NASCAR Daytona Auto Racing

Report: On eve of Daytona renovation, other NASCAR tracks may also shrink seating capacity

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On the eve of the start of a massive three-year renovation, revitalization and 31 percent reduction in seating capacity of NASCAR’s biggest gem, Daytona International Speedway, comes a report that other tracks may also be in line for a cut in their capacity as well.

The Los Angeles Times reported that International Speedway Corp. – which owns 12 of the tracks the NASCAR Sprint Cup Series races on (accounting for 19 of the 36 races on the season schedule) – may also be looking at cutting seating at other tracks under its corporate umbrella.

“We just simply have too many seats in the inventory and it’s time to do something about that,” John R. Saunders, president of International Speedway Corp., reportedly said on a recent conference call with Wall Street analysts, The Times reported.

“At the end of the day, to get out of this quagmire, we’ve got to get our [seating] capacity down,” Saunders added.

It was less than a decade ago that NASCAR would routinely sell out many, if not most of its Sprint Cup races. But since the economic downturn in the U.S. began in 2007, NASCAR has seen a significant downturn in ticket sales and at-track attendance.

Rather than continue to have empty seats, particularly when they are readily seen around the country on Fox, ESPN/ABC and TNT TV broadcasts, ISC is reportedly mulling following a similar plan put in place at Daytona, according to The Times.

On Friday, ground will be broken on the first major facelift of Daytona since it opened in 1959. As part of that facelift, 31 percent of the current 146,000 seats will be permanently removed, leaving capacity around the 2.5-mile, high-banked oval at just over 101,000 seats.

In addition to replacing the remaining seats with wider and more comfortable seats, ISC also plans on adding suites and 11 common meeting areas (called “neighborhoods”) where fans can get together to watch the racing action while also socializing.

ISC owns tracks that host Sprint Cup events in Daytona, Talladega (Ala.), Fontana (Calif.), Joliet (Ill.), Richmond (Va.), Watkins Glen (N.Y.), Homestead (Fla.), Kansas City (Kan.), Darlington (S.C.), Martinsville (Va.), Avondale (Ariz.) and Brooklyn (Mich.).

NASCAR and ISC both expanded at a significant rate from 1996 to 2006, but with the drop in the economy, the sport and its facilities have suffered. The situation is the same for Speedway Motorsports Inc., which owns nine tracks where Cup races are contested upon, as well as the independently owned Indianapolis Motor Speedway and Dover International Speedway.

Which ISC tracks will ultimately lose seating capacity? Such a decision is “still in the exploratory process” and it would be “premature to speculate” ISC spokesman told The Times in an email.

IndyCar CEO: No safety changes for 2016 car, despite Wilson death

indycar ceo mark miles
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An investigation into the August accident that killed driver Justin Wilson has resulted in no recommendations for immediate safety changes in race cars, IndyCar CEO Mark Miles said.

But changes could be in line by 2017, including some sort of canopy or enclosed cockpit or surrounding apron to protect drivers, Miles told USA Today.

The 37-year-old Wilson was struck in the head from a piece of debris that flew off Sage Karam’s wrecked car during a race at Pocono Raceway. Wilson died the following day in a Pennsylvania hospital.

“What the report provides is a lot of technical data about the energy involved and the forces and exactly what happened and all of that,” Miles told USA Today. “I don’t think there were any revelations. I think for everybody, with or without the report, all of us hope to be able to make progress in finding ways to make the cockpit safer and to reduce the risks.

“So for example, there may be some short-term measures like tethering some parts that weren’t this year, but could be. That’s a work in progress. But I don’t want to give the sense that was because of anything revealed in the accident investigation. What you think happened, happened there.”

One area that has received considerable discussion is the potential for enclosed cockpits or canopies in Indy cars. But the development of such a device will take time, prompting Miles to predict that if canopies or capsules are ultimately added as a safety precaution, it likely would not occur until at least the 2017 season.

“You’re not going to see a change to the car for next year in this regard just because I don’t think it’s possible,” Miles said. “… These are technical challenges and it’s hard to imagine that anything transformative will happen this year. At this point, I wouldn’t rule out 2017, but the research has to be done, the development has to be done to answer the questions as to what can be done by when.”

Addressing specifically the investigation of Wilson’s accident, Miles said, “It reinforces the risks, I think, of the open cockpit and further energizes efforts in motorsport to try to reduce those risks.”

But devising a cockpit or canopy – if either is adopted – will take considerable development and testing time. Miles said he’s had lengthy discussions with officials from groups such as NASA and the aerospace industry that provide cockpits for entities such as jet fighters.

He added that Formula 1 officials have also been studying enclosed cockpits for quite some time, particularly things such as ingress/egress from within the cockpit, as well as heat buildup inside.

“Obviously, the foundational point is whether there’s a solution which protects the driver and there may be no solution which provides complete protection if you get into a situation like in Las Vegas (where driver Dan Wheldon died as a result of head injuries when he stuck a catch fence support),” Miles said. “But it’s how much more safe can you make it while proving for not having unintended consequences.”

Miles said that in addition to canopies and enclosed cockpits, IndyCar is also looking at other variations and the potential risk vs. rewards of those as well.

“This is not necessarily about a completely closed cockpit,” Miles said. “It could be more of an apron. If something hits that … it’s possible (the object) could be propelled higher and further and an unintended consequence could be the risk of something going into the crowd.

“It doesn’t necessarily knock it down and put it on the track if something was coming at a car like that, especially something like a tire that has energy in it.

“What is clear to me is we’ve got an outside perspective as do our safety people, on the long list of things you have to address. … Hopefully something meaningful can happen.”

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IndyCar 2015 Driver Review: Luca Filippi

Josef Newgarden, Luca Filippi
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MotorSportsTalk continues its look through the Verizon IndyCar Series field, driver-by-driver, in 2015. Luca Filippi ended 21st in the No. 20 car, running the road and street course races for CFH Racing.

Luca Filippi, No. 20 CFH Racing Chevrolet

  • 2014: 28th Place, 4 starts
  • 2015: 21st Place (10 starts), Best Finish 2nd, Best Start 6th, 1 Podium, 1 Top-5, 4 Top-10, 2 Laps Led, 12.4 Avg. Start, 13.9 Avg. Finish

After part-time runs with Bryan Herta Autosport and Rahal Letterman Lanigan Racing in 2013 and 2014, likable Italian Luca Filippi finally got his first full part-time season as the road and street course replacement at CFH Racing, replacing Mike Conway. Having won twice last year, Conway left some decently big shoes to fill and Filippi did a fair job throughout the year more often than not.

Filippi had a slightly better grid position average than did Conway, 12.4 to 13, and was slightly better overall in the races. In 10 races (including one with double points), Filippi scored 182 points and four top-10 finishes (including one top-five). A year ago, Conway scored 252 points from 12 starts, but only two top-10 finishes (both were wins). Broken down, Conway averaged 21 points per race (about a 10th place result) and Filippi 18.2 (about 12th).

Thing was last year, Conway didn’t have a measuring stick as ECR was a single-car team. In the combined two-car CFH Racing organization, Filippi had Josef Newgarden as a teammate, and that provided a more accurate measuring stick. In their 10 races together, Newgarden finished ahead 7-3, and also qualified ahead 7-3.

Filippi felt more comfortable as the year progressed – keep in mind this was the first time he’d seen most of the tracks – and at places like Toronto and Mid-Ohio where had had past track experience, he shone brightest. It was no coincidence his lone Firestone Fast Six appearance and first career podium came at Toronto, and at Mid-Ohio he was also very quick but caught out by strategy in the race.

During the year, Filippi also had two other key moments of note, one personal and one professional. He became a dad prior to Mid-Ohio, and was embracing his newborn shortly after the race not long after. Professionally speaking, he made his oval test debut at Iowa, which was important to note in case CFH wants to continue on with him next year, as seems possible. It was a good year that planted the seed for further success in the future, provided he continues in North America.