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- Feb 9, 2013
This is the day’s big racing news, folks.
This is the day’s big racing news, folks.
I think some teams with private test days left over booked it because I saw on Twitter some stuff about BMW and Lexus being there too.I saw Alexander Rossi post that they were testing at Daytona today in the Acura DPI. Was it just their team?
Jordan Taylor confirmed at Corvette today.
Leaves WTR likely to run Renger alongside Ryan Briscoe full-time with Scott Dixon joining for endurance events, and Kobayashi for Daytona.
Haven't heard anything on it but I don't think he'll be there because he's running the Dakar Rally in January and will probably take a break after all of that. I think it ends a week before the 24?Any word on Fernando Alonso and the Rolex? Is he planning on running it again?
Any word on Fernando Alonso and the Rolex? Is he planning on running it again?
I believe he's just in for Daytona but it's always good to see him come back here every year. That's a stout lineup they have.Good to see A.J. full time. That's his forte road racing
15 prototypes overall isn't a bad number and it's split between 8 and 7 so it's better than last year. It'd actually be worse if the classes weren't split because guys like Jon Bennett found out in a hurry it's hard to remain competitive in the single class for long, especially after Acura/Penske raised the bar for what it takes to succeed in these cars. The bronze mandate, reducing the schedule, and making the Rolex a non-points race for LMP2 has made the class relevant again and probably avoid death. 15-20 protos is the range they've been in at Daytona for a few years now. And there's a lot up in the air with Hypercar/DPi 2.0 convergence so at least for now they're not too worried about numbers at the top flight.Gee, no one saw this coming when they took the P2 cars out of contention? We could sure as hell use of few of them racing alongside DPIs right about now.
Eight DPIs and seven P2s fighting for the overall is the smallest possible acceptable field of cars for a top class. With only 8 we are a little better off than the 5 LMP1s in the WEC, which is the biggest joke in the history of endurance racing. IMSA needs to do better.
Yes, but imagine if all 15 were fighting for the overall, kind of like 2018. The P2 cars have been hobbled to the point they can't compete, so it's not the same as 15 cars that can go head to head.15 prototypes overall isn't a bad number and it's split between 8 and 7 so it's better than last year.
It'd actually be worse if the classes weren't split because guys like Jon Bennett found out in a hurry it's hard to remain competitive in the single class for long, especially after Acura/Penske raised the bar for what it takes to succeed in these cars.
15-20 protos is the range they've been in at Daytona for a few years now.
And there's a lot up in the air with Hypercar/DPi 2.0 convergence so at least for now they're not too worried about numbers at the top flight.
I'd say with IMSA running all FIA- and/or ACO-homologated cars now the barrier to entry is about as high as it's been in a long time, maybe ever.
When the 'cheapest' cars are LMP2s............ and it takes about $700k to put together an LMP2 entry for the race it pushes a lot of people out.
I believe he's just in for Daytona but it's always good to see him come back here every year. That's a stout lineup they have.
Plenty of factory involvement at Daytona next month:
Honestly there wouldn't be anywhere close to 15 right now if they hadn't split them, it'd basically just be the eight we have at the top plus maybe one or two more at best. Jon Bennett just got married so he wouldn't be racing much longer either way and will focus on the composites business and running the factory Porsche team in GTLM. Patron got bought by Bacardi and that was the end for Ed Brown and the ESM team. Maybe you'd get a United Autosport or Jackie Chan DC car again but that'd be it. Even though the costs to come over for one race are extremely high especially for a race where you need as close to an all-pro lineup as possible. A lot of that change IMSA couldn't have done anything about.Yes, but imagine if all 15 were fighting for the overall, kind of like 2018. The P2 cars have been hobbled to the point they can't compete, so it's not the same as 15 cars that can go head to head.
We have a different BOP almost every race, so what was wrong with using the P2 car as a baseline of performance? Do we even have a baseline anymore?
We had something special in 2018 and they had to mess with it. If they had left everything alone and allowed the P2s to stay competitive, I'm sure a few new teams would have joined in, and we would have had a few from the European series too, like United Autosports, who wanted to do the endures. Rebellion would have come too, and would have sure gotten a fairer shake than they've had in WEC.
When there was an equitable BOP, Bennett came with a handful of points of winning the championship, so with a fair BOP they could have kept running their P2 and been competitive, and wouldn't have had to buy the Nissan, which had become uncompetitive and really wasted their whole year. The Bennett Nissan never got a fair BOP because the manufacturers want their own private playground so they couldn't be embarrassed by cars and teams that the car buying public had never heard of. The manufacturers really have too much pull, and this is proven by their ability to sell or not sell their cars to whomever they please or don't.
Personally I'm not interested in P2 cars running for class honors because those cars are better than that. They are the absolute stars of the show everywhere they race them, so it didn't make sense to me to hobble them out of of contention.
I'de rather have a big field of potential overall winners. We may as well have kept the PC cars if we wanted an amateur feeder series for the prototypes. At least those cars were paid for.
Sure, the new P2 certainly has it's place, but I think IMSA should have BOPed them all together and gave the pro-am guys their own sub-class. That way we'de have factory DPIs, competitive professional teams that can buy a P2 car with a hope to win, and P2 pro am, and even those guys would have a chance to win........provided we get an equitable BOP.
I'm just a little miffed that we essentially had it all in 2818 and they had to mess with it. In just about ever type of racing I have ever seen, the longer they leave it alone the better it gets, and 2918 was as good as anything we've have since GTP.
Contrast to Group C where any privateer could buy a competitive Porsche 962, and we are comparing 15 cars to 35. Privateers almost always want to be in with a chance to win overall.
They are going to have to do something about that projected $35 million dollar budget if any American privateers would be interested in running a hypercar. I'm sure they are going to be cool, but I don't think we will get a lot of them, even in the WEC. The idea is to build a series on cars that make sense, and hyper is going the other direction.
I'm going to leave the production classes out of it because they seem to have a good formula and I don't care about them anyway. I just think we need a single prototype class, and merging DPI with European P2 would make a killer series. We already have the cars............there are over 30 competitive P2s in Europe and more in Asia. If they could compete to win, I'm sure that would draw a lot of them in.
So how could $35 million hypercars ever have a chance here? I'll bet we never see one in this country.
I'm just disappointed that we were on the right track and IMSA changed directions.
Those P2 cars only won in 2018 because by that point in the summer they had hobbled the DPi machines so much they were barely recognizable compared to what they started out as.
The Cadillac was down about 100 HP from where they started at one point, it was a joke.
And of course the manufacturers wanted the split, they're the ones who fund the series and if it's not for them quite frankly the series isn't on TV and maybe doesn't even exist.
P2 cars are a good formula for Pro-Am racing where funded drivers get to have fun and develop younger pro drivers but they were never intended to be the top flight of anything besides ELMS and AsLMS…………
They might be based on the same chassis but there's a lot going on with production-based engines and the aero styling cues and suspension development that puts DPi cars at a different level.
Manufacturers are always going to be the focal point of the top two series even if they're just cars supplied to customers, which I do think should be a requirement
but Cadillac at least is customer-based.
.........and even Mazda has been talking to Spirit of Daytona (not likely to happen anymore) and Dyson Racing (more likely) about customer cars. Acura has been the only real bad OEM in that respect.
By the end of that saga the privateers were pushing for the class split too. PR1 was on record as wanting it and even JDC-Miller were pushing for it and actually blindsided IMSA when they announced a week after the split that they were gonna go buy some Cadillacs.