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GRAND-AM: Atherton, Bennett Speak On Unification Process
SPEED.com Exclusive: John Dagys catches up with ALMS, GRAND-AM President/CEOs for added insight into the unification process for 2014...
ALMS President and CEO Scott Atherton, left, and his counterpart from GRAND-AM, Ed Bennett, are optimistic on the unification process. (Photo: Brian Cleary/GRAND-AM)
While many concerns were put to rest earlier this month when officials from the American Le Mans Series and GRAND-AM Road Racing unveiled the conceptual class structure of the unified sports car championship, there are still questions that have yet to be answered ahead of the 2014 merger.
From technical details for each class, including tire regulations, to pro-am-enforced categories and future generation cars and platforms, SPEED.com had a plethora of questions for the sport’s two leaders, ALMS President and CEO Scott Atherton and his GRAND-AM counterpart, Ed Bennett.
Both Atherton and Bennett caught up with us to help provide further clarity and updates into the unification process, set to culminate with the 52nd Rolex 24 at Daytona in January 2014.
Q: Do you think the class structure announcement helped put the motions into order regarding teams’ programs for 2013 and beyond?
BENNETT: We hope so. This is the kind of feedback we're hearing. I think before teams go out and buy new cars or have a car that needs repair, or a car gets damaged, they need to know it will have a useful life.
Now they'll know that those configurations, those pieces of hardware have a good three-year run to them. Before you wave the green flag for either of the '13 seasons, you know you have three good years, which is good.
Q: Was the inclusion of P1 considered?
ATHERTON: The P1 category was seriously considered as to whether there was a feasible way that we could be completely inclusive. It was only after careful, careful consideration that the decision was made that unfortunately, in order to accomplish the bigger goal, that is unfortunately not part of the future.
I love those cars. Our fans love those cars. If you look at the evolution of that category for the timeframe of when we're launching this unified series... The P1 car of 2014 is so radically changing from what we know it to be. It just seemed like a bridge too far.
Q: Do you think the elimination of the P1 class could affect the image of the series, with more of a cost-effective DP/P2 class now as the top category?
ATHERTON: I think for the core of the core of our fans, that will be an issue. For everything beyond that inner, inner core, the combination of P2 cars, which right now, to all of the most trained eye, are virtually identical to a P1 car, and a full field of Daytona Prototypes that put on great, competitive, close racing.
There could be one glass-half-empty minority out there but I think the majority of the people are going to enjoy and embrace very competitive, high quality prototype racing.
Q: Do you anticipate the P2 cars, racing in the top prototype category, to not carry Pro-Am enforcement?
ATHERTON: The premier category is always going to lean more heavily towards a professional configuration but not to the exclusion of someone who has the wherewithal and resources to compete at that level but may make a living another way. Those details are still to come. The technical configuration of the cars and the sporting codes that will be attached to each of them are still to come.
Q: Do you think the possibility of a single GT platform could come into play in this series?
BENNETT: We've talked about it a lot as a part of our ACO/FIA relationship. We have a good seat at the table about the future of GT racing around the world. We're really interested to see what's going to happen between GT and GT3 and if there truly can be an international platform for two levels: manufacturer racing and privateer racing. That will definitely be important for our plan to see where that lands. The good news is that we're involved with that.
From technical details for each class, including tire regulations, to pro-am-enforced categories and future generation cars and platforms, SPEED.com had a plethora of questions for the sport’s two leaders, ALMS President and CEO Scott Atherton and his GRAND-AM counterpart, Ed Bennett.
Both Atherton and Bennett caught up with us to help provide further clarity and updates into the unification process, set to culminate with the 52nd Rolex 24 at Daytona in January 2014.
Q: Do you think the class structure announcement helped put the motions into order regarding teams’ programs for 2013 and beyond?
BENNETT: We hope so. This is the kind of feedback we're hearing. I think before teams go out and buy new cars or have a car that needs repair, or a car gets damaged, they need to know it will have a useful life.
Now they'll know that those configurations, those pieces of hardware have a good three-year run to them. Before you wave the green flag for either of the '13 seasons, you know you have three good years, which is good.
Q: Was the inclusion of P1 considered?
ATHERTON: The P1 category was seriously considered as to whether there was a feasible way that we could be completely inclusive. It was only after careful, careful consideration that the decision was made that unfortunately, in order to accomplish the bigger goal, that is unfortunately not part of the future.
I love those cars. Our fans love those cars. If you look at the evolution of that category for the timeframe of when we're launching this unified series... The P1 car of 2014 is so radically changing from what we know it to be. It just seemed like a bridge too far.
Q: Do you think the elimination of the P1 class could affect the image of the series, with more of a cost-effective DP/P2 class now as the top category?
ATHERTON: I think for the core of the core of our fans, that will be an issue. For everything beyond that inner, inner core, the combination of P2 cars, which right now, to all of the most trained eye, are virtually identical to a P1 car, and a full field of Daytona Prototypes that put on great, competitive, close racing.
There could be one glass-half-empty minority out there but I think the majority of the people are going to enjoy and embrace very competitive, high quality prototype racing.
Q: Do you anticipate the P2 cars, racing in the top prototype category, to not carry Pro-Am enforcement?
ATHERTON: The premier category is always going to lean more heavily towards a professional configuration but not to the exclusion of someone who has the wherewithal and resources to compete at that level but may make a living another way. Those details are still to come. The technical configuration of the cars and the sporting codes that will be attached to each of them are still to come.
Q: Do you think the possibility of a single GT platform could come into play in this series?
BENNETT: We've talked about it a lot as a part of our ACO/FIA relationship. We have a good seat at the table about the future of GT racing around the world. We're really interested to see what's going to happen between GT and GT3 and if there truly can be an international platform for two levels: manufacturer racing and privateer racing. That will definitely be important for our plan to see where that lands. The good news is that we're involved with that.
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