Through The Esses - Terry Borcheller Looks To A New Path To The Podium
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09/15/06 © Andrew S. Hartwell

Those who have followed the career of racing driver Terry Borcheller know that he is a man with a strong record of winning performances in professional sportscar racing.
The man has won six series championships. They include:

1998 IMSA Speedvision Cup, Grand Sports class, BMW M3
1998 SCCA SPEED World Challenge, T-1 class, Saleen Mustang
2000 Grand American Rolex Sports Car Series GTO class, Saleen Mustang
2001 IMSA American Le Mans Series champion GTS class, Saleen S7R
2002 Grand Am SRP II class, Lola B2K-Nissan
2003 Grand Am Rolex Sports Car Series - in a Doran-Chevrolet Daytona Prototype.

Borcheller's many fans also know that this deeply devoted man has surely had his faith tested the last few seasons, as he has rarely visited the podium - a place he used to drop in on quite frequently in the past. The pace of competitive advancement within the Grand American Rolex Series Daytona Prototype class - essentially the ongoing development of the Riley and Crawford chassis - have found Borcheller, and car builder/team owner Kevin Doran struggling to keep up. They have worked as hard as or harder than anyone to get up to speed, but sometimes hard work and a strong faith just aren't enough.

Sometimes you just have to walk away and try taking a different path. And that is exactly what Doran and Borcheller have decided to do. After struggling to get the Feeds The Need / Doran Racing Daytona Prototype to a competitive level in the Grand American Rolex Sportscar Series this year, Borcheller and Doran decided it might be best to split up and give each other the freedom to go down different roads in search of the right path to the podium',

Borcheller shared his thoughts on the breakup with us, as well as some comments on his life and how his struggle to regain lost success has actually made him a stronger person with a more mature focus on what is most important in life.

The season was just not going in the direction either one of us anticipated it would be going. It wasn't for me as a driver, or for Kevin as a team owner. With that frustration on both sides, we just agreed it would be best if we each went our own way.

We had quite a bit of development that went into the Doran from the work Kevin did with Dallara. Most of the changes were on the car starting at Mid-Ohio. While it was an improvement, it was not all that we were hoping for. The only testing we did for the most part was during the race weekends because we were headlong into the season. It wasn't like we could take a few weeks out and go and test what we had changed. In all fairness to Kevin, we really didn't have the time we needed, or the budget, to perfect the changes that resulted from his collaboration with Dallara.

Even with the updates, while the car did improve to the point where we would have been more competitive at Daytona at the beginning of the year, none of the front running cars and teams stayed where they were at Daytona. By Mid-Ohio they were all quite a bit faster. I would say that some of the teams improved because they had the time and money to test. But more than that I would say it was because most of the field ran a Riley and Crawford chassis.

Being alone has sometimes been labeled the devil's handiwork. In the Grand Am paddock, the Doran chassis was about as alone as alone can be.

There was only one or two Doran cars running all season, and they ran different motors so you couldn't really compare them to each other. You really had Kevin as the Lone Ranger out there running against teams with factory deals. He was up against people who not only had their own people who were developing their car but they had the multiplication factor of several other teams running the same chassis and motor combinations. The amount of development information available for those cars and teams was much greater.

While our situation is not too dissimilar to that of the Brumos team and