SAVING RACING.

By Peter M. De Lorenzo

Detroit. It was interesting to see Hall of Fame auto industry icon Bob Lutz recently saying that he wouldn't approve a manufacturer lending sponsorship of any kind to racing at this point, that the sport had basically lost its relevance as a developer of new technologies, which is what racing's mission was to begin with way back when. His piece in Road & Track basically echoed themes I've been writing about since Day One of this publication so there was nothing really new in his conclusions, but because Bob said it I'm sure some people will find it earth-shattering. I was not surprised at his conclusions, however.

For background, Bob was a very early and enthusiastic supporter of my Hydrogen Electric Racing Federation (HERF) concept. In fact he introduced me at our kick-off event that was held at The Townsend Hotel, in Birmingham, Mi., back in January of 2007, because GM was taking a very prominent role in encouraging other manufacturers to participate. Not to repeat myself, but the thinking behind HERF's mission was designed to take advantage of the talented and creative minds in the racing community to solve the myriad - and formidable - problems associated with hydrogen-powered electric vehicles in terms of weight, heat control, range, on-board hydrogen fuel storage and refueling time. All of these challenging obstacles had to be solved before these hydrogen-powered electric vehicles vehicles could become a viable part of America's fleet of consumer vehicles.

Lutz was a big believer in the concept, so was Larry Burns, GM's technical chief at the time, and there was significant interest from Toyota as well, but when push came to shove none of the interested players committed to the program and it died a silent death.

I've written about this subject many times, too many times in fact, but racing's mission has been diminished by the onset of technology. The upward trajectory of speed, aerodynamics, tire development and power swallowed the sport whole by the late 70s, and the sport has been on the decline ever since, becoming a game of artificial restrictions and imposed limits. Before that the sky was the limit as the fertile, creative minds of the sport (Jim Hall and Colin Chapman just to name two) unleashed the kind of engineering creativity that the sport hasn't seen since.

So what can be done about it? The P1 class prototype machines racing in the WEC and at the 24 Hours of Le Mans are the closest thing to blue-sky technical exercises that we have today. Speed with efficiency is the name of the game, and although those startling machines demand F1-sized budgets, the technology on display is truly dazzling.

But what about the rest of racing?

When I dubbed NASCAR as "racertainment" several years ago, there was no need to dissect the "sport" any further. NASCAR is a mindset unto itself and as long as the manufacturers, the myopic major media players, and the opportunistic members of corporate America keep throwing money at it, it will survive.

But what about IndyCar? The Indianapolis 500 is a singular event and still the most important and recognizable motor race in the world, but the rest of the series is a complete joke. Not to pile-on the race weekend in New Orleans, because the weather just devastated the event, but the track looked unfit to hold a major open-wheel race and there's just no getting around that fact. And I'm sure the TV ratings numbers from the weekend will barely even register, which just adds to the miserable state of Indy-style racing in this country.

I proposed a sweeping transformation of IndyCar and the Indianapolis 500 five years ago, suggesting that they throw the rule book out and create a new set of rules consisting of three things: A dimensional "box" that the cars can't exceed, machines having four wheels and tires, and a limit of 20 gallons of fuel for the entire 500 miles (a formula that would be adjusted for diversified approaches in powertrains and fuel). The creative diversity on display at The Speedway would have a chance of transforming the sport and making manufacturer support relevant, and the upward trajectory of technology could begin all over again. (Ironically, I believe this formula could be applied to F1 as well, because with their budgets they could really push the technical limit.)

But I don't see that kind of vision in IndyCar racing (oh, and by the way, in case you missed it, I said all there is to say about Formula E in last week's "Fumes"). Why? The excuse given every time goes something like this: That the IndyCar owners are running a business, and that kind of technology hit could not be sustained by them, or their sponsors, so fundamental changes of that sort are a non-starter.

But what if IndyCar racing just keeps going on like it is? I see the gradual decline, or to be more accurate - the "death spiral" - continuing, until there's nothing left except the Indy 500, which will by then be an invitational event.

The onslaught of technology may have precipitated the gradual decline of racing over time, but new technical rules have the chance to revive and rejuvenate it, or even save it. But doing what has been done for decades because everyone is comfortable with it is clearly not the answer.

Editor-in-Chief's Note: Want more on IndyCar's downward spiral and its latest debacle in New Orleans? Read Robin Miller's latest here. -PMD

Publisher's Note: As part of our continuing series celebrating the "Glory Days" of racing, we're proud to present another noteworthy image from the Ford Racing Archives. - PMD

(Photo courtesy of the Ford Racing Archives)
Long Beach, California, April 2, 1977. Mario Andretti (No. 5 Team Lotus/John Player Special Lotus 78-Ford)  at speed in practice for the United States Grand Prix West on the street circuit in Long Beach. Mario qualified second to Niki Lauda (No. 11 Ferrari SEFAC HEUER/Agip Ferrari 312 T2) and the two - along with Jody Scheckter (No. 20 Walter Wolf Racing Wolf WR1-Ford) - put on a stirring, race-long duel that would see Mario make a late-race pass for the lead and the win, with Lauda and Scheckter finishing close behind in that order. Ronnie Petereson (No. 3 Team Tyrrell First National City Travelers Checks Tyrrell P34), running behind Mario in the photo, would not finish the race.

Publisher's Note: Like these Ford racing photos? Check out www.fordimages.com. Be forewarned, however, because you won't be able to go there and not order something. - PMD