lots to digest from Sebring's two days of testing. (Marshall Pruett photos)

A few major lessons came out of the first-ever TUDOR United SportsCar Championship test at Sebring last weekend. The first was obvious: Despite the high number of brand-new cars (or teams working with cars they were unfamiliar with) in the GT Daytona class, lap times were fairly close and there were no glaring deficiencies among the leading manufacturers in the pro-am category.

Some degree of performance balancing will take place before the TUDOR Championship kicks off its inaugural season at Daytona, but as a whole, none of the GTD cars in attendance were woefully lacking in any major performance area.

The second item, which is a bit more nebulous, involves what we learned about the very first attempts at establishing parity between Daytona Prototypes and P2s. By the numbers, the 2014-spec Action Express Racing Corvette DP, which carried all of the available high-downforce additions and carbon brakes, was significantly faster than the near-2014-spec Extreme Speed Motorsports HPD ARX-03b, which lacked the required low-downforce body kit.

The Corvette DP recorded a best lap that was a full 4.1 seconds better than its P2 counterpart while sharing the track at the same time.

The 1:53.74 set by AXR's Sebastien Bourdais on Sunday was well clear of the 1:57.947 posted by ESM's Ryan Dalziel, but the gap would have been halved, according to the Scot, had they been working from the same testing objectives.

â€œSebring was only meant to be a shakedown for us; we were only going to test at Daytona, but went to Sebring to work out some kinks first,â€ Dalziel told RACER. â€œMore than anything, we were wanting to get the drive-by-wire throttle sorted out and to turn a few laps to make sure everything else was good, so the intention wasn't to go flat out; that's what we have planned for tomorrow and Wednesday.

â€œBut if we'd bolted on a set of sticker tires and really tried to go for it, I'm confident we'd have gotten into the 55's, but with the air restrictor and the weight we're carrying, there's no way we're capable of going any faster than that right now. The biggest thing to remember is this is just the first test for all the performance balancing, so there's no reason to get upset about anything.â€

As Dalziel noted, the 2014 rulebook, along with the respective DP and P2 regulations that are in place for Sebring and the Tuesday/Wednesday Daytona test, is far from being set in stone. Sebring, like Daytona, will provide IMSA rules boss Scot Elkins and his team with data to make necessary adjustments leading into January's Roar Before the 24 test, the final dress rehearsal before the Rolex 24 at Daytona.

Within the Prototype class, vehicle weights and horsepower outputs are likely to be the first changes made once testing concludes this week. The 2013-spec DPs weighed a minimum of 2325 pounds (1055 kilos), and that has been decreased by 40 pounds to 2285 (1036 kilos) for 2014, but that figure is expected to be adjusted prior to the final rules being locked into place.

2013-spec P2 cars weighed in at 1984 pounds (900 kilos), and that has been increased to 2116 (960 kilos) for 2014 â€“ at least during the November tests â€“ as a starting point.

Sonic restrictors have been employed for the first time on all TUDOR Championship cars, and with the DPs, an increase in power has been made in concert with the weight loss to keep pace with the P2 cars. An estimated horsepower figure of 625, an increase of 60 or so from 2013, along with a significant spike in torque, said to be up by 90 lb-ft over last year's spec, has given the DPs a noticeable acceleration and top-speed advantage at the moment.

Based on private figures supplied to RACER from pre-2014-spec DP and P2 testing at Sebring, a top P2 speed of 160mph was seen entering Turn 17, while 166mph was reached in the DP. Based on what this writer captured via radar gun, the AXR DP reached a peak of 165mph before braking into Turn 17, while the ESM P2 topped out at 155.9, a difference of 9.1mph.

For the sake of comparison, Pickett Racing's PC car posted a 155.0, Aston Martin Racing's GT Le Mans V8 Vantage reached 154.8 and NGT Motorsport's GT Daytona Porsche GT America recorded a 152.4.
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Steve · Nov 19, 2013

The Daytona test started today. Unfortunate results, at least no one was injured in either incident. Both Corvette DPs...hmmm..... :sosp:

Barbosa Uninjured after Second Airborne Accident at Daytona (sportscar365.com)

by John Dagys | November 19, 2013

Joao Barbosa escaped injury following a second airborne accident of the day at Daytona International Speedway in TUDOR United SportsCar Championship testing.

The Portuguese driverâ€™s No. 5 Action Express Racing Corvette DP suffered a suspected tire puncture in the closing minutes of Tuesdayâ€™s test session on the 3.56-mile oval/road course, sending his Coyote-chassied car around and into the air on the backstretch.

â€œI was on my in lap. I had actually called the team saying Iâ€™m coming in this lap,â€ Barbosa told Sportscar365. â€œJust coming out of NASCAR Turn 2, the
rear tire blew up.

â€œThe car got a little airborne and then I stopped. I didnâ€™t hit anything. I tried to fight the car and I was able to hold it a little bit, then it just spun. When I was going backwards, it blew [out] the door and windshield. It was interesting.â€

Barbosaâ€™s accident was the second of the day involving a tire failure and the car subsequently catching air. Richard Westbrook also escaped injury after his Spirit of Daytona Racing Corvette DP went end-over-end in dramatic fashion.

A Continental Tire spokesperson said the results are so far inconclusive and they are working diligently to pinpoint the issue, which could be a function of the additional load created by the DPs in their upgraded configuration.

The company has used the same P1000 tire compound (formerly DP-I) at Daytona for the past two years without problems.

Prior to the accident, Barbosaâ€™s No. 5 Corvette DP posted the quickest time of the day, a 1:39.645 lap time in the hands of co-driver Christian Fittipaldi.

While Spirit of Daytona has packed up, itâ€™s unclear if AXRâ€™s car could be repaired for tomorrowâ€™s second and final day of testing at DIS, especially due to the current lack of spares for the seriesâ€™ new diffuser and tunnels package.
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Here's the Spirit of Daytona car after its incident.

Nathan · Nov 20, 2013

Ouch, that car is done tore up!

Glad the driver is OK.

mrntd · Nov 20, 2013

We need a new Timmy

Crashton · Nov 20, 2013

Glad the drivers walked away. Yikes!

CHKMINI · Nov 20, 2013

Combining these series and trying to adjust weights and power is going to make for some interesting events. I still don't like it?

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