Honda boss says pull-out a real option

Honda led the battle with CART over the last three years in an effort to retain a high level of engine technology. But they met with fierce opposition from Toyota, which endorsed a move to the normally aspirated formula used by the Indy Racing League in an effort to reduce costs and to allow teams to compete in both American open-wheel series.

The matter came to a head earlier this week when Toyota announced it would stop producing current CART-spec engines at the end of 2002. Toyota had already announced it would enter IRL competition in 2003.

CART had been expected to extend the current 2.65-litre turbocharged formula until the end of 2003 after missing a springtime deadline to decide on a new formula. But Toyota's move forced CART into action this week, when it voted to move to an engine specification similar to the IRL's.

However, the final specification for the engine formula has not been determined. Honda has been vehemently opposed to adopting the IRL formula, so it was no surprise that Honda Performance Development general manager Robert Clarke came out on the offensive.

"Since the pop-off valve controversy earlier this year, the jury was out on whether CART could conduct themselves in a professional matter," Clarke said. "CART was basically on notice from that point in our minds, and I think this shows again they cannot be trusted. Honda is a very loyal manufacturer, having raced in CART since 1994, which has tried to work with them and repeatedly they ignore us.

"It's so frustrating," he added. "We put so much heart and soul into this, as do Ford and Toyota. To have the rug pulled out from underneath you just kills you. It's definitely going to require more discussion within Honda. But if I was a betting man, I'd say we're out."

Clarke said Honda believed that CART would maintain its turbocharged engines until the end of 2003 and added that it would be virtually impossible for Honda to have an atmospheric engine ready by the start of 2003.

"From a timing point of view they have already excluded us," Clarke noted. "Their stability rule requires that we wait until 2004 for a new engine. We'll assess the situation, but from a timing point of view, it seems impossible. You would have to already have an engine in design just to meet that timetable. There is no way we're going to sign up to compete unless we are going to be truly competitive when we hit the track. And there is no way we could do that, starting today."

CART's recently-appointed senior vice-president of race operations John Lopes, who worked for Team Extreme in the IRL before joining CART, disagreed.

"I think it's a realistic expectation," Lopes said. "It's something we need to achieve. Our engine manufacturers have a depth of talent and resources. I have no question that if this is something they wish to participate in, they will be able to develop a motor with CART."

Clarke, who has run HPD out of a base in Santa Clarita, California since it entered Champ Car racing in 1994, says Lopes is incorrect in his assessment.

"Obviously he has no true insight into what is involved in designing and manufacturing a racing engine," Clarke said. "Just in manufacturing the sheer number of parts that are required to supply the number of engines that we are talking about, the timing is impossible."

CART's Lopes said that the sanctioning body will work with its manufacturers over the next 30 to 60 days to finalise the technology allowed in the future engine package. But Clarke said it is unlikely that Honda will participate in any discussion with CART regarding the final engine specification.

"I think it would be fruitless," he remarked. "We'll take a look at what they come up with. I think we've provided CART with plenty of input in the eight years we've been involved, so I think it's clear what Honda's objectives are. We've been very consistent and never wavered from that. They know what we want, so I don't think we need to reiterate ourselves."