Audi, unhappy with the ALMS delaying the full implementation of rules designed to place them back atop the LMP food chain, made their feelings known by delaying their commitment to the Series for 2008 until the last moment. (Photo: Marshall Pruett) » More Photos

But the ACO must have been alarmed when the Penske team went on a tear, winning overall eight races in a row, claiming victories at 'Audi tracks' like Utah, Elkhart Lake, and Mosport. P2 cars finished the 2007 season having claimed an astounding 75% of the ALMS races that were run. This leaves us with a marked change in the P1 and P2 rules for 2008, devised to affect both categories in international competition, but devised specifically to govern the pace of P2 cars in America. In addition to the addition of weight to the P2 cars, a reduction in fuel capacity aimed at requiring more pit stops, and a reduction in power by further restricting the volume of air allowed into the engine was ratified. The full measure of those particular changes have also been taken in a reduced amount for 2008.

‘Simplistically speaking, reducing fuel capacity does not reduce the performance of a petrol-engine car. It does change when the cars pit though, and therefore changes the strategy of the race. As the majority of our races are two pit stop races, we felt this was a big change for very little difference in the racing. The smaller tracks benefit lighter, shorter wheelbase, well-balanced cars, which basically defines the LMP2 class at the moment. Therefore, the competitiveness of the LMP2 class in the American Le Mans Series is exaggerated somewhat because of the tracks. If you compare LMP1 with LMP2, even the Porsche Spyder and the Audi R10, when they have both tested at European tracks, the lap times are well spread. Testing, of course, can be deceiving though...’

While the ACO’s rule changes for this year are exceptional, the proposed direction for LMS/ALMS prototype rules for 2010 are considered extreme. Just last month, and at the behest of the major LMP entrants and manufacturers, the ACO has backed away from the LMP/GT hybrid cars they'd announced at Le Mans last year. An evolution of the current open-top LMP regulations will continue to be discussed, there's a sense of relief knowing that a solid mix of open and closed-top prototypes fighting for class and overall wins is here to stay.

‘For the time being, we believe that it is in the interests of the series to encourage great racing amongst prototypes, even if they are in different classes. From the public’s point of view, a rivalry is a rivalry. And even for those in the know, technically, I think our current situation is fascinating. However, we believe that in the future we will be able to transfer those battles into the LMP1 class, and develop new battles in LMP2. It just requires enough lead time for the manufacturers. That is why we have chosen to follow a very progressive path towards this goal. The ACO has been more aggressive to prevent a mixed scheme, but they don’t face the same set of circumstances that we do. That is why we have the best relationship we have ever had with the ACO. We can agree on long-term goals, and we can also agree that we need to take different paths to get there.’

The path taken by the ACO and the ALMS towards 'Green Racing' is a first in modern motorsports. With the EPA and DoE joining the effort in the upcoming 'Green Racing Challenge,' more new trials are being blazed. Will other series follow suit? (Photo: Dan » More Photos

While the ALMS is on a slightly different page than the ACO for LMP regulations, the two organizations are unified in the growth and adoption of new 'Green Racing' technologies to distinguish their brand of sportscar racing. As 'greeness' has become a popular buzz word and marketing tool in the past twelve months, the ACO was well ahead of the curve on the topic, altering their rules almost four years ago to encourage the development of non-petrol based engines.

Audi's V-12 diesel was running and testing back in 2005 prior to its debut in 2006, Ian Dawson's Taurus Sport diesel V-10 VW Touareg-engined Lola effort competed at Le Mans in 2004, the Nasamax bio-ethanol Reynard LMP1 car was racing in 2003, and the Panoz Esperante Q9 electro-hybrid of 1998 all mark a decade's worth of technology designed to leave fossil fuels behind.

Long before it was cool to be 'green' or a bandwagon was built for people to jump aboard, alternative fuel and energy use have been at the core of the product the ACO and the American Le Mans Series have delivered.

‘Our fossil fuel automotive economy has primarily meant a petrol or a high particulate diesel economy,’ Mayer shared. ‘Our fundamental belief is that the future of the automobile revolves around a diversity of energy solutions. The mix of which will be determined by the economies delivering those energy sources and the efficiencies of the technologies that turn them into propulsion. These will in turn be tempered by the ecological impact of these various sources and technologies.

‘For racing to be meaningful in any way, we think it has to be reflective of these realities. It is devilishly complex and, to be perfectly frank, along with some calculation, there is a fair amount of trial and error. Anyone who tells you they fully understand all of the implications of this is either lying or ignorant of the problem. But we think that someone has to take the first few steps, and the American Le Mans Series has taken them. We have a clean diesel and we have a petrol with a bio-renewable oxygenate – in our case an E-10 petrol – not leaded fuels or MTBE. We will also have an E-85 alternative. We are working on second generation, non-feedstock bio-fuels. Importantly, these are fuels that are available, or will be available, to consumers. For this to be meaningful, it has to be relevant to manufacturers and consumers. We believe that our position of leadership in this field is important, and we intend to devote the effort to stay ahead.’

As the American Le Mans Series moves the ‘Green Racing’ initiative forward in North America, other domestic racing series will eventually need to follow suit. Coupled with Mayer’s obligation to preserve the competitive balance of the ALMS, the series looks to be holding firmly to its ‘For the Fans’ ethos while taking the lead on practicing an environmentally conscious method of motorsports.

If the path Mayer and company have taken on LMP rules is slightly different than the ACO's global norm, the path they're walking with the ACO on 'Green Racing' is more diverse and divergent than any racing series in the world.


Marshall Pruett is Automotive and Sportscar Racing Editor for SPEEDtv.com. Pruett grew up at "Pruett's Olde English Garage," his father's shelter for abused foreign cars, and spent his childhood being dragged across the West Coast to help with his dad's amateur racing exploits. Pruett spent twenty years working in various open-wheel and sportscar series, retiring from active duty in 2001. And in case you were wondering, no, he isn’t related to Scott Pruett.

He can be reached at

The opinions reflected herein are solely those of the above commentator and are not necessarily those of SPEEDtv.com, SPEED, FOX, or NewsCorp.