Q: This question is for both of the drivers. It's actually a question from a race fan. They said to me, "How in the heck in the do these drivers relax for 24 straight hours? They don't sleep. I know I couldn't sleep." said the fan.
HURLEY HAYWOOD: For me, getting out of the car is like a switch on the wall. When I get out of the car, I switch everything off. We've got a whole team that takes care of all the drivers. I'll go back to the motorhome and I'll go to sleep – sound asleep for two or three hours, depending on when my next shift comes up.
So I really don't have a problem with that. We've got a real professional group of guys that are in the business of health. If it's really hot like it was this weekend, we'll do an intravenous strip to get the fluid back in the drivers. Because once you get dehydrated – and I've been down that route – it's just so difficult to come back at a hundred percent.
So we like to keep ahead of the crew and the curve, and keep everybody up to a hundred percent through the whole 24 Hour race.
SCOTT PRUETT: I find it, for me, it's changed. It changes every year a little bit. You do exactly what Hurley has said. As soon as you get out of the car, you download with the engineer. Any issues, anything, any kind of thoughts that you have whether it's well, we picked up a little vibration and maybe it's something we can keep an eye on, or maybe it shifts to third and it's got a little noise. Not that that happened this year, but to use that as an example.
But then it's right out of there and pushing fluids to rehydrate as fast and as good as you can. Have some really good calories to take in. For me this year, I tended to be on deck a lot more than years gone by, getting ready to go. That was one of the things that my wife and I were talking about. It just seemed the race went so fast. I only got about a half-hour sleep where typically I get three to four hours sleep. The first three stints I was in there just about three hours for each of those. So it was a bit of a blur.
I'm certainly glad I put all of the hours of training in before getting in the race. I think I even have a little bit of a secret weapon, because my wife's background is nutrition and occupational therapy. So she keeps me and makes sure that I'm up to par every time I'm getting out of the car and doing what I need to do.
Q: Do you think there is an opportunity to add one more endurance race to the schedule?
HURLEY HAYWOOD: Well, I'm a great lover of endurance races. We've got the 24 Hours. We've got the six-hours at Watkins Glen. I would love to see another long-distance race come on board. I think going into 2014 we're going to have what I used to love doing – having the 24 Hours of Daytona and then the 12 Hours of Sebring.
So next year, Sebring will be on the calendar. We'll go there. That's 12 hours. So there are two long distance races, that coupled with the six hours, that's a pretty good schedule of endurance races for a season.
SCOTT PRUETT: Yeah, I think what Hurley was just saying, there was some talk early on of making the Indianapolis race like a 10- or 12-hour race, which I think would have been incredible. Difficult to do, but I think it would have been incredible for the fans to see something like that. Then when you do come back together in '14, be everybody will be able to take in all the great races.
I think that's going to be the biggest challenge for Grand-Am, is figuring out what races from endurance and short. You've got Daytona, Sebring, Watkins Glen six-hour, you've got [Road] Atlanta, which is roughly a nine to 10-hour event there. You have Long Beach, and you'll have Elkhart Lake. And that's just a quick handful of races, let alone Mosport, and some of the other great tracks outside of the U.S. up with our neighbors in Canada.
So, overall, I love the fact that we do both. It's come a long way over the years to where these cars have become so robust. There is not a lot of difference the way you run your 24-hour race compared to the way you run a sprint race, as far as how hard you push.
The difference ends up being a different brake package and bigger and heavier pieces on the cars to go the distance. But short of how you approach it as a driver, from the start of the race to over the weekend, you're pushing hard right from the start.
Q: Scott, with the [ALMS] P2 category cars possibly joining Daytona Prototypes after the merger, that P2 car is a different kind of car to drive. Not only is it an open-cockpit kind of car, but it doesn't seem to be as sturdy as the DP. Is that going to change the way you drive or would you like to consider switching to a P2? What's that going to do to your aggression that we talked about earlier?
SCOTT PRUETT: That's a different question. I don't know that we know 100% where the rules are going to go. I would be concerned that if Grand-Am does do a P2 class that they have enough entries to make it make sense.
If you have two full-time P2 cars, it makes no sense to do a set of rules for them. When you go into Daytona, I see that our current generation of [DP] car that we ran over the weekend will be plenty competitive. Unfortunately, when you go to a place like say Lime Rock, I don't see it being as competitive.
But there are going to be some challenges getting the car to where it needs to be. One thing I know within the Ganassi organization, Chip will get whatever needs to be gotten in the way of equipment to go out there and run the car. Without a doubt, that's what I know for a fact. He's the guy that will do whatever it takes to run at the front of the pack.
It's also exciting knowing, and this is from a conversation with Chip, having perhaps the opportunity to go over to Le Mans and run the 24 Hours over there, because that's not something Chip has done and certainly on his bucket list and one that he wants to go race.
Q: What if that car to be fast was a DeltaWing. Would you like to drive that?
SCOTT PRUETT: I will drive whatever it takes to be fast. I don't think there are many drivers you can talk to out there that won't drive whatever he needs to drive to run at front.
So if it means that we need to be in a DeltaWing... actually, I did quite a bit of sim running with the DeltaWing when it was initially being designed in-house at Ganassi. It's not a bad car to drive. At least on a simulator not a bad car to drive.
Q: Hurley, we laughed about it earlier, but would you want to get in the car with him next year to make sure he doesn't run away with your record?
HURLEY HAYWOOD: I thought Chip was joking when he said that. Then he said it to me a second time. So I'm almost ready to get into a physical regime right now and take him up on his offer, but I just don't think that that's possible.
I'm going to be turning 65 in May, and as I said in another interview a couple days ago, I don't want to be the weak link in the chain. And Chip has done such a great job that I would hate to get in the car with doing just one race a year. I don't think that is a fair thing to do to Chip or to the guys that I would be driving with. So I'm going to decline his offer graciously.
Q: I don't know, Hurley, if John Force could run Funny Cars at 300 miles an hour, even though it's a four-second race, you would think that you could get into a car and have the same kind of success.
HURLEY HAYWOOD: I appreciate your faith, but you never know. I might take a few months and think about it and then decide to take him up on his offer. But he's got to put a Porsche motor out there, not a BMW (laughs).