Firestone Firehawk 600

Background

The Firestone Firehawk 600 was to be the second attempt to run an open-wheel race on a high-banked oval. Texas Motor Speedway, which opened in 1997, is classified as an intermediate oval with a length of 1.5 mi. The turns are banked at 24°. By comparison, the turns at Indianapolis Motor Speedway are only banked at 9°, and those at Michigan International Speedway are 18°.

Texas Motor Speedway was originally designed with a dual-banking layout. The steep 24° banking on top would accommodate NASCAR races. A secondary 8° banking below was designed for the faster open-wheel machines. While the track was under construction, CART had expressed interest in holding a race at the facility, but upon closer examination of the unusual dual-banking system decided it was not feasible. The secondary banking design was ultimately deemed a failure, and in 1998, the turns were reconfigured. The dual banking was removed in favor of a larger apron, and after unrelated difficulties during the NASCAR events, the turn transitions were corrected.

The rival Indy Racing League (IRL) had run what is now the DXC Technology 600 at Texas since 1997, along with a fall race from 1998 to 2004. IRL cars were slower than their CART counterparts (due to their less powerful naturally aspirated engines) and this, combined with a higher downforce chassis, allowed them to handle the steep banking.

After the success of the IRL events, CART expressed renewed interest in holding an event at the track. Over the summer of 2000, negotiations were ongoing, with a tentative date of May 6, 2001 set for the inaugural event. When the 2001 CART schedule was released, the race was scheduled for April 29, 2001, and was set to air live on ABC. However, it was eventually switched to sister network ESPN.

Initial concerns

The expectations for dangerously high speeds were an early concern, and even led to rumors of cancellation or moving the race to the infield road course. Unlike their IRL counterparts, CART cars had much more horsepower from their turbocharged engines, and less downforce and drag. They were thus expected to traverse the circuit much faster. TMS would have been the highest-banked track for a CART race since Atlanta Motor Speedway in 1983. The high banking and sharp turns were expected to impose unprecedented g loads on the drivers and cars. A test was scheduled for December 18, 2000 in order to address concerns.

TMS president Eddie Gossage wrote to CART management urging them to mandate certain suspension components, among others, to improve safety for the event. CART driver Maurício Gugelmin expressed that the drivers would face a challenge, but was confident that CART would find the solutions needed to conduct the race. Gugelmin also noted that "stronger parts will be necessary because of the loading generated by the banking."

Testing

The first CART test session began on December 19, 2000. Kenny Bräck, a former IRL driver who had previously raced at Texas while with that series, was the first driver to take to the track.{{cite news | access-date =2008-08-02 | archive-date =2011-06-06 | archive-url =https://web.archive.org/web/20110606175223/http://www.motorsport.com/news/article.asp?ID=48986&FS=INDYCAR | url-status =dead | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606174548/http://www.motorsport.com/news/article.asp?ID=56590&FS=INDYCAR | url-status =dead

While CART did not arrange a full-field open test, several private tests followed. The second series of private tests, scheduled for three days, began February 21, 2001. The entire week was hindered by rain and cool temperatures.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606173752/http://www.motorsport.com/news/article.asp?ID=58702&FS=INDYCAR | url-status =dead | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606173532/http://www.motorsport.com/news/article.asp?ID=58663&FS=INDYCAR | url-status =dead

Team KOOL Green tested at the track on February 22 with driver Dario Franchitti.{{cite news | access-date =2008-08-02

Like Patrick Racing the day before, Team Green canceled their second scheduled day of testing when they felt they had accomplished their testing goals after only one session. Franchitti expressed reservations about the track's roughness and reported pulling 3 Gs in the corners. He also predicted that two-wide racing would be possible during the race.

PacWest Racing also tested at the track on February 22 with rookie driver Scott Dixon{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606173648/http://www.motorsport.com/news/article.asp?ID=58677&FS=INDYCAR | url-status =dead

However, Gugelmin told Gossage and CART officials in a March 19 teleconference that he didn't believe CART could run a race at TMS. He claimed that the "wing configuration was wrong," and the cars were "too fast" for the track.

Also at the track on February 22 was Penske Racing with driver Hélio Castroneves and Walker Racing with driver Tora Takagi. Castroneves had a fast lap at about 226 mph.

All scheduled testing for February 23 was canceled due to rain. During the week, no incidents were reported. Tora Takagi, however, suffered gearbox trouble, and completed only 20 laps of testing.

Comparisons with IRL

The existing track qualifying record at Texas Motor Speedway for the Indy Racing League events was set June 5, 1998, by Tony Stewart (24.059 seconds; 224.448 mph). The fastest race lap, aided by a tow was set by Billy Boat the following day (23.759 seconds; 227.273 mph).{{cite news | access-date = 2008-08-02}} The following year, the cars were slowed down by rule changes, and speed remained in the 215–216 mph range.

Scott Dixon's unaided 225 mi/h lap during testing already unofficially broke the IRL's qualifying record.

Changes

Following the tests, very few changes were made to the cars leading up to the race. The teams that participated reported satisfaction with the information gathered during the tests. The primary concerns expressed dwelled on the roughness of the circuit.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606175351/http://www.motorsport.com/news/article.asp?ID=62675&FS=INDYCAR | url-status =dead

The track itself, however, underwent a few upgrades. Changes included a concrete wall on pit lane between the pit stalls and the grassy "quad oval" area along the frontstretch. The track's surface was also smoothed in some areas, in response to the complaints.

Race weekend

Friday morning practice

Going into race week, many drivers expressed apprehension about the upcoming race. The first practice session was held the morning of Friday April 27, 2001. CART officials re-measured the track for scoring purposes, and utilized a length of 1.482 miles.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606175351/http://www.motorsport.com/news/article.asp?ID=62675&FS=INDYCAR | url-status =dead

Friday afternoon practice

The first crash of the weekend occurred during the Friday afternoon session, when Maurício Gugelmin crashed in turn 3.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606175927/http://www.motorsport.com/news/article.asp?ID=62853&FS=INDYCAR | url-status =dead | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606180024/http://www.motorsport.com/news/article.asp?ID=62984&FS=INDYCAR | url-status =dead | access-date =2008-08-02

Meanwhile, Kenny Bräck upped the fastest lap of the day to 22.821 seconds (233.785 mph).{{cite news | access-date =2008-08-02 | archive-date =2011-06-06 | archive-url =https://web.archive.org/web/20110606173016/http://www.motorsport.com/news/article.asp?ID=62851&FS=INDYCAR | url-status =dead | access-date = 2008-08-02}}

During the day, some drivers remarked on the improvements made to the surface, that various bumps had been smoothed out. Most called the track very fast, and two-wide racing and drafting was observed. Bryan Herta likened the track to a bowl, calling it "fast and fun." Paul Tracy also called it "a fast track." Bruno Junqueira said it was the fastest track he had ever driven. An awestruck Nicolas Minassian compared it to riding a roller coaster. Hélio Castroneves called the track "physical,"{{cite news | access-date = 2008-08-04}} due to the banking, and Cristiano da Matta echoed the sentiment.

The first serious concerns about driver safety occurred on Friday afternoon. CART medical affairs director Steve Olvey would later report that two drivers felt dizzy and disoriented after running their cars at over 230 mi/h, and that they felt they could not control their cars.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606180429/http://www.motorsport.com/news/article.asp?ID=63114&FS=INDYCAR | url-status =dead | archive-url =https://web.archive.org/web/20010604161651/http://sportsillustrated.cnn.com/motorsports/news/2001/04/30/fish_olvey_q_a/ | url-status =dead | archive-date =June 4, 2001 | access-date = 2008-08-04}} The identities of the two drivers were not disclosed, but Tony Kanaan and Alex Zanardi later claimed they experienced the symptoms.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606180501/http://www.motorsport.com/news/article.asp?ID=63119&FS=INDYCAR | url-status =dead

Later, chief steward Chris Kneifel recalled that he had also heard reports about drivers feeling dizzy, with some saying they had lost their equilibrium after getting out of their cars. CART competition and PR chief Mike Zizzo said that the cars were going so fast that one could get dizzy just watching them roar around the track.

Saturday practice

On April 28, 2001, the morning practice session saw the fastest speeds thus far at the track. Paul Tracy ran a lap of 22.542 seconds (236.678 mph) to break the all-time track record from the previous afternoon.{{cite news | access-date =2008-08-02 | archive-date =June 6, 2011 | archive-url =https://web.archive.org/web/20110606173317/http://www.motorsport.com/news/article.asp?ID=62941&FS=INDYCAR | url-status =dead

Cristiano da Matta was involved in the second crash of the weekend. His car crashed in turn 3, and he was uninjured.

Qualifying

Kenny Bräck qualified for the pole position at an all-time official track record of 22.854 seconds (233.447 mph). Patrick Carpentier was second, and Oriol Servia third. Twenty-four of the twenty-five cars were over 226 mi/h, and the average speed for the field was 229.9 mph.

During qualifying, drivers were reporting 5 lateral g sustained for 14-18 of the 23 seconds per lap.

Post-qualifying

After the CART series finished qualifying, the Dayton Indy Lights series held a 100 mi race at the track. Dan Wheldon and Mario Domínguez had led the speed charts in practice and qualifying, with top laps over 188 mi/h. Damien Faulkner won the race at an average speed of 150.491 mph.

By late Saturday afternoon, concerns were rising about driver safety on the track. Patrick Carpentier went to the medical facility to have his wrist checked (a previous injury he had suffered in a crash at Long Beach).{{cite news |access-date=2012-01-30}} As an aside, he mentioned that he could not walk in a straight line for at least four minutes after he got out of his car. An impromptu survey was taken during the private drivers' meeting and 21 of the 25 drivers in the starting field reported suffering disorientation{{cite news |access-date = 2008-08-02 |url-status = dead |archive-url = https://web.archive.org/web/20110606180641/http://www.motorsport.com/news/article.asp?ID=63078&FS=INDYCAR |archive-date = 2011-06-06

Veteran racing reporter John Oreovicz later said that the Saturday practice session was one of the few times he could recall fearing for the safety of the drivers and fans in what at the time was a quarter-century of covering races. By then, at least one driver, Franchitti, doubted that the race would go on as scheduled. Later, Bräck recalled that when the drivers' meeting concluded, only he and Tracy were in favor of racing the following day.

Postponement

Olvey contacted Dr. Richard Jennings, a former flight director at NASA and professor of aviation medicine at the University of Texas. They discussed the known levels of human tolerance of vertical g-loads. Jennings replied that the human body could not tolerate sustained loads of more than 4-4.5 g. CART determined that the race could not be run at more than 225 mi/h without raising safety concerns over g-LOC.

The night before the race, CART officials attempted to make last-ditch efforts to curtail speeds by having the teams take downforce out of the car, and reduce horsepower. According to Zizzo, they felt that they could not slow the cars down by more than three or four mph without risking engine failure. One proposal, seriously considered, would have called for a makeshift chicane of cones along the backstretch. Another proposal considered was to wave yellow flags every 20 laps to regulate the drivers' bloodstream.

However, by Sunday morning, time was running out to make changes necessary to hold the race safely. The morning warm-up session was canceled. Two hours before the scheduled start, the race was postponed. Over 60,000 fans were sent home. The move came after Kniefel and CART president Joe Heitzler had a series of meetings with drivers, owners and sponsors. All parties agreed that it didn't make sense to hold the race under the circumstances.

At a press conference, Heitzler did not blame the track. Rather, he stressed that officials could not in good conscience allow a race with such serious concerns about the safety of the drivers. Olvey added that the drivers were experiencing g forces well beyond the limits of "human tolerance"–a problem that would have likely been exacerbated since the temperature was an unseasonably warm 80 F. There was fear of the possibility that drivers could suffer "grey-outs" or lose consciousness from g-LOC. It is also likely that the high g-loads would have been outside the design limits for the HANS device, which was required for all CART races at oval tracks.

Gossage was harshly critical of CART's decision. He argued that CART assured him it could run the race even though it had not conducted more extensive tests at the track. Russell argued that there was no time due to scheduling conflicts. Michael Andretti added that there was no real way to simulate ≈26 or more cars in a race. ESPN's Robin Miller later said that CART should have known there was a problem the minute the first driver clocked 230 mi/h on Friday.

CART officials held out the possibility of rescheduling the race, but there was no room in the schedule and it was ultimately canceled. The race marked the first and only time a CART race would be canceled outright due to driver safety issues.{{cite news |access-date=2008-08-02 |archive-date=2011-06-06 |archive-url=https://web.archive.org/web/20110606175223/http://www.motorsport.com/news/article.asp?ID=48986&FS=INDYCAR |url-status=dead

Lawsuit and settlement

Speedway Motorsports, the owner of Texas Motor Speedway, sued CART on May 8 for breach of contract. Damages cited included issuing refunds for over 60,000 tickets, purse, the $2.1 million sanction fee, and additional compensation for promotional expenses, lost profits, and other damages.

During the suit, it subsequently emerged that CART had ignored repeated requests to conduct testing at TMS before the aborted race. On October 16, the two parties settled for an undisclosed amount.{{cite news | access-date =2008-08-02 | archive-date =August 20, 2008 | archive-url =https://web.archive.org/web/20080820055726/http://www.sportslawnews.com/archive/Articles%202001/TexasSpeedwaysettlement.htm | url-status =dead

In the aftermath, the handling of the incident was widely criticized by fans and media.{{cite news | access-date = 2008-08-04}} While the sanctioning body was commended by many for choosing not to put its drivers in danger the race was largely viewed as a debacle, a low point for the slumping series, and very damaging to the organization in the months and years to come. CART reported that it spent $3.5 million for the settlement and legal costs, resulting in a $1.7 million loss for the third quarter of 2001. CART declared bankruptcy and was sold in 2003, became known as Champ Car, and never attempted to return to Texas Motor Speedway. Ultimately it was absorbed into the Indy Racing League in 2008.

References

References

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