Two Series, One Story

Although I tend to write most of my articles on NASCAR and I admit, I know most about the NASCAR world than any other racing series in the world, my heart lies in the world of Sports Cars. This includes any touring car series, such as the V8 Supercars of Australia, the BTCC and WTCC of Europe, the FIA GT series and, of course, the Le Mans Series. I also cannot forget about the truly wonderful series that are present in North America, such as the American Le Mans Series that formed out of the historic IMSA GT Championship and still runs under the IMSA banner and the Rolex Sports Car Series, which formed out of IMSA’s sister series, the USRRC. These two North American based series each have had their fair share of ups and downs, so to speak, but currently the two, although very different in many ways, find themselves at a similar crossroads.

First, in my personal opinion I have never liked a series of racing more than I like the ALMS. There is something about the atmosphere, the drivers, the cars and the number of classes that makes it the most attracting series in the world. One of the aspects of the ALMS that has blossomed out  of its predecessors is the fact that there are basically four races going on at the same time. The four classes of cars, generally, are split into Le Mans Prototypes (LMP), which are closed wheeled cars with the soul purpose of racing and can exceed the speed of an F1 car, and Grand Touring (GT), which are more along the lines of production-based cars. Within these two classes are sub-classes. Over the years, the LMP sub-classes include the LMP/LMP1/LMP900 as the faster of the two sub-classes and the LMPC/LMP2/LMP675 sub-class. The GT class has, over the years, been split into GTS/GT1/GT and GT/GT2/GTC.

Since the series officially started in 1999, the LMP classes have been the face of the series, producing great racing and incredible championship battles. In its initial years, the LMP battles have included a dominant Audi camp, a strong Panoz team early on, an occasional Porsche RS Spyder that made some noise and the historic Intersport Lola, which is currently one of the remaining pioneer teams in the series. Over the past few years, however, there has been a steady decrease in these powerful and competitive teams. Panoz has not raced full-time since 2003 and Porsche left the series at the end of 2008, but plan to make a 2014 comeback, and despite running the major races every year (the 12 Hours of Sebring and the Petite Le Mans), Audi has also not raced full-time since 2008. In the two seasons since both Porsche and Audi left, the title has been endlessly fought over by Dyson Racing, Team Cytosport, Highcroft Racing, Drayson Racing and DeFerran Racing. Only Dyson and Cytosport remain. With the massive decrease in the number of LMP entrants, and with the LMPC class (which is only in its 2^nd season) still attempting to find a foothold in the series, the spotlight has shifted away from these technological wonders and into the Touring divisions.

There is a similar pattern in the other major Sports Car Series in North America: The Rolex Sports Car Series. Although the initial years (2000-2002) the cars of the Rolex Sports Car Series and the American Le Mans Series were very similar, in 2003 the RSCS had a change of identity and went to only 2 classes and switched from Le Mans Prototypes to Daytona Prototypes as the face of the series. These cars have been criticized for their lack of aesthetic appeal, but are in line for a 3^rd generation makeover for the 2012 season. Similar to the ALMS, these prototypes have produced excellent racing. Unfortunately, over the two seasons, the number of DP entrants has dropped and one team, Chip Ganaissi’s #01 car of Scott Pruett and Memo Rojas has won 14 out of the 21 races in 2010 and 2011 (so far) combined. The competition level of the DP class has sharply declined.

It’s no question that these two series are going through a time of change and there’s no question that the economy has affected the number of prototypes that are entered in a given race. Many may look down upon these two series, especially compared to the riveting success the European-based series have, but the reality is that these series still produce magnificent racing. The best racing, however, has not been present in the prototype class, unlike in recent years. I’m aware that the new T.V/Internet deal that the ALMS has taken on this year has hurt the ratings and whenever SPEED decides to show tape-delay races instead of live races for the Rolex Sports Car Series, viewership will decrease if anything. Aside from that, whenever I have watched a race this year, I have seen some of the best GT racing I have ever seen and even watching the LMP or DP classes has been fairly enjoyable.

I hope that as these two series progress, more team owners and sponsors take an interest in these two series. It is possible that the prototype numbers will regain the strength that they once had. As I mentioned, Porsche is interested in returning to the LMP ranks and Michael Waltrip has expressed interest in Sports Car Racing and cited these two series. It is, however, likely that Waltrip will stay in the GT ranks. Nevertheless we cannot lose hope for these series. Although the numbers may be down, the racing is still excellent and the championship battles are still tight.

Redefining the Nationwide Series

2011 Nationwide Series at Talladega - credit to Speedtv.com

Since the early 80s, NASCAR has always had what many call a feeder series: a series made for the development of younger drivers and potentially younger teams. Over the years, in this annual series, which is now known as the Nationwide Series, drivers from all sorts of skill levels, racing backgrounds and ages have raced. For some drivers and teams, such as Jeremy Clements and his family owned race team, the Nationwide Series is an excellent opportunity to get their foot in the door, so to speak, in the NASCAR world. For other drivers who did not do so well in the Sprint Cup Series, such as Elliot Sadler and Reed Sorenson, this is an excellent opportunity to compete for a win week in and week out. Finally, for drivers such as Kenny Wallace or Mike Bliss, driving in the Nationwide Series is a nice way to stay competitive even though each driver has passed his prime.

This is what makes the Nationwide Series so great. Unfortunately, over the past decade, the series has had an identity crisis. It’s not really a secret that since the series began, drivers who were involved with the best Sprint Cup teams came down to the Nationwide Series to run a handful of races every year. Mark Martin, most notably, has won 49 races over his Nationwide career, which started back in 1982. At the same time, he was running full-time in the, then, Winston Cup Series. He was not the only driver to occasionally pull “double-duty”. Lately, however, drivers who have full-time ride in the Sprint Cup Series may also run full time in the Nationwide Series. This has produced, over the past 10 years, 6 champions who have run the full season in both divisions (the only driver to do so not in the past 5 years was Kevin Harvick in 2001). This is a problem for the series that helped drivers and former Nationwide champions, such as Dale Earnhardt Jr., Greg Biffle, Johnny Benson, Brian Vickers and Martin Truex Jr. to have solid rides in the Sprint Cup Series. When Cup guys go down to the Nationwide Series to run every week, there are little to no opportunities for drivers who currently don’t have a ride in any of the top 3 series.

How, then, is what Mark Martin did throughout his career different from what drivers today do? Well, first of all (other than the fact that it was 1987 when the dynamic of NASCAR was much different), Mark never ran more than 15 races in a season. Secondly, when he ran, drivers like Randy LaJoie or David Green were given quality rides. Today, without a doubt, two drivers have dominated the Nationwide Series over the last five years: Kyle Busch and Carl Edwards. During this time, these two drivers have been racing full time in the Cup Series. Although Busch has stopped racing the full schedule, he still races approximately 22 races out of 35. Edwards, on the other hand, has run a full schedule since 2006 (in 2005 he ran all but 1 race). Over that time, Carl has around 30 wins and Kyle has around 50.

These two drivers are not the only consistent double-duty drivers. Brad Keselowski, last year’s champion, ran full time in both the Sprint Cup Series and the Nationwide Series and Joey Logano usually runs most of the races throughout the year. Kevin Harvick, who has made his name known not only by driving but also by owning cars in the Nationwide Series, usually makes an effort to run most of the races. What has happened is that Cup regulars are taking wins and championships away from the kinds of drivers and teams that were once the face of the series.

At the end of last year, there was no doubt that in the NASCAR community fans and some drivers were fed up with these Cup guys running for the championship in multiple series. I’ve often heard that the year-end Nationwide Banquet “looked more like a Cup Banquet”. NASCAR decided that it was best to change the system. Starting in 2011, drivers are only allowed to run for points in one out of the three series. This takes away any chance of a Cup regular winning the Nationwide Series championship. With this rule, all seemed right again.

Well, it did until the season started. Although NASCAR changed the points system, they forgot to change what is possibly the worst aspect of the Nationwide Series: Cup drivers win every week. Carl Edwards and Brad Keselowski are still running the full season, even though they won’t get a championship out of doing so. Kevin Harvick, Kyle Busch and Joey Logano are poised to run 20+ races each this year and other drivers will probably race 20+ races as well.. There have been 7 races so far this year and none has been won by Nationwide regulars (Kyle Busch has won 4). This is not healthy. Last week at Talladega, a race where drivers who don’t usually find themselves in the top-10 have a good chance of winning, was won by Busch after a questionable caution call. Sure, the championship point’s standings show no sign of a Cup driver near the top, but the weekly stats show that they are still dominating the series.

Kenny Wallace - credit to teamrab.com

Although as a simple NASCAR fan I don’t have much of a voice concerning the rules and regulations that occur in NASCAR, this is what I would do to avoid this sort of dominance continuing. Every driver can race in one series fulltime. After that, they are limited to 10 races in another series (such as the Nationwide series) and 5 races in a 3^rd series (such as the Camping World Truck Series).

This idea may get people upset. I have heard two strong arguments against this sort of regulation. First, many fans want to see top-level drivers compete in the lower series; if these drivers aren’t there, the attendance and ratings will fall. Secondly, if the Nationwide or Truck series are really a chance for young drivers to prove themselves against the best of the best, why should we not allow the best of the best to compete?

Yes, these are good arguments. However, each one has its own loopholes. The first argument is a little off. I’m not suggesting that NASCAR should ban these cup guys from racing in the Nationwide Series, I’m only suggesting that they strictly limit the number of races they run. If drivers are still allowed to run up to ten races in a second series, ratings won’t drop considerably. Plus, many fans want to see strictly Nationwide drivers duke it out for the win. The second problem can be answered similarly to the first: the best teams and best drivers will still be competing from time to time. It just won’t be as often as it is today.

Personally, I think the arguments for having this rule set in place outweighs the negatives, even without my rebuttals. Limiting the Cup guys can give drivers, such as Brad Coleman, Michael McDowell, Kelly Bires and Matt DiBenedetto, all of whom share rides with Cup guys that race most of the year, more of an opportunity to compete and win. Nationwide guys will be the focus, not Cup guys. How can a young driver learn to compete when he or she does not have enough seat time in a competitive ride? Plus, drivers such as Johnny Benson, Ted Musgrave, Scott Riggs, Stephen Leicht and Erik Darnell, all proven competitive drivers, are out of a ride.

I am also well aware that sponsorship money has a lot to do with this. Unfortunately, the almighty dollar has a large part to play in how the current Nationwide Series plays out. With this in mind, I wish NASCAR would consider a proposal similar to mine. I would really like to see in the not too distant future the Nationwide Series become the Nationwide series of over a decade ago. I would love to see the Jeremy Clements of the world, or the Joe Nemechecks of the world or even a guy like Ricky Stenhouse Jr. win a race or two, or three. What NASCAR did in the off season was a large step in the right direction, but unfortunately they aren’t there yet. If NASCAR wants to see the Nationwide Series succeed and progress, further steps need to be made.