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Uncertain Futures: What’s happened to the WTCC?
As the 2014 motorsport year draws to a close, it may be fair to say that it has been a year of the three R’s: revolution, resurgence and resurrection. Formula One introduced its brand new regulations, the BTCC has returned to a state of high popularity unseen in recent years, and the Blancpain series has thrown GT racing back into the hearts of the fans. In no way is this list exhaustive but most importantly it has been a year of extensive media coverage. As a motorsport journalist, I am able to talk to a wide range of industry experts about all things racing and throughout my interactions, there has been one common denominator, one elephant on the race track; what on earth has happened to the World Touring Car Championship?
“…the what? Oh the WTCC! I had almost forgotten about that”
There was a time when the WTCC was deserving of its title; not only did it encompass the globe with the different rounds, but with names like Priaulx, the Mullers, Farfus Jnr, Tarquini, Giovanardi and Menu it produced some truly world class racing. However, over the last few years it has suffered a decline in popularity and arguably, quality. Just to add the icing of lost hope to the cake of disappointment, 2014 has all but destroyed the reputation of this once great championship. And it all comes down to one name, Citroen.
WTCC in the early 2000s was dominated by names such as Alfa, BMW, SEAT and Chevrolet
As with many sports, the very start of the close season has so far been awash with announcements regarding the 2015 season. The one which I am most looking forward to is the return of Volvo as a factory team to WTCC; personally I would prefer them to come back to the BTCC (where they enjoyed huge popularity and success in the 90s) but still. Volvo plan on entering the latter half of the 2015 season to then attack the full 2016 championship after an initial scout. Other news includes an announcement by Honda that they will endure an intense winter of testing so as to catch the Citroen team, while Citroen themselves are joining up with Sebastian Loeb Racing so as to field a 5-car team, giving Chinese driver Ma Qing Hua (the first official Chinese winner in an FIA event) a full season drive. Finally, LADA have announced a new partnership with ORECA, fielding the new Vesta model. Rob Huff is positive about the 2015 season saying about the old Grantas model,
“If we can win in this, we can win in anything”
And let’s be honest, to get the LADA to a race win at Macau, while also beating champion Lopez to fastest lap is no small feat; with a vastly improved car who knows what he may achieve next year. LADA world championship anyone?
To everyone’s surprise, Rob Huff managed to pilot his LADA to multiple victories in 2014. Image Credit: AutoNewsInfo.com
The one common factor that links these announcements for 2015 is of course the Citroen team; more specifically the utter dominance of the Citroen team in 2014. I can remember back to the first race of the year in Marrakech where I sat down, excited to watch a new WTCC season unfold. By the end of that first race weekend I had near as well makes no difference lost all interest in the sport. I have never had any issue when it comes to one team out performing others in a race series; in many ways it shows the quality and hard work of the team. However, when this performance becomes total dominance, leaving the other teams with absolutely no hope of catching them, I begin to think it has gone too far. Wherever Citroen would start, they would be at the front before you could say ‘maybe there is hope’. I would often see a Honda leading the field around, but as soon as the charging Citroens caught up, it was only a predictable matter of corners before all was lost. The performance gap would be something similar to that of a Caterham attempting to stay in front of a Mercedes in Formula One. It doesn’t make for the biggest spectacle when it is so horribly predictable.
It was quite common knowledge that the reason for Citroen to have complete control (and then a little more on top) was their high development and consequently high costs that set them apart from the rest of the field. Similarities can be drawn between WTCC and F1; there has been a significant drop in ratings and high criticism of the sport when there has been one dominant team that has romped away to victory leaving the others almost dead in the water. The sad thing is, if you took Citroen out the equation there would be an immense level of competition in the WTCC; any one of numerous drivers could have walked away with the championship. However, when it comes to mass media coverage and general views regarding a series, the opinionated eye has always been fixed on the front of the grid. If the cameras had focused on the mid pack battles in WTCC or even F1 for that matter, the general view on the championships would have been significantly more positive. But with all the focus on Citroen, it has given the impression that the series has become stale and predictable. And the sad thing is, these days media coverage is everything. If you receive bad press, the prevailing opinion will then start to follow its press masters view. I would never try and claim that I am above such delusions; I too have fallen foul to media coverage and as such have convinced myself that the championship has gone downhill.
This is the general view of 2014: World Touring Citroen Championship. Image Credit: AutosportVision.com
Taking the media effect out the equation for a minute, there are other aspects of the sport that I have been disappointed with in 2014. I will make it clear now that I have always been a massive supporter of affordability in motorsport; cost capping gives new teams a chance to not only compete in championships but have a shot at high place finishes at the same time. And yet Citroen have surged into the championship with high costs to match their high development. Now they have won the championship rather convincingly, Honda are following suit with their winter of high intensity testing and development programs. Logical thought would also suggest that if Volvo wish to be competitive in the championship, they too will have to up the cost to keep up with the big names.
There was a time where increasing financial costs was common in motorsport; an economy existed that could support such a regime. It may come as somewhat as a shock to hear though that the world has been suffering what many would call a bit of an economic issue over the last few years. Money is not as easily available as it once was. The example I always like to draw from my arsenal at this point is that of the BTCC. The Super Touring era in the 1990s saw team costs spiraling horrendously out of control, as the manufacturers tried to out-do each other and get to the top of the standings, most often with paid-drivers from the F1 spectrum. The new NGTC regulations have stripped down the costs of the championship while also tightening up the regulations with the intention of achieving a balance of performance. As a result, the 2014 season has been one of the best in many years; almost any of the drivers could win a race, all fighting for that number one spot. There was a beautiful time not that many years ago where there were shared regulations between the BTCC and WTCC; how wonderful would it be to see this come back once more and have even larger grids on both fronts?
My final issue with WTCC manifests itself as both a technical and aesthetic point. One of the reasons I have always been drawn to touring car racing over any other series has been the similarity between the race cars and the cars we see on the road. After all, it is hard to imagine that your Mercedes A-Class is anything like that of Lewis Hamilton’s, but you can see an obvious comparison to the Mercedes of Adam Morgan in the BTCC. You may not have the added power or aerodynamic ability, but as a motorsport fan it does give a primal rush of excitement to imagine yourself driving a race winning touring car, while on your way to the shops. But when it comes to the WTCC, well I am not quite sure what has happened this year. Not only do the cars look rather flimsy, but based on some of the impacts this year, do very much physically follow suit. There was once a time where the cars would get battered and bruised in the intense race action, but plough on right until the very end.
These days, one impact and the car is near on ruined. Most importantly mind you, these new cars resemble more alien space craft than their road going counterparts; with all the extra wings and this new ‘beefy’ look, it is hard to see the original car there at all. I am aware that this does provide extra performance and no where in the rules does it state the cars must look a certain way, but it does remove that level of relate-ability that I have always cherished about touring cars. May I remind the FIA that this is motorsport not body building; we do not need steroid induced muscle cars.
His car is somewhat Muller-ed. Image Credit: TouringCars.net
The comments I make may not be to everyone’s tastes, but I do believe there must be some unspoken explanation behind the WTCC losing a lot of supporters in 2014. Why else would so many people have forgotten about the WTCC? I have spoken a lot in this article about money; I do believe that the increased cost of motorsport is driving away a lot of potential competitors, especially as we are living in a time where money is not so readily available. The result of not imposing a cost cap, like that of the BTCC is the ridiculous performance gap that has now been created between Citroen and the rest of the field; a gap that only began to reduce at the end of the season. In no universe could I criticise anyone for believing that I am placing blame on Citroen; at the end of the day however Citroen are operating within the stated regulations and have done nothing underhand or wrong. My scathing eye therefore must turn towards a higher power, the governing body that is the FIA. Ever since the demise of the FIA GT series, I have been rather skeptical of the FIA’s ability to govern a motorsport series. The debate surrounding FIA and Formula One especially hardly paints a beautiful landscape of their abilities.
If I were therefore to offer a change, I would suggest a cost cap on spending which would bring in more independent teams to create a larger field, as well as remove any gaps in performance between the cars. By removing a championship that has one team that out-performs the other, it may create a highly competitive, highly exciting race series that has any number of drivers eligible for the title. With the other teams driving up the development machine, it will of course increase the cost, which I will be happy with if it makes the championship more competitive. But is it sustainable? How long will a high cost championship last in the current climate?
With new announcements coming thick and fast in the off season, I look forward to the 2015 season with a renewed hope that the championship can return to a state of high quality, high drama racing. For a championship that has ‘World’ status, it deserves a level of competitiveness that can live up to its name. The chance to race a touring car on circuits across the world is one not offered by just anyone.
2015 is a time for change. It is a time for something new. Let’s make it happen!
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Peace and Love!
In The Lap Of The Gods: Titanic Trucks Set Sail at Brands Hatch
All good things must come to an end. It’s time to go out with a bang. There is truly an ocean of clichés that could be used to describe the final race weekend of a motorsport series. We cannot forget however, that clichés are named thusly for a very important reason; repetition of events across time. The closing race weekend of the year represents one final chance for the competitors to prove their worth, to settle the rivalries that have raged all year and to prove once and for all who deserves to walk away as the ultimate victor.
The action in the British Truck Racing Championship had raged with a blazing intensity throughout the year; one final battlefield lay before them. The BTRC has one of the most exciting race formats throughout the known motor-verse; the field is split into two divisions with the slower division two trucks starting at a set time ahead of the brutal division one beasts. Race order is decided purely on track position so the division one trucks must catch and overtake those in division two to achieve victory. This format is similar to that of banger racing and BTCC 2001, and in many ways is the perfect combination of the two, what with the hard racing and ‘no panel left straight’ approach.
It has been emblazoned into the annals of motorsport that any series ending at Brands Hatch must face the brutal majesty of the Kentish weather. It had all come down to this. It was time. To paraphrase King Theoden from Lord Of The Rings…
“The horns of the Helm Hammer-Trucks, shall sound at Brands Hatch…one last time!”
Smoke on the Water…
For the spectators, including the author of these words you see before you, conditions on race day made for a harrowing yet unforgettable experience. The weather was both a curse and a gift, providing some of the most jaw-droppingly entertaining racing that has ever laid tyre to tarmac. The omnipotent Kentish spirits made true their promises that day; the skies let forth their legions of rain, wind and bitter chills in an all-out assault on Brands Hatch.
Going into the weekend, the British Trucks had championship honours up for grabs in both divisions. There has never been anything more spectacular than watching an onslaught (that is the collective term for racing trucks now) of trucks slip, slide and slam their way around a track as exciting as Brands. With Formula E spearheading the new ‘green’ motorsport initiative, it is clear that the memo had not reached the truck drivers; smoking and spitting flames as they strained the very limits of their planet-killing 1,000BHP engines.
The two Truck races were nothing short of an adrenaline-fuelled thrill ride dominated by incident, red flags and shortened races. The conditions were so treacherous trucks were even seen to be losing control during safety car periods. I can’t even imagine what it must have been like for the drivers. Incidents during car races may be shocking, but when you see a multiple tonne truck barrelling into a wall or into the path of a truck moving at around 100mph, it really is time to buy yourself some new underwear. Nevertheless, what happened that day was something that those spectators lucky enough to be there will never forget. It was truly some of the purest racing anyone could see. No driver aids. No talk of tyres. No politics. It was refreshing, and not just because of all the rain.
Despite a spectacular late championship charge by Chris Levett in his Renault, division one honours went to the legend that is Mat Summerfield who claimed the crown, adding a third successive championship to his impressive tally. In division two, an almighty clash of titans raged between Simon Reid and Ryan Smith. Smith became almighty lord of the lunge and rain master supreme in an epic drive that saw him nearly take the crown from Reid. Despite his gargantuan efforts the best he could manage was 2nd, as Reid did enough to secure championship superiority.
As the British Truck racers roared and refreshed the true meaning of motorsport, the support series made sure the meeting would go down as one of the greatest of the year. The Tin Top Saloons Championship is one of the cheapest entries into the dazzling world of motorsport, with seasons available from only £5,000. The series consists of multiple classes, which depend on the level of modification and engine size, yet all cars are not that far removed from their road going originals. Everything from Hondas, Rovers, Toyotas and Citroens were taking part; you could even say this was the ‘first car’ championship.
Simple. Cheap. Amazing.
There was everything from back-of-the-grid charges from a distinctive blue Rover, Metros mistaking the meeting for a rally cross event and the plucky #69 Toyota Starlett who fought his way to an impressive victory. He lost places. He gained places. You could say he was going both ways. It may be out the view of the great media machine, but it truly is an amazing series that in terms of spectacle can rival the names up in the big leagues.
The seductive saloon sweetness was not yet complete; The Quaife Motorsport Saloons take basic touring car tasters to another level. Operating in a similar fashion to the Tin Tops, these ‘Touring Cars for the everyday man’ produced an immense grid including a Holden Commodore of the variety you would usually find in the Australian V8 Supercar Championship. As ever, the rounds were dominated by the unstoppable force of Quaife nature that is Rod Birley. Close racing, high drama. You can’t go wrong really.
If there was an award for craziest series of the weekend, the only winner could be that of the Legends. The Legends are mad enough in the dry, let alone when you add wind, rain and a slippery track into the mix. Drivers decided Graham Hill bend was to be ignored, because clearly a rally cross route across the grass is the more exciting way around. Across the 6 races, there were 5 different winners. To put that into perspective, over one weekend there were more race winners than there can possibly be across the entire 2014 Formula One season. How anyone can keep up with the consistent action from first to last place without blowing a valve in excitement is hard to tell. What can definitely be said is the Legends are simply insanity personified in motorsport. Simple as.
If that was not enough, there was one more succulent treat in the form of the Pickup Truck Racing Championship. Entering the weekend, the season long battle between Pete Stevens and Michael Smith raged on until the very end. As the closing race began, either driver could grab the title. Smith and Stevens spent nearly the whole race side by side, interrupted only when they collided and Stevens was demoted down the field. What followed was one of the most spectacular drives ever performed by one driver, smashing in lap record after lap record and tearing through the field.
The Pickups provided thrilling racing throughout the day
As the race drew to a close Smith and Stevens were once again door handle to door handle, trading paint and swapping places. The great spirits exacted their final wish and the unlucky Stevens ran into yet another collision, this time with a non-championship rival. The usually calm and collected Stevens showed his rage in the post race interviews; it takes a lot of courage as an interviewer to ask a driver about how he was just knocked out of a championship he was set to win. However, incidents aside the Pickup Trucks were outstanding to watch; the driving skill required to captain these brutal vessels is off the chart, yet they made it look easy. That is real racing.
An added bonus to the events that went down on that day was the absolute pleasure of following the racing with the unrivalled commentary of Downforce Radio, who were there in association with Stopwatch Hospitality. Through the vocal talents of Jake Sanson and Adam Johnson, there was a genuine feeling that you could see every slice of the action, whether you were in attendance or not. The raw emotion and passion is truly unrivalled; there is no better race day commentary. If Downforce is the commentary, then it can only be Stopwatch Hospitality who are to be the location for race day; best circuit views, behind the scenes access and a warm friendly atmosphere make it the undisputed best place to spend your day.
The day was rounded off with somewhat of a bang; an immense truck parade that covered every section of tarmac on track and a firework display that filled the sky in a fanfare of explosive sensory pleasure. Even the famous Coca-Cola Christmas Truck was thrown in to top it all off; the holidays are coming and it is time to get excited. In many ways, the closing round of the British Truck Racing Championship proved that even throughout a time of turmoil in the F1 universe and loss of faith in world series such as the World Touring Car Championship, there still exists pure motorsport at its very best.
No mass media influence. No tyrannical sport director. No politics. Just racing. Raw, amazing racing.
Refreshing isn’t it?
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Peace and Love!
F1 in Crisis: Dear Bernie, What Have You Done?
The glamorous world of Formula One is never without scandalous news outbreaks, and as the motorsport juggernaut sets its sights firmly on Austin for the next round of the championship, all is not well. News has hit the shelves that Marussia and Caterham are set to miss the American round of the 2014 F1 championship due to ongoing financial woes; Marussia have since announced that they have gone into administration. It is uncertain whether either team will return to the series; their company futures hang in the balance.
Caterham and Marussia have been fighting it out throughout 2014 at the back of the grid. Image Credit: f1fanatic.co.uk
Hang on a minute…
So that is two teams that will not be at the event. Some quick adding up brings me to a total of 4 cars that will not compete. In a field of 22 cars, to only have 18 competing means that around 1/5th of the grid is absent. Considering in the first qualifying session there are meant to be 6 cars eliminated, that would now make it well, two. So perhaps it is time for a little rethink on this whole qualifying malarkey for the time being maybe?
Just when you thought it was all over, other independent teams including Force India, Sauber and Lotus are rumoured to be holding secret talks with a threatened intention of boycotting the race this weekend in a show of support. If the sport continues down this dark path of mind boggling budgets, it will end up pricing the non-manufacturer backed teams out of its maniacal grips.
In a year that has seen revolutionary new technical changes, record low attendance figures and now the threat of a GP with minimal competitors, there is but one question hovering on the lips of the masses: Is there a future for F1?
It is the view of this humble motorsport writer that the cause of these problems lies with two distinct yet ever so interlinked factors: the megalomaniacal Ecclestone leadership and of course, money.
Anyone remember this? After a tyre dispute only 6 cars took part in the 2005 Indianapolis GP. Image Credit: worldf1.allmyblog.com
But first let us delve into the history books to understand just how crucial this weekend may just become for Formula One. The sport has always had somewhat of a difficult time in many areas of America, thanks in no small part to the seemingly divine influence of NASCAR. It was in 2005 however that many would argue that F1 lost America. Following a tyre fiasco where Michelin tyres were not able to cope with track conditions without failure and a compromise could not be reached where a chicane was to be installed, all the Michelin clad teams pulled out living only those who used Bridgestone. This meant that only 6 cars eventually took part in the race; Ferrari, Jordan and Minardi made for a mind-numbing race that received a brutal backlash from both fans and teams. Following 2007, F1 departed American shores unsure of ever making a return.
As 2012 rolled around, hope was rekindled as it was announced that Formula One would once more hold a US GP. The kick in the guts came however when the great geniuses decided that all the great American race ways like Indianapolis, Laguna Seca or Road America (which has been described as the greatest test of road racing in North America, by the way) were just not good enough for the glamorous needs of Formula One. Instead, a new circuit was designed and built in Austin by none other than the great professor of tedium Hermann Tilke. In my view, the circuit shows no imagination and merely copycats all the great corners from other circuits across the world, while also following the utterly generic Tilke formula of lots of technical followed by a pointlessly long straight surrounded by a sea of tarmac run off areas. But that is another story.
Now, if one was already struggling to regain success in the states, surely the logical thing to avoid doing would be to make it worse. The worst thing I could think of is to essentially tell the Americans that neither their sum total nor their individual parts are good enough for you and then follow this up by ‘showing them how its done’ and creating a circuit that fits your high brow money wasting objectives. Oh and while I think of it, if you really wanted to rub salt in the infected wound, you would name the circuit something pretentious and downright ridiculous like oh, I don’t know, ‘Circuit Of The Americas’. All that would do surely would further isolate the audiences you so yearn to get back with your wonderful blend of condescension and elitism. No one would be stupid enough to do tha… Oh.
And herein lies the issue.
Sometimes I wonder if Bernie Ecclestone does this on purpose… Image Credit: f1-memes.tumblr.com
So where does the fault lie in all of this? Many people including he who writes these words that you find yourself reading would believe that it is the almighty leader of Formula One, Bernie Ecclestone who spearheads this spectacular tumble off a cliff. For many years, I have often found myself considering the thought that Bernie is very much like the Emperor from Star Wars. I am not just talking about his propensity for murdering innocent Jedi, but his ability to fabricate his own scandals in a way that works out positively for him. It would appear that by creating these headlines, he receives free media coverage by the press which stirs up conversation about F1 which often ends with a refreshed look at the sport and of course, new audiences. In many ways me writing this article about him is just playing into his intricately clever plans. Well done sir.
One of the problems I have highlighted with his leadership with his apparent desire for world domination. And when I say world domination, I mean intrusion into countries that will give him ALL OF THE MONEY. It would very much come to explain why in the modern generation of F1 there has been somewhat of an Eastern expansion to rich Arab nations. Try and call it a coincidence, I dare you. On a related note, it is important to note that 2014 has seen worryingly low attendance figures across the board. This has been most noticeable on the ‘traditional’ European tracks that have been on the championship calendar the longest. Once again, the point finger of blame goes directly to Mr Ecclestone; he charges a whole range of flat rates to different circuits to host a GP every year (between £10 and £18 million) which then have a brain melting set of extra clauses and charges which results in escalating charges per year. The subsequent ticket prices are then astronomically high. There is a reason I have not attended the British GP for many years now; I have been looking up 2015 admission prices and general race day admission is £155. No stand seat, no benefit, just entry to the circuit. If you were crazy enough to want a stand seat you are looking at some prices upwards of £360 for one. But at the end of the day when the Ecclestone money grabber is charging so much for the circuits to host the events, they do not really have much of a choice if they wish to make a decent return.
What doesn’t really help in addition is the new engine regulations that has resulted in a sport deafened by the sound of silence. One of the driving passions of all motorsport fans is the activation of all the senses while at an event. Hearing the thunderous scream of the F1 engine has always been key in the enjoyment of the sport; but now that has all but disappeared while being replaced by a quieter rumble, if you wish to call it that. The spectacle of the sport has somewhat lessened, which may indeed also go to explaining the reduced audience numbers. Why spend all that money when you can watch the races from the comfort of your own home and just, turn the television up?
The smaller independent teams simply do not have the budget to compete with the all conquering factory teams like Mercedes. Image Credit: imgarcade.com
Last and most significantly not least I would like to present you with the financial black hole that has no boundaries; it bleeds resources dry and attacks from the inside. What demon is it that I speak of? I am indeed referring to the cost of running a team within the championship itself, which circles right back to the start of this article and the absence of Marussia and Caterham from the American GP for 2014. There had been talks to impose a cost cap of £40 million budget for teams but this notion has disappeared into the vast ocean of the past now it would seem. The lowest budget in the grid was the £60 – 70 million of Marussia which may seem a lot to your every day human, but compare this to the rumoured £400+ million of Red Bull Racing, which definitely puts things in perspective. Unless buyers can be found the teams will be lost for good. Sadly, ever the man full of sympathy, Bernie Ecclestone was unmoved by the loss of these teams, stating that if they are to go then that is what will happen; we need small teams if they are going to be there performing properly and not moving around with begging buckets.
It is simple fact that the independent teams are going to struggle, especially if they lose one of their backers or a major sponsor, where the manufacturer backed teams have both factory support and major sponsors to fall back on. In the minds of the F1 elites, the high cost is vital to producing the best championship and clearly to prove how glamorously sophisticated it all is. To Bernie, if you do not have the money, then you do not matter. Let me refer you to the British Touring Car Championship, which in the last few years has released new NGTC regulations which actually put a spending cap on each team for the year. The championship now has a bulging 31 entries and better quality racing than it has seen in years. In fact, most people would be against the return of big name manufacturers, while preferring the smaller independent-backed teams. With the price cap, more teams have been able to join, while Alan Gow and TOCA have been able to sculpt an in-depth set of regulations that allow both freedom yet retain a balance of performance. Throwing lots of money at a problem and assuming it will automatically solve itself is not particularly clever. The trick is creating a high quality set of regulations that allow for your end objective without needing budgets that baffle the foundations of finances. Quality not quantity I believe is the phrase.
And so, Formula One has unwittingly backed itself into a crisis corner. Under its current leadership, costs are spiralling out of control and teams will fast begin to drop out the championship faster than Mr Ecclestone can throw money in their way to cover it up. For now it is Marussia and Caterham, next it may be Force India or even Sauber. who really knows. Unless you have factory support, you are never really safe. The saddest part is, we are living in a world that has been crippled by economic issues and there is simply just not the same extravagant levels of funds available as there used to be. It is such a massive shame however that Bernie Ecclestone will never be able to accept this and adapt his championship to suit these conditions. He is a man hell bent on power and refuses to change his ways. If he continues to refuse to accept the inevitable then he will face the ultimate downfall of his beloved championship. New leadership is needed, perhaps from someone who understands the current climate and can work with that. The question remains…
Dear Bernie, What Have You Done?
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BTCC Rule Changes: Now There's A Thought…
The 2014 season of the British Touring Car Championship ended in traditionally spectacular form at Brands Hatch on a weekend dictated by the cruel mistress of Mother Nature. Just as the lights went out on another amazing year, the flood gates for 2015 have already started to open. In what seemed like a mere blink of an eye, we were treated to the announcement that Infiniti were to enter the championship alongside ‘Support Our Paras’ Racing, a whole new direction for the BTCC. Soon after that we were told that Aiden Moffat and Laser Tools Racing were set to enter a Mercedes A-Class for the 2015 season following a successful test session. The next juicy little nugget comes following the annual end of season meeting held between TOCA and the participating teams within the series. The result of said meeting has been a selection of amendments made to the sporting regulations of the championship. Up until this point, all the articles I have read on the matter have gone into analysis about the effectiveness of these changes and how it will impact the sport next year. Have you wondered why you are yet to read an article that questions whether these regulation adaptations have gone far enough, what else could be done to the championship for the future? Could the championship change any further?
Well, it is time to wonder no further, for I present to you my own take on how the BTCC can change the sporting regulations to better the championship for the future. I wish not to present the following words as hard facts, yet I aim to inspire the minds of the masses. What would you do if you had the chance?
The amended 2015 regulations aim to add yet more excitement to an already action packed grid. Image Credit: BTCC.net
But first, I may as well give you a quick overview of my thoughts on the official changes:
- Increased Success Ballast – I have been waiting for this change for quite some time now. For many years I have noticed and very often commented that the success ballast has not had that much of an effect on the cars. Increasing the weight penalties to the point where there is a noticeable hindrance to performance will make the racing much closer and more fascinating to watch.
- Independent Analysis of Start-Line Performance – I am honestly still a bit baffled as to why they are making such a fuss regarding the irregularity between RWD and FWD cars. In my view variety merely adds spice to proceedings; if they want everything as equal as possible why not put everyone in the same car? Or give RWD a weight penalty like they used to get back in the 90s.
- Set Boost Level for the Season – I have always found the whole boost debate to be one of interest to me. Setting the boost level for the season instead of per round is better for the regularity of the championship as a whole. However, I do believe this issue will be visited again on multiple occasions as it is such a new addition to the BTCC.
- Soft Tyre Use across all Three Races – Making the drivers use the soft tyre a certain number of times in each race throughout the season will add an extra layer of thought into the process of race planning. No more will drivers be able to have the optimum strategy for tyres repeatedly, but will have to find a way to work the strategy across the season. All very clever stuff this.
- Fastest Lap in Race 1 to decided Race 2 Grid – Using race 1 as essentially a qualifying race as well the traditional points race I think is nothing short of genius. I can remember a certain Rob Austin a few years ago at Snetterton when he was still towards the back end of the grid who managed to set his car up to work perfectly, for about 2 laps. He set the fastest lap and then conked out. That took balls. Hopefully it will encourage more balls to appear throughout 2015.
- Jack Sears Trophy to be awarded to ‘Top Rookie Driver’ – As long as enough new drivers enter the championship, this will give the new talent a genuine prize to work for; especially as they may not be adjusted to the championship enough to challenge for the overall wins. As with the other changes, it will layer up the excitement across the grid, giving both drivers and audiences more to enjoy across the season.
Well, now that is out the way, how about some other suggestions?
New regulations may see new names at the top end of the grid for 2015. Image Credit: BTCC.net
Re-Introduction of a ‘Feature Race’
Towards the end of the 1990s and the early part of the new millennium, the race format within the BTCC saw each weekend with one sprint race (similar to that we are graced with today) and one feature race. The feature race would be a significantly longer race with a mandatory pit stop that would bring in the whole team into the battle for the top positions. Some of my fondest memories of times gone by was watching the interplay of pit strategies; pitting early and racing on a clear track or saving it late to distance yourself from the pack. There were often times where races were won or lost in the pit stop, or drivers would enter the pits only marginally ahead of the other potential winner; they would have to defend like crazy on stone cold tyres against a guy with perfectly warmed up rubber bullets ready to pounce. If it was not for the feature race format, Matt Neal would never have won his first race in such spectacular style at Donington Park in 1999 (you want to watch this video, it is something wonderful) and given touring car audiences one of the best races it had ever seen. Not only did that win him his first race, but he became the first independent to win a race outright, which is rather commonplace these days. It had to start somewhere, ey?
My plan envisages an extended final race that accommodates the feature race format that sees the need for pit stops. My logic also combines with the use of the soft tyre; teams could then decide on using the soft tyre at the start or post-pit stop. In my minds eye the racing dynamic would change somewhat and give audiences another level of motorsport not seen in the last few years. Instead of three races of the same format, the race day would build up to its spectacular conclusion with the longer race at its climax. As I mentioned before it would add in the ‘team’ aspect to the race recipe as well as some great new racing that the championship has not seen in some time.
Return of the ‘Crown Jewel’ of the BTCC Calendar
In Australia, the V8 Supercar season peaks (almost literally considering the mountains) at the Bathurst 1000 event. One might even call it a showcase to the world to prove in one event just what the series is about. There have been multiple times in the history of the BTCC where the season has had one special race too spice up the usual championship. In the late 80s when the championship still ran a class system, each year there would be an endurance race with mandatory driver changes. In 1988 for example it pitted the usually unstoppable Andy Rouse in his Ford Sierra Cosworth against a temporary new challenger in Win Percy in a Nissan. The joy of this type of event is that it would attract competitors to enter on a one off basis and upset the balance somewhat. Next up was the infamous TOCA Shootout that had reverse grids and an ingenious system where the slowest car each lap towards the end of the race would be black flagged, with £12,000 for the winner. It was at this event in 1993 where Nigel Mansell made his first appearance in the touring cars, before crashing out spectacularly.
Win Percy and Andy Rouse battle it out at the 1988 Endurance Event at Donington Park. Image Credit: performanceforums.com
Even towards the end of the 1990s TOCA introduced the night race at Snetterton, which was then extended to Silverstone to conclude the Super Touring Years as well as the 2000 championship. Whatever the event may be, there was always a special event every year that characterised the entire series in one special race. I imagine that one of the criticisms to my feature race idea is one of finance and television coverage, which is understandable. Some of the smaller teams may not physically have the people power to perform an efficient pit stop; this goes against the NGTC regulations which makes the championship affordable yet still contestable for teams. As a result, I am willing to compromise on my original feature race concept by bringing back the annual ‘showcase’ event. Working as a one off event, the finance increase would not be too uncontrollable and the television coverage could market the event throughout the year. I would love to see the return of the TOCA Shootout format, or even the Endurance driver change event. The former would bring about a true balls to the wall attitude of racing, while the latter could see other names from other disciplines getting their own introduction into the sport.
Change Overall BTCC Season Format
This next proposed change is much more of a personal opinion more than a genuine request. In my view, the highly repetitive nature of the championship in terms of season format has started to drag for me in the last few years. First of all, the tracks are run in the same order every year, with 10 tracks all hosting 3 races each. This does make the season fly by all rather quickly with only 10 race weekends to spread between March and September. I would very much love to see two races over 15 weekends as a preference to save the rather common and almost annoying gaps in the season. However, I am fully aware that this would ramp up the costs as well as demand a change in the television coverage.
This does not mean on the other hand that TOCA cannot mix up the round order slightly just to keep everyone on their toes, instead of having the same tracks in the same order every year. It may not be a massively game changing adaption, but it does retain the dynamic feel that the BTCC has become somewhat famous for. Speaking of dynamism, it would be great to see a few new tracks appear on the calendar, such as a return to Mondello Park, Pembrey or maybe even Castle Combe. There are so many amazing racetracks that span the UK, it would be a shame to not utilise them for all that they are worth. The proposed street circuit around the ring road at Coventry has definitely wet my appetite recently, I just hope the plans come to fruition; the BTCC can then see a return of a street event like that of the Birmingham Superprix in the late 80s.
Increase In Reverse Grids
My final suggestion is one that I believe can increase the racing spectacle, prove who the true fast drivers are while giving rookies a genuine shot at glory. In 2014, the field consisted of a mind staggering 31 cars, a number never before seen in the modern championship. However, when it came to reverse grids for race 3 only the top 10 drivers would benefit. When the grids were smaller this would be a satisfactory number, but with 31 I believe more people deserve that shot at pole position. Of course the unpredictability through random selection of the actual reverse grid position would remain, but I believe the upper end should go as far back as 20th. As it stands, it is usually only the top teams that have been benefited by the current regulations while the smaller teams have remained towards the back.
If this change was put into action, we could be seeing more names like Jack Clarke, Simon Belcher or Dan Welch starting on pole for race 3. Furthermore, if the big names were relegated even further back down the grid, they would have to prove their metal by having to fight their way right up to the top positions. The BTCC has become the mecca of unforgiving, hard and fast tin top motorsport; there is no better way of proving such a title than watching drives similar to that of Alain Menu or Jason Plato from this year where they came right from the back of the grid to a top 5 or 6 finish. Instead of having this as an isolated affair, it could become a common occurrence that wows audiences across the country and proves the position of the BTCC as the best touring car series in the world.
Changes in current regulations would give some of the lower teams such as the Protons of Dan Welch a shot at high positions. Image Credit: BTCC.net
Of the changes I have proposed, many of them would of course come with a raft of complications that may make them unfeasible within the parameters of the NGTC regulations. However, as I stated before I merely wanted to lay these down to inspire some thought and maybe some communication to discuss the future direction of the sport. I would love to hear your ideas for how to change the series if you had the chance. My words are nothing if just my view. The best way to forge forward with real change is through multiple views and serious communication. And well, it has to start somewhere!
The BTCC will always hold a special place in my heart as my favourite racing series, and I wish for nothing more than to spread that animalistic joy that grips my very soul to the masses. Maybe it is time to embrace change and move onwards and upwards. The future is bright.
Let me know what you think!
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