The Atlantic Championship Series is an American open-wheel racing series with races throughout North America. It has previously been called Champ Car Atlantics, Toyota Atlantics (after its then engine supplier for sponsorship reasons), or just Atlantics.
The series began in 1974 as a professional version of the Sports Car Club of America's amateur Formula Atlantic classification and typically served as a stepping stone to the original Indy Lights series under Championship Auto Racing Teams (CART). After that series was ended in 2002, the Atlantic series became the official developmental series of CART successor Champ Car World Series until the merger of Champ Car with IndyCar in 2008. The series ran independently on 2009 under IMSA sanctioning but shut down following that season. Starting in 2012, the series was revived by Formula Race Promotions with SCCA Pro Racing sanctioning. FRP switched to USAC sanctioning in 2017, though in 2019 it returned to being sanctioned by SCCA Pro Racing.
Series information The Atlantics series is a developmental open-wheel racing series in North America, also called a "ladder series". In 2005, a new factor was announced to solidify this reputation as the last series in which a driver will compete before moving to Champ Car, or the highest levels of sports car racing such as American Le Mans. A US$2 million prize was announced for the winner of the 2006 racing season and future seasons, with the restriction that it can only be used towards the cost of racing in the Champ Car World Series.Champ Car > News Friday, September 16, 2005 Simon Pagenaud became champion in 2006 and claimed the first such prize. He promptly moved to Champ Car in 2007 to race for Walker Racing.
The series champion for 2007, Raphael Matos, also won the $2 million prize towards a Champ Car ride. However, he elected not to accept it as he felt that without other sponsorship, he would be driving for a non-competitive team.Indycar: Matos may race 500., motorsport news, results, features, teams, drivers, updates Matos instead accepted an offer from the Andretti Green Racing team in the developmental Firestone Indy Lights Series instead, where he was promised the chance to race in the Indy 500 and a future ride in the IndyCar Series.Looking forward :: Indy Racing League Indy Pro Series 2007 runner-up Franck Perera, who finished on the podium eight times during the season and won three races ultimately signed to race with Champ Car team Conquest Racing. When Champ Car was purchased by IndyCar prior to the 2008 season, Conquest joined IndyCar with Perera.
As of 2009, the series offers an unrestricted $1 million prize to the season champion, $500,000 to the runner-up, and $250,000 to the third-place finisher on the season. These season rewards are part of total of $3 million in total prize money, which also features $50,000 for each race win, and other bonuses such as a monetary pole position reward.
Race equipment Starting in 2006, the series has been run exclusively with Swift 016.a chassis powered by Mazda-Cosworth MZR 2300 cm3 (2.3 L) DOHC inline-4 engines producing 300 bhp (224 kW). The cars are capable of speeds in excess of 175 mph (280 km/h).Champ Car Atlantic News The new formula has lowered the costs of running a full Atlantic season to around $500,000–$600,000. This reduction in costs, plus the addition of the aforementioned $2 million prize, had an immediate effect on increasing the number of competitors in the series (car count), which had dwindled over the previous few seasons. For example, the 2007 season featured 30 drivers.Champ Car Atlantic Drivers
Although the series had been run on Yokohama tires since 1991, the Japanese company elected to end its relationship with the series after the 2006 series, at which point it was replaced by Cooper Tire and became title sponsor for the series.
Specifications Chassis: Swift 016.a, Carbon-fibre composite with kevlar, two roll-over structures. No change of chassis during an event Engine Displacement: Cosworth Built Mazda MZR DOHC I-4 Gearbox: Swift 5 Speed Sequential Manual Transmission (must have reverse) Power Output: @ 8000rpm Fuel: VP Racing Fuels 108 RON Leaded gasoline, no refueling (similar to Formula 3, GP2 Series, GP3 Series, Formula 1 and Formula Renaults) Fuel Tank: IMSA homologated rubber safety tank Fuel Delivery: Fuel injection Aspiration: Naturally aspirated Electronics/ECU: Cosworth Electronics Data: Pi Research Sigma/ECU - Pectel SQ6/Wiring - Performance Wiring Solutions wiring. Length: Width: Wheelbase: Weight: , with driver Steering: Manual, rack and pinion Drivetrain: 2WD only Brakes: Performance Friction Brakes Tires: Cooper Atlantic Championship racing slicks and rain tires Wheel rims: BBS Safety equipment: HANS device, Seat belt 6-point supplied by Willans Prohibitings: Active suspension, telemetry and traction control
History The history of Formula Atlantic begins with the Sports Car Club of America (SCCA) Formula B class, created in 1965 for single-seat formula cars with engines not exceeding 1600 cm3 in capacity. Prior to Formula Atlantic, professional Formula B races were held in the United States from 1965 to 1972, first with the SCCA's poorly supported Formula A, then as part of the SCCA Formula Continental Championship in 1968 (when they were largely overshadowed by the V8-powered Formula 5000 cars) and then as an independent series from 1969 to 1972.
Formula Atlantic as a class evolved in the United Kingdom in 1971 from the US Formula B rules, with 1600 cm3 production-based twin-cam engines (initially dominated by Lotus-Ford Twin Cam-based dry-sump Cosworth Mk.XIII, then by Cosworth BDD when the class became Atlantic in the United States, however other engines like Alfa Romeo and BMW were also eligible). Conceived by John Webb of Brands Hatch (who would later also develop the Sports 2000 class) as a category for national competitors with the performance near a Formula Two car but running costs at or below that of a contemporary Formula Three car. A single (Yellow Pages championship ran in 1971–72, with a rival BP backed series appearing in 1973. 1974 saw the BP series changing sponsor to John Player and the Yellow Pages series becoming backed by John Webb's MCD organisation and Southern Organs. In practice most top drivers competed in both series and there were no date clashes. Only one series ran in 1975–76, in the final year taking the title 'Indylantic and adopting Indianapolis-style single-car qualifying. But the formula was under threat from Formula 3 and no series ran in 1977–78. The series returned in 1979 with backing (for one season only) from Hitachi and continued to 1983, with diminishing grids and few new cars appearing.
As a result of its similarity to Formula 2 and Formula 3 in terms of chassis regulations, Formula Atlantic typically used chassis closely related to these cars — with performance somewhere in between the two — so most of the manufacturers were familiar from those classes, particularly the likes of Brabham, Lotus, March, Chevron early on, with Ralt and then Reynard later. US manufacturer Swift came to displace the British imports and dominate in North America. Several smaller marques also appeared.
The first professional races run under Formula Atlantic rules in North America were conducted in 1974 by the Canadian Automobile Sport Clubs (CASC) in Canada (now ASN Canada), drawing much attention and large fields due to its national CTV television coverage. IMSA in the United States took advantage of the large number of teams and organized its own series in 1976.
During these years, the series attracted guest drivers from Europe, including Formula One, particularly at the Trois-Rivières street race in Quebec, Canada. Guest drivers included James Hunt, Jean-Pierre Jarier, Riccardo Patrese, Patrick Depailler, Jacques Laffite, Didier Pironi and Vittorio Brambilla.
In 1977, the SCCA sanctioned the US events and in 1978 the CASC and SCCA series merged and conducted the series jointly until 1983, when it ran as the Formula Mondial North American Cup; Michael Andretti won the championship. The series could not sustain the success of earlier seasons and was cancelled for 1984.
In its place a "Pacific" series was conducted exclusively on the US West Coast in 1985. This rebirth expanded to an East Coast "Atlantic" series the following year and the two ran concurrently through 1990. From 1990 to 2005, the series was sponsored by Toyota and the cars were powered by 1600 cc Toyota 4A-GE engines available in kit form from Toyota Racing Development. With the support of Toyota, the two US series were reunited into a single North American championship and have remained so to this date.
The same rules were adopted as Formula Pacific (not to be confused with the US Formula Atlantic Pacific Championship) and races were run in Australia and New Zealand, where Formula Pacific became the top class of racing. For a few years the prestigious Macau Grand Prix was run to Formula Pacific rules before becoming a Formula Three race. South Africa also adopted Formula Atlantic rules, but later mandated that the cars were fitted with Mazda Wankel engines.
In recognition of the global acceptance of the formula it was briefly renamed Formula Mondial in 1983, but this series failed to materialize.
Among Atlantic drivers in races through 1982 were Keke Rosberg, Gilles Villeneuve, Michael Andretti, Bobby Rahal, Howdy Holmes, Tom Gloy, Dave McMikllan, Kevin Cogan, Jacques Villeneuve Sr, Chris Kneifel and Roberto Moreno.
In 1983, Jon Norman, Gudrun and Rick Shea and Tim Fortner, formed West Coast Atlantic Racing - WCAR - and ran a series of professional races for Atlantic cars on the U.S. west coast, with Al Brizzard as Chief Steward. WCAR had originally sprung up with the FIA's "Formula Mondial" championship and when that folded prematurely, WCAR became Atlantic racing in the United States.
On the east coast, Vicki O'Connor decided to establish a similar series. Thus, East Coast Atlantic Racing - ECAR - was born. Simultaneously, Vicki established Pro-Motion Agency Ltd as the organizing and managing body to run the series and had SCCA as the sanctioning body.
The first ECAR race was at Summit Point Motorsports Park in West Virginia on 07 Jul 1985. Incidentally, this race and all subsequent Atlantic series races except those on ovals, used a series signature standing start following a group warm-up lap.
Both WCAR and ECAR ran races for a while until the two series were merged under Vicki's management in 1991.
Vicki brought to the management of the Atlantic series the many years of experience she'd accumulated while working for Carl Haas in his Lola, Hewland and other racing equipment import business, and more directly, her involvement in Carl's race team management in the CanAm and other series.
Vicki's biography as a member of the Road Racing Drivers Club reads in part "… the Toyota Atlantic Series which developed into the most successful and longest-running open-wheel driver development series in North America".
The Toyota Atlantic Series ran on road courses, ovals, street courses and airports in the United States, Canada and Mexico.
The success of the series brought it the sponsorship and engine development of Toyota Motor Corporation in 1989 under its North American competition division, Toyota Racing Development, led by Les Unger.
Later races were sanctioned by CART (Championship Auto Racing Teams) when CART bought Pro-Motion Agency Ltd. When Champ Car succeeded CART in 2004, the new owners also bought Pro-Motion Agency, and Toyota Atlantic continued under their sanctioning.Toyota Atlantic confirmed among new OWRS assets - Crash.net, 1 February 2004 The series ended with the bankruptcy of Champ Car in 2007.