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On August 2, we published Manifesto - The World Turned Upside Down, our analysis of a document written by Grand Am's Dave Spitzer and circulated to the series' GT teams. (below) Our commentary has quickly become one of the most-read items we've published, climbing the charts to challenge our 2007 three-part series on would-be ALMS entrant Al Solaroli.

About the Boys from Poughkeepsie (and being Wrong)

We can’t say much good about our recent record of prognostication, at least in regard to the winners. When we finally were so frustrated with Dyson Racing, and unable to identify some specific problem, we “did a Jimmy Carter,” accusing the whole lot of a kind of malaise. We can tell you that wasn’t taken well, and was also clearly well off the mark, since they immediately won, then stayed in the hunt at Road America. Our readers who clung to the idea that the engine supplier deserved most of the “credit” for pre-Mid-Ohio performance were closer to the facts than were we. Yes, the block and head were re-designed to strengthen them over the winter, but no, that hasn’t been a panacea for AER.

Grand Am’s strength has always been the racing infrastructure of ISC and NASCAR and the commitment of Jim France.

The American Le Mans Series strength has been its on-track product: exotic prototypes and the historic competition between sports car and GT classic brands BMW, Porsche, Corvette, and Ferrari.

All that could soon change, according the Grand Am discussions with partners, suppliers, and auto manufacturers over the past few months.

We last heard from sports car pundit and deal-maker Chuck Farrell in December 2009. From his yacht anchored somewhere in the Mediterranean, he's been observing the scene in North America with growing alarm. He believes now might be the time for a radical Back-to-the-Future kind of change.-Editor-

As the American Le Mans Series makes it’s way through a difficult 2010 season, we are once again wondering what the future holds.  Before the season, we talked about the ACO rules, and how they have negatively affected entries, particularly in the American Le Mans Series.   We now see a similar trend in the Le Mans Series, post the Le Mans 24 race itself.

A Super Car You Can Live With

America’s sports car is celebrating 50 years since its first Le Mans. I was thinking about that the other day – I had an invitation to special doings at Laguna Seca – when a press release announcing yet another version of Porsche’s new Turbo hit my mailbox. No doubt Porsche’s an iconic sports car, especially the Turbo. Porschephiles (between relatives and friends, I’m up to my ears in them) are annoyingly loyal. Without fail, I get the articles derived from those press releases from one – usually more – of them.

I admit I’ve never owned a Corvette (or a Porsche for that matter). My daily driver was built in Germany, but it’s no sports car. I became a believer in 2006 when – courtesy of the General – Jeannie and I took a Corvette Z06 from Houston to Mid-Ohio. How special was that Corvette? Putting its numbers against that Porsche Turbo, as we have below, it doesn’t come off badly at all. In either case, knowing you have a near-200 mile-per-hour machine ready to respond to a tickle of your toes is certainly a rush…

Frequencies teams use for cars-on-track, pit, and paddock communications. (rev. August 2, 2010)

Here are the ALMS Team Frequencies for 2010, based on confirmed frequencies from Long Beach, the 12 Hours of Sebring, the ALMS Winter Tests in February, carried over from 2009, and input from other fans. Check back for updates.

Frequencies are listed by car number only. Car descriptions, teams, and drivers can be found in the current race's entry list.

Frequencies used for television, ALMS Radio, Race Control, and other functions regardless of venue (rev. Mar 5, 2010).