Learning curve - includes related articles on racer Roger Penske and Mercedes-Benz' robot-like apparatus called R2D2 - motorsports

Chief Executive, The, August 15, 1999 by Norman Mayersohn

The track remains the field of dreams for drivers, for spectators - and for the car companies that are testing technology with every lap. Look for results in your driveway soon.

Legend has it that the first great technology breakthrough spawned by auto racing was the rear-view mirror, an invention as startlingly ingenious then as it is habitually ignored nowadays. Credit goes to a cunning ex-chauffeur and motorsports pioneer named Ray Harroun, who slyly bolted a reflector to the cowling of his Marmon racer back in 1911. His motivation? To eliminate the bulk of a riding mechanic, that soon-to-be-obsolete data-gathering unit whose duties included looking out for competitors attempting to pass.

Harroun and his single-seat Marmon Wasp went on to win the Indianapolis 500 that year - the very first Indy 500, no less - and ever since, industrial powerhouses have been pointing to this seminal accomplishment as justification for pouring millions of sponsorship dollars into the pursuit of the Victory Lane milk. Alas, an enthusiasm for competition overshadows the true facts of the case, this tale of early-day technology trickledown proving to be highly romanticized: Harroun readily acknowledged that he'd first spotted the rear-view mirror years earlier on horse-drawn taxis in Chicago.

No matter. Today, motorsports continues to grow in importance as a crucible for the application of science to automobiles, in engine development, suspension research, composite materials construction, and increasingly, in the harnessing of microprocessors for absorbing, analyzing, and codifying the vast data stream that flows in the course of a race. Sure, the earthbound dogfight that's televised most Sunday afternoons may offer a thrilling blend of bravado and strategic thinking, but there's also an R&D lab aspect to be exploited in the brutal conditions that must be endured during a 200-lap run around a high-banked oval in the heat of battle.

Not immune to universal economic laws, motorsports technology follows the money, its influence strongest where return on investment is the most tempting. Grass-roots weekend warriors shun the exotic materials and all-seeing data-acquisition systems, as much in an attempt to control the cost of participation as to maintain an emphasis on driving skills. At the opposite end of the scale lies the international Formula One Grand Prix circuit, where it might require a budget of $25 million per year to hire a driver such as Ferrari's Michael Schumacher, and teams have the wherewithal to dabble in beryllium alloy forgings, carbon fiber brake rotors, and witch's-brew gasoline blends.

Still, the cost-is-no-object approach to winning doesn't necessarily overpower the ingenuity and innovation found in other series, where rules restrictions require teams to look for their own competitive edge in more subtle ways. Southern-style stock-car racing is a shining example of this effect, as the strict regulations aimed at equalizing the opportunities for all teams seem to beg for the most creative interpretation. Such as: Years ago, when fuel-tank capacity was first standardized, some car builders saw no reason why they couldn't add yards of jumbo gas lines that would contain extra gallons (and bring the advantage of extra miles between pit stops), effectively detoothing the new limitations until rulemakers responded. All the same, the effect of the close competition in the top ranks of the National Association of Stock Car Auto Racing (NASCAR) can be seen in flourishing brand rivalries, packed grandstands, and a devoted following that grows geographically as well as demographically.

Today, America's premier open-wheel racing series, and arguably its most technically sophisticated, is contested by the so-called "Champ Cars" of the Championship Auto Racing Teams (CART) organization. Though the Champ Cars don't partake in the Indy 500 (excluded by a rift between the Indianapolis speedway ownership and CART) the series thrives, with a 20-race schedule spread across four continents on a mix of traditional oval tracks, purpose-built road race circuits, and temporary street courses. A fierce struggle for dominance among engine suppliers Ford, Honda, Mercedes-Benz, and Toyota fosters fan interest, as does the dueling of second-generation stars such as Michael Andretti and A1 Unser, Jr.

Contributing, too, to the series' popularity is the continual seesaw of team dominance and the spectacle of brilliant young rookies stealing the checkered flag finishes from seasoned veterans. Those past heroes aren't alone - yen the venerable Indy 500 is having some trouble getting respect. Like so many other institutions, the Memorial Day classic isn't what it used to be, relegated to second-string status without the big-name stars of CART.

CART's tightly enforced rulebook, held consistent through the years, helps to ensure that no single budget-bloating sponsorship deal can vault a team to the top ranks with purchased know-how. Most importantly, the principal limitation on horsepower - maximum turbocharger boost pressure of the small V8 engines is closely regulated by CART itself, which maintains and distributes the bypass valves that level the playing field. Instead, the team's ability to innovate and execute - particularly in the areas of aerodynamics, chassis tuning, and fuel management - are the keys to success.