Some odd (and rather interesting) numbers are at play in the Red Bull Global Rallycross series.

Of the 10 teams that compete in the top Supercars class, forty percent are owned by entrants in the Verizon IndyCar Series. Adding to the new and unique open-wheel-teams-love-GRC dynamic, all four of those crossover IndyCar entrants won the Indy 500, and did so in succession from 2011-2014.

Bryan Herta Autosport (2011), Chip Ganassi Racing (2012), the SH portion of KVSH Racing (2013), and Andretti Autosport (2014) are among the most dominant teams in IndyCar racing, and thanks to the precedent set by Michael Andretti and James "Sulli" Sullivan of SH Racing as early GRC adopters, two of their open-wheel rivals have recently joined the world of high jumps and flying gravel.

BHA, under the Bryan Herta Rallysport banner, claimed the most recent GRC victory at Detroit. CGR, using the Chip Ganassi Racing Rallycross moniker, has faced a steeper learning curve but continues to build momentum. GRC's IndyCar owners have captured two wins from six rounds run so far, and on the open-wheel side, Ganassi, KVSH, and Andretti have combined to win five out of 14 races this year. BHA, for their part, is a lock to capture IndyCar's Rookie of the Year honors with their freshman driver.

It points to a collection of entrants who play major roles in IndyCar and have found something specific about GRC that can't be satisfied in open-wheel racing--or the other series where they compete.

"I can't speak for the other team owners, but for us, we hopped into GRC because it was relevant and connects us with a younger demographic…and we're in the X-Games, which is huge," said Sullivan, whose team was in contention for the 2014 GRC title with driver Nelson Piquet Jr. He also mentioned the other area IndyCar owners find irresistible in GRC.

"The TV package is also pretty incredible," Sullivan continued. "In IndyCar, most of our races are on cable and the ratings are growing on NBCSN, but it's a gradual climb. In GRC, every event is live on network TV with NBC, and the ratings are--if you compare them--really impressive. We're about the only form of racing in America that can say we're always on network TV. Not even NASCAR can say that."

According to Andretti, the budget required to race in GRC is a big draw.

"What it costs to run compared to IndyCar is a lot more reasonable, so it's easier to find the funding," he said. "And teaming up with a great manufacturer like Volkswagen is what made this work, and that's really the only way I want to go into a new series. When you have a manufacturer as a partner, you have a lot more options at your disposal to get support from the factory and when you're talking to sponsors who want to get behind a manufacturer program."

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In IndyCar, $6 million or more is needed to run one car competitively for the season. In GRC, only the wealthiest teams will spend more than $2 million. And when it comes to equipment, IndyCar teams own everything they race in GRC.

An annual IndyCar engine lease from Chevy or Honda is close to $700K, while a good used GRC car can be purchased for $350K. Even the latest, greatest, most advanced GRC car—complete from bumper to bumper—is about $50K cheaper than an IndyCar lease.

In light of the impressively low price to play and the greater TV exposure for sponsors on network TV, it's a surprise more IndyCar teams haven't branched out into GRC. And with few teams making significant profits in any one series these days, Herta says creating multiple income streams is a necessity to survive.

"If you look at some of the more successful racing teams right now, diversification is what they're all about; they have their interests in multiple series, which helps with cash flow and sponsor opportunities," he explained.

"I'm looking to the future and making sure we've covered," added Andretti, who also owns a two-car FIA Formula E team. "You have to make sure you're diversified in racing these days, and it's one of the reasons why we're in Formula E as well."

On the commercial side, Andretti, Herta, and Sullivan are drawn to the prized age group that follows GRC. Unlike IndyCar, where the average fan — and consumer — is over the age of 50, GRC has captured the coveted 18-34 crowd.

"One thing GRC has going for it is a younger demographic," Andretti noted. "It's the thing IndyCar and NASCAR and Formula 1 is struggling with."

"All you have to do is look at the fans who come up to see the cars," said Herta. "It's a lot younger than what we have in IndyCar, and it's pretty diverse. You can definitely say GRC appeals to a wider base right now."

Sullivan is known as one of the best sponsor hunters in the business, and by recognizing the demographic split between the KVSH IndyCar team and his SH Racing Rallycross GRC program, he's able to serve the same company two distinct audiences.

"It's somewhat cut and dry for me," he said. "Mistic, with their electronic cigarettes, is a big sponsor of our IndyCar program. Their parent company produces a personal vaping device named Haus. I went to them and said you have two core audiences you're trying to market to, and I have two opportunities with two different series to speak to them. IndyCar is perfect for the older crowd that might want e-cigarettes, and GRC is perfect for the crowd that would want vaping. They agreed, and now we represent them in both areas."

The only thing holding GRC back from taking on IndyCar, sports cars, or other second-tier series is their relative lack of awareness. GRC generates desirable numbers on TV, but many of their events struggle to produce meaningful crowds. Akin to a band with strong album sales but weak concert attendance, GRC needs more people to witness their product in person. With more to evangelize their sport—and the live GRC experience, they can start to build a greater following.

"The crowds aren't there yet like you get at an IndyCar race like the Long Beach Grand Prix, but I'm confident they're on their way to getting there," Sullivan surmised. "The series has everything is needs to explode. You have the under-30 crowd, the X-Games, and network TV. They have all the pieces. If it doesn't take off, it won't be for a lack of ingredients."

It makes the idea of partnering with an IndyCar, or IMSA's TUDOR United SportsCar Championship — two series that have a number of popular events where GRC could perform on a bigger stage — worth considering.

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The demographics are different, but I'm fairly sure open-wheel and sports car fans would love seeing GRC madness during one of their traditional events, and GRC fans would find something new and interesting with the cars and stars of IMSA and IndyCar.

As Herta suggests, GRC's IndyCar entrant base could grow, and new owners from other series might also be preparing for 2016 debuts. With each new entrant from a major series, the GRC's chances of making connections outside of its small sphere of influence will improve.

"It's interesting who you see roaming the GRC paddock..." he said. "It's guys from all different teams and series coming by to see what we're doing, and of all the questions I get asked, the one series everyone wants to know about and get info on is GRC. The more teams people know about that come here can only bring more fans and sponsors with them. It's a win-win."

Herta can't say whether his GRC gamble will pay off in the long run, but he's confident his program, powerhouse owners like Andretti and Ganassi, and others looking to join in can make GRC into a serious contender. Any thoughts of toppling NASCAR would be a stretch, but with the relatively soft landscape below America's dominant form of motor racing in mind, the No. 2 status is certainly up for grabs.

"We're all placing a bet on the series," Herta declared. "We're all hoping the trajectory it's on is going to continue in the coming years, and it could become quite big. Being in the series early is something we're banking is going to pay off. Frankly, I'd be shocked if it doesn't take off. And if it does, we're all going to look like geniuses…"

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