Juan Pablo Montoya shocked the F1 world by leaving the series for NASCAR. 1997 World Champion Jacques Villeneueve praised the move and is rumoured to be thinking of following him if he cannot hold onto his BMW seat.
NASCAR boasts gigantic audiences in the United States and dominates the US motor racing scene with vastly more fans than the Indy Racing League and Champ Car World Series. But some suggest it is too contrived to even be called a sport.
How does it compare to Formula One?
“I don’t cover hillbilly wrestling on wheels.” Those wore the words of American racing correspondent Robin Miller in last week’s Autosport. He was referring to NASCAR and though that sentiment may not be one shared by most Americans it is certainly one many Europeans would subscribe to.
NASCAR is a world apart from Formula One. Both are enormously popular but they sit at opposite ends of the motor sport spectrum.
Just consider the machinery they use. Formula One cars are relentlessly high-tech: light (605kg) chassis, high-revving engines, intricate and sophisticated aerodynamics, electronic driver aids such as traction control, the list goes on.
NASCAR’s closed-wheel vehicles are built to an identical silhouette template so that none of the manufacturers has an advantage over the other. The cars are enormously heavy (1540 kg) and the mechanics of them are far simpler – steel tube-frame chassis and manual gearboxes are the order of the day here. They still run on leaded petrol.
But that’s not the greatest difference between the two. No – what really separates them, and what should trouble the likes of Bernie Ecclestone and Max Mosley the most, is that NASCAR serves up constant racing and overtaking week in, week out.
Formula One cannot compete with that. So dependent are the F1 cars on their aerodynamics that overtaking is virtually impossible, as has been clear in a string of catatonically dull Grands Prix this year.
F1 may straddle the globe, unlike US-centric NASCAR, but the racing it imported to Sepang, Imola, Barcelona, Silverstone, Indianapolis and Magny-Cours this year was hardly first-class.
The racing in NASCAR may be close, but it is entirely artificial. Restrictor plates are used to limit speeds to keep te pack tightly bunched. Cautions (‘safety car periods’ in F1 parlance) are often thrown simply to close the field up again and give drivers the chance to pass.
The championship system is tweaked to keep interest in the title alive to the end of the season. The ‘chase for the championship’ runs over the last few races of the season and allows only the top ten driver before the start of the chase the chance to challenge for the title. Again, it’s entertaining, but it erodes the sporting purity of the contest.
It’s easy to mock the sporting value of NASCAR. The endless inconsequential changes of positions, spurious caution periods and the knowledge that only the final few laps can decide an event make the long races incredibly dull.
If F1 suffers from a dearth of overtaking, NASCAR suffers just as badly from an excess of it.
What NASCAR does get right and what F1 can learn from is how it treats its spectators. There are vastly more opportunities for NASCAR fans to see the drivers. The 36-race championship calendar and enormous, F1-dwarfing grids (over 40 cars) means there’s far more action to begin with.
NASCAR is not a model for the future of F1. But each has plenty it can learn from the other. I am an unashamed Formula One fan and while I criticise its flaws I can still enjoy it for what it is.
But that doesn’t mean it couldn’t be much better.
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