The Limits of Power
11/24/2008In times of trouble, we naturally turn to our leaders to, well, lead.
These days, all eyes are on Washington, D.C.
Except those looking toward Daytona Beach, Indianapolis and the headquarters of other racing series.
None of those cities is named Utopia.
The solutions to our present problems - in the nation or in motorsports -- will not come from one person or from a single source. What is needed, now more than ever, is a pooling of brainwaves from the best minds in meetings devoid of selfish agendas.
Despite what both critics and admirers may say, all the power doesn't reside within the walls of NASCAR's offices.
"I've always looked at the control of expenses in racing as the organization (sanctioning body) has a very difficult time implementing anything that controls that," said NHRA legend Kenny Bernstein, who used to field NASCAR and Indy teams. "Anything they implement, the racers always seen to get around. Legally, but they get around it.
"The example I'll give you is when Mr. (Bill) France (Jr.) told me they were going to go to seven tests a year, back when I was down there. I said: 'Do you know what that's going to do?' He said, 'Yes, it's going to save money.' I said, 'Bill, I don't know about that. All that means is I've got to put another truck and trailer on the road with a skeleton crew and go to all the tracks in the country that resemble where we're going to race the national events. It's probably going to cost me more money.' He said, 'Oh, that won't happen.' Well, that's exactly what happened.
"It's up to the teams and the businessmen themselves to control it (costs) the best they can."
Bernstein is right. To spend, or not to spend, that is the question. It's a decision that remains tightly in the grasp of team owners.
NASCAR can, as it has done, legislate a test ban at its sanctioned tracks. NASCAR can't legitimately ban computer simulations or seven-post shakers or wind tunnels for the very simple reason such a rule would be unenforceable.
Eight-time Cup champion team owner Rick Hendrick offered this suggestion: Expand practice on Friday and allow data-gathering systems to be used during that time.
"Why not go in on Friday and instrument the cars and have the data acquisitions because every team has got that," said Hendrick. "Have two sessions on Friday, like an hour-and-a-half, qualify on Saturday morning, have to take the data acquisitions off for qualifying and race. That way, you've got the tires here and you should be able to figure out in two sessions of an hour, hour-and-a-half a piece, what you've got.
"If you've got the data there then everybody in this garage has got data. If a team didn't have it, then NASCAR could furnish it for them, then that puts everybody on equal ground . . . They (crew chiefs and engineers) could learn a lot more than they could at Kentucky or somewhere."
Sounds like a good compromise to me.
And that - compromise - is exactly what it's going to take. Drivers and owners and sponsors and officials and promoters all say they're worried about any changes that might turn-off fans in this economy. But let's be honest, a lot of the CoT racing hasn't exactly been a turn-on, at least from a showbiz standpoint.
Teams need more CoT laps to advance the competition -- and entertainment. Laps cost money. NASCAR wants to cut costs. Fans want a better show for the price of their tickets. Sponsors and promoters want full grandstands. TV networks want a bigger audience.
There's a limit to power. Even NASCAR's. The answers we need will come from many, not one.
[ I.N. Sider will name the Man of the Year for 2008 in the season's finale column on December 8. ]
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(I.N. Sider is the pen name for an independent motorsports business-person who has a quarter-century of professional experience working in almost every major North American racing series. The writer is not an employee of Valvoline or Ashland Inc. The column is intended to inform, entertain, and stimulate thought on the contemporary motorsports scene. The opinions expressed are those of the author and not necessarily those of Valvoline or Ashland Inc.)
BackAbout I.N. Sider
I.N. Sider is the pen name for an independent motorsports business-person who has a quarter-century of professional experience working in almost every major North American racing series. The writer is not an employee of Valvoline or Ashland Inc. The column is intended to inform, entertain, and stimulate thought on the contemporary motorsports scene. The opinions expressed are those of the author and not necessarily those of Valvoline or Ashland Inc.