IMSA Should we be worried about the future of GTD?

[Bcarr6]

Not sure its time to signal the end of the GT3 era yet. There was what 15-17 entries last year in standard GT3 races?

In Daytona there will be 10 GT3 full time entrants. Sure theres a drop but not unretrievable.

For reference, heres the daytona GTd entry split into full, NAEC and daytona only entries.

GTD

FULL SEASON - 10
Michael Shank Racing - Acura NSX GT3 - Lawson Aschenbach / Justin Marks + Come Ledogar + Mario Farnbacher
Magnus Racing - Audi R8 LMS GT3 - Andy Lally / TBA + TBA
Scuderia Corsa - Ferrari 488 GT3 - Jeff Segal / Copper MacNeil / Gunnar Jeannette + Alessandro Balzan
3GT Racing - Lexus RC F *GT3 - David Heinmeier Hanson / Jack Hawksworth + Scott Pruett + Dominik Franbacher
Wright Motorsports - Porsche 911 GT3 R - Patrick Long / Christina Nielsen + Mathieu Jaminet / Robert Renauer
Land Motorsport - Audi R8 LMS GT3 - Kelvin Van Der Linde / Sheldon Van Der Linde / Jeffrey Schmidt / Christopher Mies
Park Place - Porsche 911 GT3 R - Jorg Bergmeister / Patrick Lindsey + Tim Pappas
Riley Motorsports - Mercedes AMG GT3 - Ben Keating / Jeroen Bleekemolen / Adam Christodolou / Luca Stolz
SunEnergy1 Racing - Mercedes AMG GT3 - Kenny Habul / Thomas Jager + Maro Engel + Mikael Grenier
Paul Miller Racing - Lamborghini Huracan GT3 - Bryan Sellers / Madison Snow + Andrea Calderelli + Bryce Miller

NAEC - 5
Scuderia Corsa - Ferrari 488 GT3 - Townsend Bell / Bill Swedler + Sam Bird + Frankie Montecalvo
Michael Shank Racing - Acura NSX GT3 - Alvaro Parente / Katherine Legge + AJ Allmendinger + Trent Hindman
3GT Racing - Lexus RC F *GT3 - Dominik Baumann / Kyle Marcelli / Bruno Junqueira
HART - Acura NSX GT3 - Ryan Eversley / Chad Gilsinger + Sean Rayhall / John Falb
P1 Motorsports - Mercedes AMG GT3 - JC Perez / Kenton Koch / Robby Foley /Loris Spinelli

DAYTONA ONLY - 6
GRT Grasser - Lamborghini Huracan GT3 - Rolf Iniechen / Mirko Bortolotti / Franck Perera / Rik Breukers
GRT Grasser - Lamborghini Huracan GT3 - Max Van Splunteren / Ezequiel Perez Companc / Christian Engelhart / Christoper Lenz / Louis Machiels
Risi Competizione - Ferrari 488 GT3 - Miguel Molina / Martin Fuentes / Ricardo Perez de Lara / Santiago Creel
Spirit of Race - Ferrari 488 GT3 - Paul Dalla Lana / Pedro Lamy / Mathias Lauda / Daniel Serra
Manthey Racing - Porsche 911 GT3R - Steve Smith / Randy Walls / Harald Proczyk / Jeff Segal
Turner Motorsport - BMW M6 GT3 - Jens Klingmann / TBA / TBA

[Speed-King]

Originally Posted by Bcarr6

Not sure its time to signal the end of the GT3 era yet. There was what 15-17 entries last year in standard GT3 races?

In Daytona there will be 10 GT3 full time entrants. Sure theres a drop but not unretrievable.

I think IMSA is really different from all other GT3 series, due to the amount of racing time on the calender, which is for GTD at well over 60 hours.

Even if you do the full Blancpain circuit, you only have 39 hours of racing and ten of those are in the sprint format which can be done with a reduced crew.

So GT3 might very well still be a viable solution for many other series, while being considerably less so for IMSA.

[jjvincent]

In addition to that, let's say that Speed King Racing is based in Munich and he's going to race a pair of GT3 cars for all 10 Blancpain races in 2018. Let's look at the travel for his team. If he went from Munich to every event and back, he'd rack up 10,600 miles (17,600km). If Speed King was smart, he'd rent out some space in England for two weeks in May because two events are there within 2 weeks of each other and only 100 miles (160km) apart. That saves about 1,580 miles (2,550km) for a total of 9,020 miles (14,520km)

Speed King Racing then decides to run two GTD cars in IMSA and base his team out of Road Atlanta. For a full season that's 18,600 miles (29,900km). The only saving of distance is when WG and Mosport come up because after the 6hr race, he has to go to Mosport 300 miles (480km) and be there in 3 days to rebuild the car and convert back to sprint setup. It does save distance though. That becomes 1,500 miles (2,420km) for a total of 17,100 miles (27,520km). This distance could be more depending where he locates because the last IMSA race is zero distance. That means, he only racks up mileage for 10 races which is the same number as in a full blown season of Blancpain.

Just the travel for the truck is 8,080 miles (13,000km) more or 89.5% more distance for IMSA.

For IMSA, there's another issue. Daytona and Laguna are the only two races where you get a garage. In Blancpain, you get garages for every race. That means, for 9 races, you need the full crew to be there longer because you have to set up a 53' awning and all of the extra garbage that goes along with it. Top it off, in the US, the majority of the team lives all over the country, thus you pretty much have to fly in 90% of them. In Europe, a German team consists of mostly Germans that usually take a van to shorter distance events.

As you can see, the distance just for IMSA is much more. So, the pay for the truck driver, maintenance on the truck and fuel is much more. Plus, for IMSA, Daytona is really the only event you need extra crew. As for the rest, you can do it with the same number. IMSA is not a good representation of what you can do in Europe. Just like the ADAC Masters. They run their whole season in an area smaller than the NE region for SCCA Club. If you do SCCA Club in the NE region and do the Runoffs for 2018, you will do 5,600 miles for the Runoffs then add into that, 6 races with an average round trip of 600 miles, you got about 9,200 miles as opposed to Speed King Racing that runs in ADAC Masters who only cranks out 4,200 miles for a 7 race series. Who knew that transporting a 1990 Spec Miata would be more than a 2018 GT3 Car in ADAC or Blancpain.

[Speed-King]

Originally Posted by jjvincent

In addition to that, let's say that Speed King Racing is based in Munich and he's going to race a pair of GT3 cars for all 10 Blancpain races in 2018. Let's look at the travel for his team. If he went from Munich to every event and back, he'd rack up 10,600 miles (17,600km). If Speed King was smart, he'd rent out some space in England for two weeks in May because two events are there within 2 weeks of each other and only 100 miles (160km) apart. That saves about 1,580 miles (2,550km) for a total of 9,020 miles (14,520km)

Speed King Racing then decides to run two GTD cars in IMSA and base his team out of Road Atlanta. For a full season that's 18,600 miles (29,900km). The only saving of distance is when WG and Mosport come up because after the 6hr race, he has to go to Mosport 300 miles (480km) and be there in 3 days to rebuild the car and convert back to sprint setup. It does save distance though. That becomes 1,500 miles (2,420km) for a total of 17,100 miles (27,520km). This distance could be more depending where he locates because the last IMSA race is zero distance. That means, he only racks up mileage for 10 races which is the same number as in a full blown season of Blancpain.

Just the travel for the truck is 8,080 miles (13,000km) more or 89.5% more distance for IMSA.

For IMSA, there's another issue. Daytona and Laguna are the only two races where you get a garage. In Blancpain, you get garages for every race. That means, for 9 races, you need the full crew to be there longer because you have to set up a 53' awning and all of the extra garbage that goes along with it. Top it off, in the US, the majority of the team lives all over the country, thus you pretty much have to fly in 90% of them. In Europe, a German team consists of mostly Germans that usually take a van to shorter distance events.

As you can see, the distance just for IMSA is much more. So, the pay for the truck driver, maintenance on the truck and fuel is much more. Plus, for IMSA, Daytona is really the only event you need extra crew. As for the rest, you can do it with the same number. IMSA is not a good representation of what you can do in Europe. Just like the ADAC Masters. They run their whole season in an area smaller than the NE region for SCCA Club. If you do SCCA Club in the NE region and do the Runoffs for 2018, you will do 5,600 miles for the Runoffs then add into that, 6 races with an average round trip of 600 miles, you got about 9,200 miles as opposed to Speed King Racing that runs in ADAC Masters who only cranks out 4,200 miles for a 7 race series. Who knew that transporting a 1990 Spec Miata would be more than a 2018 GT3 Car in ADAC or Blancpain.

Just out of interest: What percentage of 'my' teams budget would travel make up in the US or in Europe?

[peckstar]

Originally Posted by jjvincent

In addition to that, let's say that Speed King Racing is based in Munich and he's going to race a pair of GT3 cars for all 10 Blancpain races in 2018. Let's look at the travel for his team. If he went from Munich to every event and back, he'd rack up 10,600 miles (17,600km). If Speed King was smart, he'd rent out some space in England for two weeks in May because two events are there within 2 weeks of each other and only 100 miles (160km) apart. That saves about 1,580 miles (2,550km) for a total of 9,020 miles (14,520km)

Speed King Racing then decides to run two GTD cars in IMSA and base his team out of Road Atlanta. For a full season that's 18,600 miles (29,900km). The only saving of distance is when WG and Mosport come up because after the 6hr race, he has to go to Mosport 300 miles (480km) and be there in 3 days to rebuild the car and convert back to sprint setup. It does save distance though. That becomes 1,500 miles (2,420km) for a total of 17,100 miles (27,520km). This distance could be more depending where he locates because the last IMSA race is zero distance. That means, he only racks up mileage for 10 races which is the same number as in a full blown season of Blancpain.

Just the travel for the truck is 8,080 miles (13,000km) more or 89.5% more distance for IMSA.

For IMSA, there's another issue. Daytona and Laguna are the only two races where you get a garage. In Blancpain, you get garages for every race. That means, for 9 races, you need the full crew to be there longer because you have to set up a 53' awning and all of the extra garbage that goes along with it. Top it off, in the US, the majority of the team lives all over the country, thus you pretty much have to fly in 90% of them. In Europe, a German team consists of mostly Germans that usually take a van to shorter distance events.

As you can see, the distance just for IMSA is much more. So, the pay for the truck driver, maintenance on the truck and fuel is much more. Plus, for IMSA, Daytona is really the only event you need extra crew. As for the rest, you can do it with the same number. IMSA is not a good representation of what you can do in Europe. Just like the ADAC Masters. They run their whole season in an area smaller than the NE region for SCCA Club. If you do SCCA Club in the NE region and do the Runoffs for 2018, you will do 5,600 miles for the Runoffs then add into that, 6 races with an average round trip of 600 miles, you got about 9,200 miles as opposed to Speed King Racing that runs in ADAC Masters who only cranks out 4,200 miles for a 7 race series. Who knew that transporting a 1990 Spec Miata would be more than a 2018 GT3 Car in ADAC or Blancpain.

you have talked miles, but you havent converted that into $. Is the rate per mile the same in USA as europe

and at the end , how much of that is relates to the total cost

[chernaudi]

As of right now, not too much to worry about, because there's a market demand and there's a market to supply it.

When one of those gets upset, then we can worry. But longer term, you do have to wonder, because GT3/GTD is starting to push GTLM/GTE Pro budgets and where it's not mandated, teams tend to use all-pro driver line ups in GT3.

[Mike Hedlund]

Originally Posted by chernaudi

As of right now, not too much to worry about, because there's a market demand and there's a market to supply it.

When one of those gets upset, then we can worry. But longer term, you do have to wonder, because GT3/GTD is starting to push GTLM/GTE Pro budgets and where it's not mandated, teams tend to use all-pro driver line ups in GT3.

Starting to push? I can do the WEC Super Season in a brand new GTE car for what it costs to do the 2018 IMSA season in a GTD car.

The current GTD budget is around $1M USD *more* than it would have cost me to run an ALMS GTE Ferrari in 2013 (which I looked into doing).

Frankly, if you're not worried about the GTD class then you either don't care about it either way or don't have the facts (not throwing stones at you in particular chernaudi!). The writings been on the wall for a couple seasons.

-mike

[MaskedRacer]

Originally Posted by Mike Hedlund

Starting to push? I can do the WEC Super Season in a brand new GTE car for what it costs to do the 2018 IMSA season in a GTD car.

The current GTD budget is around $1M USD *more* than it would have cost me to run an ALMS GTE Ferrari in 2013 (which I looked into doing).

Frankly, if you're not worried about the GTD class then you either don't care about it either way or don't have the facts (not throwing stones at you in particular chernaudi!). The writings been on the wall for a couple seasons.

-mike

Wow what Mike is saying here is significant. A question for you Mike. Does the high costs correlate with the number of hours of track time that IMSA runs per season?

If so, I think the only thing that can be done for 2018 is probably dropping Laguna. But beyond this year could something really drastic be needed such as dropping GTD from Road Atlanta!? Just to get the number of hours of race time reduced.

[Mike Hedlund]

Originally Posted by MaskedRacer

Wow what Mike is saying here is significant. A question for you Mike. Does the high costs correlate with the number of hours of track time that IMSA runs per season?

If so, I think the only thing that can be done for 2018 is probably dropping Laguna. But beyond this year could something really drastic be needed such as dropping GTD from Road Atlanta!? Just to get the number of hours of race time reduced.

The high costs aren't being caused by any specific single issue, IMO. Hours of run time over the season is definitely one of the big contributors, but it's other things as well like the increased upfront and running costs for the new generation of cars, the length of the weekends (how long staff/equipment is at the track) and driver ratings.

Driver ratings is a 3rd-rail discussion and we all know it sucks, but in a Pro-Am class with Pro Silvers, it simply reduces the potential for sharing the costs if you want to be competitive. You can only have a single gentleman driver in the car for the NAEC rounds if you want to be competitive against lineups with 2-4 professionals -- or in the case of some pseudo-factory efforts, no gentleman drivers.

-mike

[jjvincent]

If you think about it, in the last 10 years, transportation costs have gone up maybe 3%. When you have the cost to rent that goes up 50-80% in that same period, travel is not weighed as much as it was 10 years ago. So, eliminating Laguna or any other race just reduces the overall budget by just that race. What happens there is even you have another issue because the more you reduce time, the more drivers look elsewhere. This is why guys go over to Europe for 2-3 events and rent a TCR car and run a Creventic race for no more than $20K per event. Why run a TCR car in the US when you will get no more than 12 hours in IMSA for a season as opposed to 15-18 in Europe? A TCR car will require a whole rental and that will set you back at least $35K per event.

The real problem is the competition with other series'. IMSA used to be the top dog but now there are so many other places for people to spend their money, they don;t look at IMSA or even PWC as a place where when you run, you are a "pro" or "made it". It's just another series. Mark my words, in 5 years when all of these current TCR, GT4 and GT3 cars will be too old to race because the manufacturers will force teams to upgrade to the new model, someone out there will make a new home for them and do an endurance series. It's already happening right now with the great IMSA purge of GS and ST cars.

[chernaudi]

Could this also be IMSA playing to the PWC market by offering endurance races as opposed to sprints?

And if the costs are similar, why not run GTLM aside from the fact that a true pro-am line up has little to no chance against factory teams? Or run DPI if the costs are similar.

Short term, I don't think there's a problem. Longer term, GTD is subject to what the market will bear. And that market can change depending on supply and demand.

If GT3s are about as expensive to buy and run and GTE Pro/GTLM cars, and if they can perform about the same, why not combine the classes? I believe that ACO and SRO hubris/stubbornness/my toys are bigger and better than your toys mentality/not invented here mentality has a lot to speak for here.

Maybe IMSA should go to running two classes, one prototype and one GT, or make a class for touring cars or lesser powerful GT cars for true pro-am line ups. The latter has been a point of contention in LMP2 as well in the WEC, with rookie drivers being rated on age/experience rather than ability IMO.

[YZFrider]

Originally Posted by chernaudi

Could this also be IMSA playing to the PWC market by offering endurance races as opposed to sprints?

And if the costs are similar, why not run GTLM aside from the fact that a true pro-am line up has little to no chance against factory teams? Or run DPI if the costs are similar.

Short term, I don't think there's a problem. Longer term, GTD is subject to what the market will bear. And that market can change depending on supply and demand.

If GT3s are about as expensive to buy and run and GTE Pro/GTLM cars, and if they can perform about the same, why not combine the classes? I believe that ACO and SRO hubris/stubbornness/my toys are bigger and better than your toys mentality/not invented here mentality has a lot to speak for here.

Maybe IMSA should go to running two classes, one prototype and one GT, or make a class for touring cars or lesser powerful GT cars for true pro-am line ups. The latter has been a point of contention in LMP2 as well in the WEC, with rookie drivers being rated on age/experience rather than ability IMO.

It's funny you mention this. This is effectively what Grand-Am did. To Mike and JJVincent. Can yo elaborate on how the income streams have been affected over the years? Has sponsorship been harder to secure?

[WolfsburgRS]

Originally Posted by jjvincent

Here's the problem....

As you can see, a 46-83% increase in IMSA costs with a decrease of 37.5% in IMSA give back, means, the class dies off. With the prize money and the entry fees, IMSA is telling the ST teams, go away or join TCR. Again, we will flush out the old and hope for the new. Same thing we did with GS. Tell everyone that it's too hard and expensive to build your own car so we have the answer. It's GT4 even though the running costs end up being more.

Do you think that when Koni/Conti challenge was being run by Grand Am it was being propped up by the mother ship (NASCAR) and now that it's IMSA and NASCAR doesn't have to subsidize it per say, they have to be profitable? Hence costs going up and "savings" not matching the increase in the slightest. I have no idea if Grand Am was or wasn't profitable for the series BTW, just going off "popular opinion"

Originally Posted by jjvincent

The real problem is the competition with other series'. IMSA used to be the top dog but now there are so many other places for people to spend their money, they don;t look at IMSA or even PWC as a place where when you run, you are a "pro" or "made it". It's just another series. Mark my words, in 5 years when all of these current TCR, GT4 and GT3 cars will be too old to race because the manufacturers will force teams to upgrade to the new model, someone out there will make a new home for them and do an endurance series. It's already happening right now with the great IMSA purge of GS and ST cars.

If someone in the USA could put together a series like the VLN in the states it seems like a no-brainer. As you say there are plenty of teams and cars. Throw together a series with a ton of classes (including grassroots...there's a VW Corrado that runs VLN!), do away with driver ratings, offer real prize money...profit? (or at least break even)

Originally Posted by Mike Hedlund

Frankly, if you're not worried about the GTD class then you either don't care about it either way or don't have the facts (not throwing stones at you in particular chernaudi!). The writings been on the wall for a couple seasons.

-mike

As a guy who has a does run these series over the years, what do you think is an ideal solution? Is it simply fix the sneaky silver issues or does it require a complete class revamp?

[jjvincent]

Do you think that when Koni/Conti challenge was being run by Grand Am it was being propped up by the mother ship (NASCAR) and now that it's IMSA and NASCAR doesn't have to subsidize it per say, they have to be profitable? Hence costs going up and "savings" not matching the increase in the slightest. I have no idea if Grand Am was or wasn't profitable for the series BTW, just going off "popular opinion"

There was a time where the series had about 80-100 entrants per event. Thus, they had to split the races because too many cars. Top that off with GA had a total of two haulers and brought 35 employees to the track for a combined Conti/Rolex weekend. With IMSA it went to 130 employees and 7 haulers. I suspect that the increase in the number of employees, number of haulers and the reduction in entrants, makes the current model where you need to get the money from the competitors to make it work. That would explain why there's an an increase in the amount the teams pay to IMSA and the reduction onto what they pay out.

I run my own business and I know a number of other former team owners and renters that do the same. They just have a hard time accepting that IMSA can decide to run at an inflation rate 10X than what they an do. In the end, they go elsewhere. IMSA thinks that the TV time makes up for it but it doesn't. In that day of age, TV is out and streaming it in. Thus explains the disconnect with PWC and IMSA with the new customer base.

[chernaudi]

Well, I guess it should be remembered that IMSA is now basically majority owned by NASCAR though Jim France being controlling stakeholder.

NASCAR is as massive organization that's got money problems of it's own, namely living beyond reasonable means when a market contracts. The "right-sizing" is coming, but NASCAR nor IMSA want to give people the boot--or cut down on salaries for guys at the top.

[Coach Ep]

I would think the various BoP processes nowadays require a much bigger technical department, contributing to the current oversized overhead.

[Jonerz]

So would it be wise to look at the old Grand-Am GT class for a future? Not in taking modified GT3 cars, but perhaps bringing back the venerable Porsche GT3 Cup? Or what of the old tube framed cars? There's something to be said for cheap and cheerful racing, and when a manufacturer makes a body change, you can still keep the core of your car.

What about opening up a category that can fit the TA2 cars? It seems they'd fit in well under GTD both in terms of pace and car models represented.

Chris

[Starfish Primer]

IMSA should only allow GTD from manufacturers involved in P or GTLM. It´s a Pro-Am class.

[joeb]

Originally Posted by Starfish Primer

IMSA should only allow GTD from manufacturers involved in P or GTLM. It´s a Pro-Am class.

Why so? Because of the entry payments? This season that would eliminate Mercedes and Audi, Lambo and Lexus.

[broadrun96]

And how would that enforce it as pro-am in any way?

[jjvincent]

Originally Posted by Coach Ep

I would think the various BoP processes nowadays require a much bigger technical department, contributing to the current oversized overhead.

Other sanctioning bodies that do BoP hire it out and it take about 3 people to process the data. I assume IMSA needs 100 to do the same job. I assume IMSA get's it spot on every time then.

[FormulaFox]

I think the bigger issue for GTD going forward is that the convergence talks for GTE and GT3 were resumed and, while no progress has been made, they have not been completely abandoned. I think an eventual converging of the two classes is ultimately inevitable, and when it happens that's when IMSA will have a quandary to deal with.

Yeah, you could just run two classes, but I think it would ultimately just turn into all factory teams. The minnows should have a lower class to consider.

Updating GT4 into a "Super GT4" certainly seems like a good idea to me, but maybe there should be something unique for that class. Jonerz proposed the idea of using the TA2 specifications, which would certainly help it stand out uniquely, and would be nicely low-cost.

So.. If any variation of GT4 was not an option, what would YOU replace GTD with should GT3/GTE convergence actually happen?

[MaskedRacer]

Originally Posted by FormulaFox

I think the bigger issue for GTD going forward is that the convergence talks for GTE and GT3 were resumed and, while no progress has been made, they have not been completely abandoned. I think an eventual converging of the two classes is ultimately inevitable, and when it happens that's when IMSA will have a quandary to deal with.

Yeah, you could just run two classes, but I think it would ultimately just turn into all factory teams. The minnows should have a lower class to consider.

Updating GT4 into a "Super GT4" certainly seems like a good idea to me, but maybe there should be something unique for that class. Jonerz proposed the idea of using the TA2 specifications, which would certainly help it stand out uniquely, and would be nicely low-cost.

So.. If any variation of GT4 was not an option, what would YOU replace GTD with should GT3/GTE convergence actually happen?

To me super GT4 sounds like GT4s with bigger rear wings which would takes us back to Grand Am GT essentially which had good numbers. I am ok with that as long as a pro/factory based GT category remains viable. But this is an idea for 2020 at earliest. Maybe 2021.

[WolfsburgRS]

Originally Posted by jjvincent

There was a time where the series had about 80-100 entrants per event. Thus, they had to split the races because too many cars. Top that off with GA had a total of two haulers and brought 35 employees to the track for a combined Conti/Rolex weekend. With IMSA it went to 130 employees and 7 haulers. I suspect that the increase in the number of employees, number of haulers and the reduction in entrants, makes the current model where you need to get the money from the competitors to make it work. That would explain why there's an an increase in the amount the teams pay to IMSA and the reduction onto what they pay out.

I run my own business and I know a number of other former team owners and renters that do the same. They just have a hard time accepting that IMSA can decide to run at an inflation rate 10X than what they an do. In the end, they go elsewhere. IMSA thinks that the TV time makes up for it but it doesn't. In that day of age, TV is out and streaming it in. Thus explains the disconnect with PWC and IMSA with the new customer base.

Yeah, all of the above totally makes sense. (owners not being happy with the changes, not seeing the dollars and cents add up) I can't believe Grand Am ran a combined Koni/Rolex weekend with 35 people. I have to admit to being one of the grand-am haters back in the day. But then APR got involved with Koni Challenge and I went to a couple of those races, and then I started paying attention to the GT stuff again, and by the time the did the Gen 3 DPs I was back to being a fan. I kind of miss the "DIY" aesthetic of Grand am in some ways. Like the non-standardized numbering for cars and the hot-rod nature of the cars. (GT3 Cups with RSR parts and what not)

As i've kicked it around I do like the GT4 as GTD angle, but you'd still end up with 3 classes in the big show.

[hondafan37]

Originally Posted by FormulaFox

I think the bigger issue for GTD going forward is that the convergence talks for GTE and GT3 were resumed and, while no progress has been made, they have not been completely abandoned. I think an eventual converging of the two classes is ultimately inevitable, and when it happens that's when IMSA will have a quandary to deal with.

Yeah, you could just run two classes, but I think it would ultimately just turn into all factory teams. The minnows should have a lower class to consider.

Updating GT4 into a "Super GT4" certainly seems like a good idea to me, but maybe there should be something unique for that class. Jonerz proposed the idea of using the TA2 specifications, which would certainly help it stand out uniquely, and would be nicely low-cost.

So.. If any variation of GT4 was not an option, what would YOU replace GTD with should GT3/GTE convergence actually happen?

In my opinion the GTE / GT3 convergence will finally be successful, if finally the ACO concrete the GTproto / GT1 idea for the Top class in 2021, then perhaps some GTE Teams decide to hit the jump to the Top category, and in this way a GTE category has no sense.