The Info List - Champ Car

Champ Car
Champ Car
is the general name for a class and specification of American professional top-level open wheel cars used in American Championship car racing for many decades, associated primarily with the Indianapolis 500. Such racing had been sanctioned by the AAA, USAC, SCCA, the CRL, CART, and IndyCar. In its most popular and recent contemporary usage, "Champ Car" was the name given to a governing body formerly known as Championship Auto Racing Teams (CART). The CART series was founded in 1979 by team owners who disagreed with the direction and leadership of USAC. At the height of the popularity of the series in the late 1980s and early 1990s, it was known as the CART/PPG Indy Car World Series. The term "Champ Car" temporarily disappeared from use, with the more marketable term "Indy Car" being utilized. In 1996, the open wheel "split" saw the CART series take a different direction from the newly created Indy Racing League
Indy Racing League
IRL and the Indy 500. Thereafter, it re-branded itself as CART again, and re-booted the term "Champ Car" as the moniker for the machines used. The series was advertised as CART FedEx
Championship Series from 1997 to 2002. CART went bankrupt at the end of the 2003 season. A trio of CART team owners acquired the assets of the sanctioning body (forming what was known legally as Open Wheel Racing Series, Inc.) and renamed it as the Champ Car
Champ Car
World Series (CCWS), again highlighting the historic 'Champ Car' term. Continuing financial difficulties caused CCWS to file for bankruptcy before its planned 2008 season; its assets were merged into the IRL's IndyCar
Series, reuniting both series of American championship open-wheel racing.


1 History

1.1 Formation of CART 1.2 International drivers in the 1990s 1.3 Formation of the Indy Racing League 1.4 CART after the formation of the IRL 1.5 Bankruptcy
and rebranding to OWRS 1.6 OWRS bankruptcy and unification

2 Television 3 Comparison with Formula One

3.1 Direct comparison

4 Champions

4.1 By team

5 Fatalities 6 ChampCar Endurance Series 7 References 8 External links 9 See also

History[edit] In 1905 the AAA established the national driving championship and became the first sanctioning body for auto racing in the United States. The AAA ceased sanctioning auto racing in the general outrage over motor racing safety that followed the 1955 Le Mans disaster. In response, Indianapolis Motor Speedway
Indianapolis Motor Speedway
president Tony Hulman
Tony Hulman
formed USAC to take over the sanctioning of what was called "championship" auto racing. USAC sanctioned the championship exclusively until 1978, when a split between USAC and some of the car owners prompted the formation of the rival CART series. Formation of CART[edit]

Logo, 1997–2002

A. J. Foyt
A. J. Foyt
car in 1984.

The split from USAC was spurred by a group of activist car owners who had grown disenchanted with what they saw as an inept sanctioning body. Complaining of poor promotion and small purses, this group coalesced around Dan Gurney
Dan Gurney
who, in early 1978, wrote what came to be known as the "Gurney White Paper", the blueprint for an organization called Championship Auto Racing Teams.[1] Gurney took his inspiration from the improvements Bernie Ecclestone
Bernie Ecclestone
had forced on Formula One
Formula One
with his creation of the Formula One
Formula One
Constructors Association. The White Paper called for the owners to form CART as an advocacy group to promote USAC's national championship, doing the job where the sanctioning body would not. The group would also work to negotiate television rights and race purses, and ideally hold seats on USAC's governing body. Gurney, joined by other leading team owners such Roger Penske, and Pat Patrick, took their requests, which included larger representation on the USAC Board of Directors, to USAC's Board, but the proposal was rejected in November 1978. USAC's rejection of the proposal led the owners to form a new series (CART) in late 1978 under the principles laid out in the Gurney White Paper. The first race was held in March 1979. The newness of the organization, however, prevented it from being recognized by ACCUS, the United States
United States
representative to the FIA. An arrangement was reached such that the SCCA would act as the sanctioning body for the new series. This would allow the events to be listed on the International Motorsports Calendar. The new series quickly gained the support of the majority of team and track owners, with the only notable holdout being A. J. Foyt. This meant that the front and mid-pack teams would be racing in the new CART series. Of the 20 races held in 1979, 13 were part of the 1979 CART Championship. Of the 10 tracks to host races, five would host CART events exclusively and one, Ontario, would host races from both series. By 1982, the CART series was almost universally recognized as the American national championship. International drivers in the 1990s[edit]

Nigel Mansell
Nigel Mansell
racing in CART in 1993

CART, like its predecessor USAC, was dominated by North American drivers during the 1980s. Many road racing stars, including Mario Andretti, Bobby Rahal, and Danny Sullivan
Danny Sullivan
found success in the series. After former F1 champion Emerson Fittipaldi
Emerson Fittipaldi
won the series title in 1989, additional drivers were being attracted from South America and Europe to join the series. British driver Nigel Mansell, the 1992 F1 Driver's Champion, switched to CART in 1993 and beat Fittipaldi for the championship. Former F1 driver Alex Zanardi, who was much less successful than Mansell or Fittipaldi in F1, dominated the 1997 and 1998 seasons. His teammate Jimmy Vasser, who won the 1996 championship, was the last American series champion. During this time, CART found success in street races, taking over the Detroit
Grand Prix and the Grand Prix of Long Beach
Grand Prix of Long Beach
from Formula One, as well as having success in venues like Miami, Toronto, Vancouver, Cleveland, and Surfer's Paradise. They also founded the first full-time driver safety team that travelled with the series, instead of depending on local staff provided by promoters. Formation of the Indy Racing League[edit] Main article: Indy Racing League Criticism of CART built up in the 1980s, led by Andy Kenopensky of Machinists Union Racing, who emerged as the leading critic of the body with often-confrontational discussions over the body's rules and officiating; he led owners meetings that became acrimonious, notably in 1989 in a pair of meetings at Michigan and Pocono when he shouted down several drivers lobbying for expensive changes to the cars, changes he felt benefited only wealthy owners like Roger Penske. In 1991, Tony George, President of the Indianapolis Motor Speedway, approached the CART board of directors, proposing a new board consisting of representatives of the series' tracks, team owners and suppliers. Rebuffed by some members of the CART board, George took a non-voting position on the CART board. George later expressed his concerns (similar to Kenopensky's) about restrictive engine leases and capricious rule enforcements (e.g. the banning of the carbon fiber tub introduced by March in 1990, ostensibly for safety reasons, until the two more popular CART chassis manufacturers – Penske and Lola – could catch up). As well, there was a lack of American drivers in the series (there were only ten in 1996). Furthermore, young open-wheel sprint car drivers like Jeff Gordon began turning away from IndyCar
due to lack of opportunity, and the USAC series became more and more of a feeder for NASCAR (especially after Gordon found success in stock cars). Other targets for criticism were CART's move to include more road racing on the schedule and escalating costs. George also wanted a greater voice for the Indianapolis 500, held at the Indianapolis Motor Speedway. The problem was the Indy 500 was not sanctioned by CART, but by USAC. However USAC did use almost the same rules package as CART did, except for a few squabbles here and there. CART did leave the three weeks around Indy (two weeks for qualifying and the race weekend) open during this time. George resigned from the CART Board of Directors and formed a new racing series, the Indy Racing League, in 1994 using the building blocks of the Indy 500 / USAC faction as its foundation. With its first race in 1996, the IRL initially included an all-oval schedule, all races on US soil, and mostly American drivers. George all but shut out CART regulars from the 500 by guaranteeing the top 25 drivers in IRL points a spot in the race, leaving only eight of the 33 grid positions available to CART regulars. This was known as the "25/8 Rule." In March 1996, CART filed a lawsuit against the Indianapolis Motor Speedway in an effort to protect their license to the IndyCar
mark which the Indianapolis Motor Speedway
Indianapolis Motor Speedway
had attempted to terminate. In April, the Indianapolis Motor Speedway
Indianapolis Motor Speedway
filed a countersuit against CART to prevent them from further use of the mark. Eventually a settlement was reached in which CART agreed to give up the use of the IndyCar
mark following the 1996 season and the IRL could not use the name before the end of the 2002 season. In response, CART attempted to create a rival showcase event, the U.S. 500, at Michigan International Speedway
Michigan International Speedway
on the same day as the Indy 500 in 1996. The race failed to attract network TV coverage, and substantial promotional efforts were required to fill the estimated 80,000 seats at MIS. The race had a disastrous start with a ten-car crash involving many of the cars; further hurting CART's credibility, the teams were allowed to hastily bring out backup cars even though they had already crashed out of the race. The race date was changed for 1997 so it did not run against the Indy 500. The U.S. 500 name was, however, retained through 1999, and affixed to the existing July race at Michigan. CART's next strategy was to hold a race the day before the Indy 500 at Gateway, which also failed to draw attention away from the IRL's most famous race. Tony George's next move was to specify new technical rules for less expensive cars, and "production based" engines that outlawed the CART-spec cars that had been the mainstay of the races since the late 1970s. CART teams would be forced to buy different cars if they wanted the chance to qualify for the Indy 500. From 1997 to 1999, no CART teams and drivers competed in the Indy 500. This allowed many American drivers to participate in an event that they might otherwise have been unable to afford, but the bitterness of the turbulent political situation, along with the absence of many of the top CART drivers, big-name sponsors, and faster CART-spec cars cast a shadow over the race. It was certainly arguable that to the average fan, the replacement of at least fairly well known foreign drivers by almost-unknown American ones was not perceived as a real gain. Because of this, the Indianapolis 500
Indianapolis 500
began to see significant declines in attendance and television ratings. In 1998, following a highly competitive IRL 300-miler at Texas won by Billy Boat, CART mandated the Handford wing to its superspeedway cars; the goal was to increase drag and return a drafting effect similar to NASCAR
and similar to what IRL had achieved with its use of bulkier car bodies. CART after the formation of the IRL[edit] In the early years after the launch of the IRL in 1996, CART seemed to be dominant. It controlled most of the races and most of the "name" drivers, while George's primary (and for a time, only) asset was Indianapolis Motor Speedway
Indianapolis Motor Speedway
and its 500. The 1996 IRL schedule consisted of only three races, including the Indy 500, and many of the drivers were relative unknowns. By 1998, however, the series began to build a following after several competitive events at Texas Motor Speedway and Charlotte Motor Speedway
Charlotte Motor Speedway
and the victory by Eddie Cheever, Jr. at the 500, the first owner-driver to win the 500 since A. J. Foyt
A. J. Foyt
in 1977. The IRL's Texas race spawned the Hanford wing for CART for its superspeedways and the U.S. 500 saw an enormous increase in positional passing over previous years. In 1998, CART went public with its stock, and raised $US100 million in the stock offering. In 2000, Bobby Rahal
Bobby Rahal
stepped in as interim president of CART and replaced the PPG Cup (used from 1979–1999) with the Vanderbilt Cup as the series championship trophy. That year, Gil de Ferran
Gil de Ferran
of Penske Racing set the world closed-course speed record for a car race at Auto Club Speedway in his Marlboro Team Penske
Team Penske
Reynard- Honda
at 241.428 mph (388.540 km/h) while qualifying for the season ending million-dollar (pursed to the winner) Marlboro 500.[2][3] Despite the considerable drag on the car (inherent of the mandated Hanford MkII rear wing used in CART on the superspeedways at that time) the feat was accomplished on the first lap of qualifying. In 2000 some CART teams began preparing to leave the series, a move motivated by continuing CART mismanagement, upset engine manufacturers, and sponsors that desired participation at the Indianapolis 500.[citation needed] Also that year the IRL's June 500-kilometer race at Texas saw a gigantic ten-car battle that lasted for the bulk of the event and was won by Scott Sharp
Scott Sharp
in an electrifying battle with Robby McGehee; Eddie Cheever, Jr. also won the IROC race at Michigan International Speedway, giving the IRL a level of bragging rights it previously had not had. In 2000, Chip Ganassi, while still racing in the CART Series, made the decision to return to the Indy 500 with his drivers, the 1996 CART and U.S. 500 champion Jimmy Vasser, and the 1999 CART champion Juan Pablo Montoya. Montoya put on a dominating performance, leading 167 of the 200 laps to win. The defeat was somewhat humiliating for the IRL teams, with the Ganassi team's primary advantage being the greater engineering put into the car. Yet, the real winner in the situation was Tony George, who had brought back one of the CART teams, and its sponsor, to race with the IRL cars. A year later, Roger Penske, historically CART and Indianapolis' most successful team owner, also came back to Indianapolis and won leading a sweep of the top six positions by CART drivers. The turning point for the CART-IRL rivalry may have come in 2001. That year, CART tried to stage a race at the Texas Motor Speedway, the Firestone Firehawk 600; this came after IRL had run its own 500-kilometer races at Texas and the events became headline-grabbing races. However, by this time, IRL teams were using naturally aspirated engines, which allowed them to easily navigate TMS' steep 24-degree banking. CART teams were surprised when the steep banking combined with their cars' turbocharged engines caused several drivers to experience dizziness and disorientation. At the drivers' meeting, 21 out of 25 drivers reported feeling disorientation of some sort. CART was unable to slow the cars down in time to run the race safely (having made no effort to slow the cars down previously despite escalating speeds) and it was postponed and ultimately canceled; this led TMS to sue CART. After it emerged that CART officials had ignored repeated requests to test their cars before the race (even though they were much faster and more powerful than IRL cars), the two parties settled for an estimated $5–7 million. CART lost $1.7 million for the last quarter of 2001 due to money spent on the suit. While the sanctioning body was commended by many for choosing not to put its drivers in danger,[4][5] the cancellation of the race and the ensuing lawsuit was a severe blow to CART's prestige.[4][6] By November 2001, journalist Brock Yates predicted that CART would be defunct by the end of 2002.[7] For 2002, Penske and Ganassi became permanent entrants in the IRL, and Andretti Green Racing after the 2002 season, the latter team being co-owned by CART champion Michael Andretti. The Michigan open wheel race – once the U.S. 500, which was created to rival the Indy 500 – became an IRL event for 2002. Bankruptcy
and rebranding to OWRS[edit] In 2002, FedEx
announced that they would end their title sponsorship of the CART series at the conclusion of the racing season. In another blow, Honda
and Toyota
switched their engine supply from CART to the IRL after 2002. CART decided to rebrand and reform itself. Beginning in 2003, CART began to promote itself as Bridgestone
Presents The Champ Car
Champ Car
World Series Powered by Ford. Because of the loss of its title sponsor and two engine providers, CART's shares plummeted to 25¢ (USD) per share. It declared bankruptcy during the 2003 off-season and the assets of CART were liquidated. Tony George
Tony George
made a bid for certain assets of the company, while a trio of CART owners (Gerald Forsythe, Paul Gentilozzi, and Kevin Kalkhoven), along with Dan Pettit, also made a bid, calling their group the Open Wheel Racing Series (OWRS). George's offer was to acquire only select company assets, in an effort to eliminate any series that would rival his Indy Racing League. However, if George's bid (which was actually higher than the OWRS bid) had been successful, many vendors that were still owed money by CART would have not been paid. Therefore, a judge ruled that the OWRS group should be the purchaser of CART, which ensured a 25th anniversary season in 2004, running as Champ Car. Open Wheel Racing Series. OWRS would later change its name to Champ Car
Champ Car
World Series (CCWS) LLC. Team Rahal and Fernández Racing
Fernández Racing
moved to the IRL just before the Long Beach GP in 2004. However, several teams stayed with Champ Car, ensuring that the series could continue. Most notable among these was Newman/Haas Racing. The powerful and well-funded team owned by actor Paul Newman
Paul Newman
and Illinois businessman Carl Haas was adamant on its loyalty to the series and its direction. Another team notable for its loyalty was Dale Coyne Racing.[8]

OWRS bankruptcy and unification[edit]

Sébastien Bourdais
Sébastien Bourdais
car in 2007.

In 2007, with the withdrawal of Bridgestone
and Ford Motor Company
Ford Motor Company
as presenting sponsors, the official name of the top-tier series promoted by Champ Car
Champ Car
became simply the Champ Car
Champ Car
World Series. Rumors and accounts of financial troubles, often reported by respected motor sports reporters, plagued the series all during 2007. By late 2007, it was clear that CCWS lacked the resources to mount another season. Several races in the 2007 season were canceled before they were held, and in fact, the CCWS never had a season where they ran every scheduled race. Rumors and press reports of the financial situation of the series were common, and complicated any future plans. In early February 2008, the CCWS Board of Managers authorized bankruptcy, to be filed on February 14, 2008. On February 22, 2008, an agreement in principle was reached and signed that merged the Champ Car Series with the IRL. The memorandum sold the CCWS' sanctioning contracts (notably Long Beach) and intangible assets, along with the Champ Car
Champ Car
Mobile Medical Unit, to the IRL for $6 million. The document also included a non-compete agreement for Forsythe and Kalkhoven in exchange for $2 million each, provided they paid "certain bills" for the Long Beach race for 2008 and support the IRL. The assets of CCWS were sold at auction on June 3, 2008. The league had now officially folded. In the agreement, the IRL became the owner of all CART and CCWS material and history, so all CART history became part of the AAA-USAC-IRL history. Therefore, IndyCar
events held at traditional CCWS venues (such as Edmonton) are not "inaugural" events, despite press promotions to the contrary. The IRL also picked up the Edmonton and Surfer's Paradise races for 2008, and revived the Toronto race for the 2009 season, albeit under different promoters. Newman/Haas Racing, Dale Coyne Racing, Conquest Racing, HVM Racing (without Minardi), and Pacific Coast Motorsports transitioned to the IndyCar
Series in the 2008 season. PKV Racing became KV Racing Technology, which took the Team Australia
Team Australia
sponsorship from Walker Racing. Failing to make the transition were Forsythe Racing, Walker Racing (except for a joint program with Vision Racing
Vision Racing
at Edmonton to run Paul Tracy), and Rocketsports. The first "merged" event was the GAINSCO Auto Insurance Indy 300 from Homestead-Miami Speedway
Homestead-Miami Speedway
on March 29, 2008. On April 8, 2008, in his first merged IndyCar
Series event, Graham Rahal drove his Newman/Haas Racing
Newman/Haas Racing
entry to victory in the Grand Prix of St. Petersburg, marking the first win by a merged team. Due to a scheduling conflict with the IndyCar
Series' Motegi event, the Long Beach race was held on April 20, 2008 as an IRL points-paying event using the CCWS-spec Panoz
DP01 cars, and was contested entirely by CCWS teams. The merged series now share the name IndyCar. Television[edit] In its early years, television coverage of CART races were shared between NBC, ABC and ESPN. NBC left after the 1990 season, and returned for the 1994 season only. CBS also aired races from 1989 to 1991. ABC and ESPN
continued as broadcasters until 2001. In the 2002 and 2003 Champ Car
Champ Car
seasons, coverage was split between CBS and Speed Channel, whereas Spike TV
Spike TV
aired the comeptition in 2004. Also from 2002 to 2004, select races aired on high definition channel HDNet. In 2005 and 2006, coverage was split between NBC, CBS and Speed Channel. In 2007, coverage was split between NBC, CBS, ABC, ESPN, ESPN2
and ESPN
Classic. Outside the United States, Eurosport
aired CART and Champ Car
Champ Car
in Europe from 1993 until its demise. In Latin America, ESPN
aired CART and Fox Sports aired Champ Car. Comparison with Formula One[edit]

This section needs to be updated. Please update this article to reflect recent events or newly available information. (June 2011)

A Champ Car
Champ Car
was a single-seat (commonly called open-wheel in the US) racing car. For much of their history Champ Cars had been similar to Formula One
Formula One
cars, although there have traditionally been several key differences between the two, even though they looked very similar. Over the years, Champ Cars race schedule included high speed oval tracks. The increased stress and speed of these tracks meant that the cars tended to be heavier, wider and have longer wheelbases than F1 cars (increasing stability but decreasing agility). In 2007, there were no oval tracks on the schedule. When the weight of the driver is factored in, a Champ Car
Champ Car
weighed over 27% more than a Formula One
Formula One
Car. The minimum weight for a Champ Car was adjusted from 1,575lbs based on the weight of the driver compared to the field average; with the driver included, all cars had a minimum weight of 1741 lbs. A Champ Car
Champ Car
piloted by 195 lb Paul Tracy (the heaviest driver in the series and 29 lbs heavier than the field average) had to have weighed at least 1,546 lbs when empty. The minimum weight of a Formula One
Formula One
Car, including the driver, was 620 kg (1,367 lbs). This difference of 374 lbs (169.64 kg) is just over 27% of the 2007 F1 car's weight. Beginning in the late 1960s Champ Cars used forced induction i.e. turbocharged engines. Turbos were banned in Formula One
Formula One
following the 1988 season due to safety concerns over the speeds being reached. The ban was also designed to curb the enormous cost of research and development being carried out by companies such as Honda
and Ferrari. Champ Cars had up to 300 horsepower (220 kW) more compared to their Formula One
Formula One
counterparts, as early as in the 70s the cars had in excess of 1,000 hp.[9] In 1999/2000, throughout the 2000s, the Champ Cars approached 1000 horsepower+ (680 kW). Champ Cars having 800 hp (597 kW) - 900 hp (680 kW) on demand and F1 cars having around 700 hp to 840 hp in 3.5L NA (1989–94) era, around 700 hp to 1000 hp for final specs in 3.0L NA V10 (1995–2005) era and around 770 hp to 840 hp in 2.4L NA V8 (2006–2013) era and currently about 580 hp (2017 spec combustion engine alone) with an additional 160 hp from the electric motors from their 1.6L V6 turbo-hybrid-electro powerunit.[10][11] The turbo used mainly to improve the spectacle rather than lap-times with the so-called 'power-to-pass' or 'push-to-pass' system giving drivers an increased amount of power for a limited duration during the race. Another reason for retaining the turbocharger especially in Formula-1 is the muffling effect it has on the exhaust note, which helps keep the cars inside noise-limits, to meet FIA regulations and rules at the many city street races in European cities on the racing season schedule. Champ Cars used methanol for fuel rather than gasoline, and refuelling had always been permitted during the race. This is a legacy of a crash at the 1964 Indianapolis 500
Indianapolis 500
involving cars filled with more than 75 US gallons (285 L) of gasoline that killed Dave MacDonald
Dave MacDonald
and Eddie Sachs. Until 1994, when refuelling was re-introduced to F1 (and banned again from 2009 onwards), the coupling for the refuelling hose was a notable difference between Champ Cars and Formula cars. Champ Cars had sculpted undersides to create ground effect. This innovation was originally created in Formula One
Formula One
by Lotus in 1978, and was immediately used on the Chaparral Champ Car
Champ Car
in 1979. F1 banned sculpted undersides in a bid to lower cornering speeds for 1983. In an effort to create better passing opportunities, the new spec Champ Car chassis being introduced in 2007 will generate nearly 50% of the total downforce of the car with sculpted underside tunnels versus the front and rear wings. This will reduce turbulent air behind the cars, enabling easier overtaking. Unlike in F1, Champ Car
Champ Car
teams were not obliged to construct their own chassis, and had tended to buy chassis constructed by independent suppliers such as Lola, Swift, Reynard, March and Dan Gurney's Eagle. The most notable exception was Penske Racing, although they also bought other cars when their own chassis was uncompetitive. In 2007, Champ Car
Champ Car
featured a single, "spec" chassis, the Panoz
DP01, created by Élan Technologies, a racing equipment manufacturer owned by Don Panoz. The spec chassis was introduced to reduce costs for race teams, however Champ Car
Champ Car
had essentially been a spec series since 2004, with all teams favoring the Lola chassis mainly because of Reynard's bankruptcy in 2002. The Formula One
Formula One
Car is a more expensive and technology-centric platform than a Champ Car. This was even the case during the CART PPG era during the mid to late 1990s. At this time global engine manufacturers Toyota, Honda, Mercedes and Ford
vied for dominance. Since Champ Car's restructuring, a desire to keep costs down and the existence of one engine manufacturer helped create a series with far more parity than its European-based cousin. For instance, a competitive Champ Car
Champ Car
team like Newman/Haas Racing
Newman/Haas Racing
team operated on approximately US$20 million per season, while the Ferrari
F1 team of that same time operated on approximately US$285 million.[12] Direct comparison[edit] Toward the end of Champ Car's existence, it had been possible to compare the respective performance of the two series. The performance superiority of the Formula One
Formula One
machines was first demonstrated in 1989 when Champ Car
Champ Car
began to race on a street circuit in downtown Detroit, Michigan that had served as the United States Grand Prix just one year prior. There was no big discrepancy in lap times on this occasion, but this was partly due to a tight second gear chicane that was removed from the circuit for the Champ Car
Champ Car
series. Since 1978 Formula One
Formula One
has made an annual visit to the Circuit Gilles Villeneuve in Montreal. Champ Car
Champ Car
added this circuit to their tour in 2002, making a direct comparison possible on this little track (2.8 miles) During the inaugural Champ Car
Champ Car
visit in 2002, Juan Pablo Montoya
Juan Pablo Montoya
won the pole position for the Formula One
Formula One
race with a lap time of 1'12.836. Several weeks later, Cristiano da Matta
Cristiano da Matta
won the pole position in the Champ Car
Champ Car
race with a lap time of 1'18.959 which happened to be slower than Alex Yoong's (who qualified last) time of 1'17.347 and it would have been outside of the 107%. In the Autocourse / CART "Official Champ Car
Champ Car
Yearbook" for 2002, the following article appears on page 132, entitled "CART VS. F1": "With the FedEx
Championship Series making its first visit to the track that had hosted the Canadian Formula 1 Grand Prix since 1978, there were inevitable comparisons between the world's two major open-wheel categories. Admittedly, it was rather like comparing apples and oranges, but it did represent the first opportunity in over two decades to get some idea of the relative performance of Champ Cars and their F1 cousins. "On the face of it, there was no contest. Cristiano da Matta's pole time of 1m 18.959s was 6.123 seconds shy of 1999 CART champion Juan Pablo Montoya's stunning pole-winning effort aboard the BMW/Williams at the 2002 GP - which was exactly the sort of discrepancy da Matta had predicted in the run-up to the event. "In CART, meanwhile, Bridgestone's position as sole tire supplier ensured production of a more conservative (i.e., harder) compound, prioritizing durability over ultimate pace. Granted, the F1 tire war was fought on grooved rubber rather than the slicks sported by Champ Cars. But bear in mind that a Champ Car
Champ Car
weighed the best part of 400 pounds more than its F1 counterpart, and the general conclusion was that CART's machinery stacked up pretty respectably. "And then there's the 'other' factor. As da Matta observed, 'It's a pretty unfair comparison, since one side spends £100 million more than the other! I think that our designers and engineers are pretty smart if they can get this close with ten percent of the budget.'" At Mazda Raceway Laguna Seca
Mazda Raceway Laguna Seca
in Monterey, California
Monterey, California
on August 20, 2006, Toyota
F1 test driver Ricardo Zonta
Ricardo Zonta
set a new unofficial lap record of 1'06.309, however, this was in an exhibition, not a qualifying or race session.[13][14] The official record time is 1'07.722, set by CART driver Hélio Castroneves
Hélio Castroneves
in a Penske Champ Car in qualifying for the 2000 CART Honda
Grand Prix of Monterey. The Toyota
record was eclipsed by another unofficial mark set March 10, 2007 by Sébastien Bourdais, who lapped in 1'05.880 piloting the Newman/Haas/Lanigan Panoz
DP-01 during Champ Car
Champ Car
Spring Training. 2012 Marc Gené
Marc Gené
lapped in 1'05.786, piloting Ferrari
F2003-GA in one exhibition lap, which is current track record. Champions[edit]

Season Driver Team Chassis/Engine Cup Jim Trueman Rookie of the Year

SCCA/CART Indy Car Series

1979 Rick Mears Penske Racing Penske/Cosworth–Ford Bill Alsup

CART PPG Indy Car World Series – sanctioned by CART (except for Indianapolis 500)

1980 Johnny Rutherford Chaparral Racing Chaparral/Cosworth–Ford Dennis Firestone

1981 Rick Mears Penske Racing Penske/Cosworth–Ford Bob Lazier

1982 Rick Mears Penske Racing Penske/Cosworth–Ford Bobby Rahal

1983 Al Unser Penske Racing Penske/Cosworth–Ford Teo Fabi

1984 Mario Andretti Newman/Haas Racing Lola/Cosworth–Ford Roberto Guerrero

1985 Al Unser Penske Racing March/Cosworth–Ford Arie Luyendyk

1986 Bobby Rahal Truesports March/Cosworth–Ford Dominic Dobson

1987 Bobby Rahal Truesports Lola/Cosworth–Ford Fabrizio Barbazza

1988 Danny Sullivan Penske Racing Penske/Chevrolet John Jones

1989 Emerson Fittipaldi Patrick Racing Penske/Chevrolet Bernard Jourdain

1990 Al Unser, Jr. Galles-Kraco Racing Lola/Chevrolet Eddie Cheever

1991 Michael Andretti Newman/Haas Racing Lola/Chevrolet Jeff Andretti

1992 Bobby Rahal Rahal/Hogan Racing Lola/Chevrolet Stefan Johansson

1993 Nigel Mansell Newman/Haas Racing Lola/Cosworth–Ford Nigel Mansell

1994 Al Unser, Jr. Penske Racing Penske/Ilmor Jacques Villeneuve

1995 Jacques Villeneuve Team Green Racing Reynard/Cosworth–Ford Gil de Ferran

1996 Jimmy Vasser Chip Ganassi
Chip Ganassi
Racing Reynard/Honda Alex Zanardi

PPG CART World Series – sanctioned by CART

1997 Alex Zanardi Chip Ganassi
Chip Ganassi
Racing Reynard/Honda Patrick Carpentier

Championship Series – sanctioned by CART

1998 Alex Zanardi Chip Ganassi
Chip Ganassi
Racing Reynard/Honda Tony Kanaan

1999 Juan Pablo Montoya Chip Ganassi
Chip Ganassi
Racing Reynard/Honda Juan Pablo Montoya

2000 Gil de Ferran Penske Racing Reynard/Honda Kenny Bräck

2001 Gil de Ferran Penske Racing Reynard/Honda Scott Dixon

2002 Cristiano da Matta Newman/Haas Racing Lola/Toyota Mario Domínguez

Presents the Champ Car
Champ Car
World Series Powered by Ford
– sanctioned by CART

2003 Paul Tracy Player's/Forsythe Racing Lola/Cosworth–Ford Sébastien Bourdais

Presents the Champ Car
Champ Car
World Series Powered by Ford
– sanctioned by OWRS

2004 Sébastien Bourdais Newman/Haas Racing Lola/Cosworth–Ford A. J. Allmendinger

2005 Sébastien Bourdais Newman/Haas Racing Lola/Cosworth–Ford Timo Glock

2006 Sébastien Bourdais Newman/Haas Racing Lola/Cosworth–Ford Will Power

Champ Car
Champ Car
World Series – sanctioned by OWRS

2007 Sébastien Bourdais Newman/Haas/Lanigan Racing Panoz/Cosworth Robert Doornbos

2008 After "unification", Champ Car
Champ Car
sanctioned a race at Long Beach where drivers scored points towards IndyCar

By team[edit]

Team Championships Last

Penske Racing 9 2001

Newman/Haas Racing 9 2007

Chip Ganassi
Chip Ganassi
Racing 4 1999

Truesports 2 1987

Chaparral Racing 1 1980

Galles-Kraco Racing 1 1990

Team Green Racing 1 1995

Rahal/Hogan 1 1992

Patrick Racing 1 1989

Player's/Forsythe Racing 1 2003

Fatalities[edit] Four drivers died in CART-sanctioned events:

Jim Hickman – (August 1, 1982), Tony Bettenhausen 200, Milwaukee Mile, practice. Jeff Krosnoff – (July 14, 1996), Molson Indy Toronto, Exhibition Place, 3 laps from finish. Gonzalo Rodríguez – (September 11, 1999), Honda
Grand Prix of Monterey, Laguna Seca Raceway, qualifying. Greg Moore – (October 31, 1999), Marlboro 500, California Speedway, lap 10.

The Indianapolis 500
Indianapolis 500
was not a CART-sanctioned event, however, CART-based teams participated in the event from 1979-1995. For a list of deaths related to that event, see List of Indianapolis 500
Indianapolis 500
fatal accidents ChampCar Endurance Series[edit] Main article: ChampCar Endurance Series

Champ Car

Category Endurance racing

Country United States

Inaugural season 2009 (as ChumpCar World Series) 2017 (as ChampCar Endurance Series)

Drivers Amateur racers

Official website https://ChampCar.org

In 2017, ChumpCar World Series (ChumpCar International Inc.) adopted the name ChampCar Endurance Series
ChampCar Endurance Series
and filed for trademark rights after receiving the blessings from the IRL to use the name. ChumpCar World Series, a budget class endurance racing organization known as ChumpCar International Inc., was founded in 2009. Chumpcar was a play on words named after the defunct Champ Car
Champ Car
World Series. The initial concept was an endurance racing series for cars of $500 in value or less similar to the 24 Hours of LeMons endurance racing series. In 2015, ChumpCar Canada
was split off as a separate entity, although there is still close coordination between the US ChampCar Endurance Series and the Canadian ChumpCar organization. ChumpCar World Series began referring to itself as ChampCar Endurance Series
ChampCar Endurance Series
in November 2017. References[edit]

^ Eagle-eye Feature: CART White Paper ^ Champ Car
Champ Car
> News Thursday, November 1, 2001 Archived September 27, 2007, at the Wayback Machine. ^ Champ Car
Champ Car
> News Thursday, November 1, 2001 Archived September 27, 2007, at the Wayback Machine. ^ a b "The writing was on the wall long ago". ESPN.com. 2001-04-29. Retrieved 2009-03-14.  ^ Cup drivers identify with CART brethren ^ "Tire issues aside, at least NASCAR
put on a competitive show". ESPN.com. 2008-07-29. Retrieved 2008-08-04.  ^ Racingarchives.org Archived July 9, 2008, at the Wayback Machine. ^ Champ Car
Champ Car
> Dale Coyne Racing
Dale Coyne Racing
Profile Archived January 12, 2008, at the Wayback Machine. ^ http://www.menstuff.org/issues/byissue/champcar.html ^ http://www.motorsport-total.com/f1/news/2014/03/wie-viel-ps-hat-der-neue-turbomotor-lauda-outet-mercedes-14030502.html ^ http://www.formel1.de/saison/reglement/technisches-reglement ^ " Ferrari
Have Biggest Budget in F1". Play-Auto. Retrieved 9 July 2011.  ^ Zonta breaks the record, part three... Archived 2008-05-16 at the Wayback Machine. ^ Videos of the event and record lap at toyota.com Archived 2007-03-02 at the Wayback Machine.

External links[edit]

Official Website ChampCar Online Forum ChampCar Rules 2018 ChampCar Race Schedule

See also[edit]

Book: IndyCar

Book: Formula racing

Book: ChumpCar

Series List of Champ Car
Champ Car
circuits List of Champ Car
Champ Car
drivers List of Champ Car
Champ Car
fatal accidents List of Champ Car
Champ Car
pole positions List of Champ Car
Champ Car
teams List of Champ Car
Champ Car
winners List of American Championship Car Rookie of the Year Winners List of American Championship car racing
American Championship car racing
point scoring systems

v t e

Championship Auto Racing Teams (1979–2008)


1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

Indianapolis 500s

1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995


Mario Andretti Michael Andretti Sébastien Bourdais
Sébastien Bourdais
(four-time) Gil de Ferran
Gil de Ferran
(two-time) Emerson Fittipaldi Nigel Mansell Cristiano da Matta Rick Mears
Rick Mears
(three-time) Juan Pablo Montoya Bobby Rahal
Bobby Rahal
(three-time) Johnny Rutherford Danny Sullivan Paul Tracy Al Unser
Al Unser
(two-time) Al Unser
Al Unser
Jr. (two-time) Jimmy Vasser Jacques Villeneuve Alex Zanardi
Alex Zanardi


U.S. ovals

Atlanta California Chicago Gateway Homestead Indianapolis Las Vegas Loudon Michigan Milwaukee Nazareth Ontario Phoenix Pocono Texas Trenton

U.S. road courses

Laguna Seca Mid-Ohio Portland Riverside Road America Watkins Glen

U.S. street circuits

Cleveland Denver (Civic Center) Denver (Pepsi Center) Detroit
(Belle Isle) Detroit
(Downtown) Hawaii Houston (Downtown) Houston (Reliant Park) Las Vegas (Caesars Palace) Las Vegas (Downtown) Long Beach Meadowlands Miami (Bayfront Park) Miami (Bicentennial Park) Miami (Tamiami Park) St. Petersburg San Jose

International ovals

EuroSpeedway (GER) Motegi (JPN) Rio (BRA) Rockingham (UK) Sanair (CAN)

International road courses

Assen (NED) Brands Hatch
Brands Hatch
(UK) Mexico
City (MEX) Montreal
(CAN) Mont-Tremblant (CAN) Zolder (BEL)

International street circuits

Edmonton (CAN) Monterrey (MEX) Surfers Paradise (AUS) Toronto (CAN) Vancouver (CAN)

v t e

Classes of auto racing

Formula racing

F1 F2 F3 F4 F500 Formula 1000 Formula Atlantic Formula Car Challenge Formula Continental Formula E Formula Ford FF1600 Formula Libre Formula Vee IndyCar Super Formula Supermodified BOSS GP Monoposto Racing Club

Defunct Formula racing

F3000 F5000 Formula A (SCCA) Formula B (SCCA) Formula C (SCCA) FCJ Formula Dream Formula Holden Formula Junior Formula Mondial Formula Pacific Formula Super Vee Australian National Formula Grand Prix Masters Tasman Formula

One-make formulae

CFGP Formula Abarth Formula Car Challenge Formula LGB

Swift Hyundai

Formula Maruti Formula Masters China Formula Mazda Formula Renault Formula Toyota GP3 Indy Lights SRF USF2000 FIA Formula 2 Championship

Defunct one-make formulae

A1GP ADAC Formel Masters Auto GP Barber Pro FA1 Formula Alfa Formula Asia Formula BMW FC Euro Series Formula König Formula Lightning Formula Nissan Formula Opel/Vauxhall Formula Palmer Audi Formula RUS Formula Rolon Formula SCCA Grand Prix Masters GP2 International Formula Master Superleague Formula World Series Formula V8 3.5


KF1 KF2 KF3 KZ1 KZ2 Superkart

Touring car racing

DTM WTCR BTCC Group F Group G Group H Super 2000 Diesel 2000 NGTC (TCN-1) TCR (TCN-2) Supercars TC2000

Defunct touring car racing

Appendix J BTC-T Group 1 Group 2 Group 5 Group A Group C
Group C
(Australia) Group E Group N Group N
Group N
(Australia) Group S Class 1 Super Touring
Super Touring
(Class 2) Superstars V8Star WTCC

Stock car racing

ARCA Allison Legacy Series AUSCAR IMCA Sport Compact Late model Legends Modifieds NASCAR

Monster Energy NASCAR
Cup Xfinity Truck Pinty's Whelen Euro Series PEAK Mexico

Super Stock Street Stock Brasil Turismo Carretera

Oval racing

BriSCA F1 BriSCA F2 V8 Hotstox Hot Rods Superstocks Sprint car racing Midget car racing Quarter Midget racing


Group R Group R-GT Super 2000 Super 1600 World Rally Car

Defunct rallying

Group 1 Group 2 Group 4 Group A Group B Group N Group S

Sports prototypes

Clubmans DP Group 3 Group 4 Group 5 Group 6 Group 7 Group A
Group A
Sports Cars Group C GC GC-21 Group CN IMSA GTP LMP LMPC S2000

Grand touring

LM GTE (GT2) GT3 GT4 GT500 GT300 Trans-Am Appendix K Group D GT Cars

Defunct grand touring

Group 3 Group 4 Group 5 Group B Group D Production Sports Cars GT1 (1993–99) GT2 (1993–99) FIA GT1 (2000-12) IMSA AAGT IMSA GTO/GTS IMSA GTU IMSA GTX

Drag racing

Top Fuel
Top Fuel
Dragster (TF/D) Top Alcohol
Top Alcohol
Dragster (TA/D) Top Fuel
Top Fuel
Funny Car
Funny Car
(TF/FC) Pro Stock
Pro Stock
(PS) Pro Modified (Pro Mod) Pro FWD Super Comp/Quick Rod Top Doorslammer

Defunct drag racing

Top Gas Modified Altered Competition Super Stock

Off-road racing

Baja Bug Dune buggy Rallycross Trophy Truck Group T4 Truggy Side b