Robin Miller's Mailbag for July 20, presented by Honda Racing / HPD

Your questions for Robin should continue to be sent to millersmailbag@racer.com We cannot guarantee we’ll publish all your questions and answers, but Robin will reply to you. And if you have a question about the technology side of racing, Robin will pass these on to Marshall Pruett and he will also answer here.

Q: Will Power was right. The first words out of his mouth were "we finally got one to go our way." I've lost count of the number of times Power has been derailed by yellow flag roulette. Anyway, here's something that won't be popular with Mailbag readers. If that's the layout they're going to offer at Toronto, I'm not sure I care if they go back. At least Monaco is interesting in the sections that are slower/single file, because if someone is bold they can still attempt a move. The narrow section at Toronto was a high-speed game of follow-the-leader.

Ryan in West Michigan

RM: It seems like it's happened to Will at least a half-dozen times. As far as the layout goes, it's the best that could be done in the face of all the construction, and there was still plenty of passing in Turn 3 (and a few other places for Montoya). My big concern was the pits, that's what needs to be figured out because it's so dangerous for the mechanics, but thankfully the cautions fell so there were never 22 cars in the pits together. When you consider they had a decent crowd by today's standards and Toronto has been on the schedule for 30 years, no way it's going away. But I'd welcome Mosport or Montreal to be added.

Q: Great race in Toronto, but it's frustrating to see Dixon get screwed by a caution. Why do they close the pits? Do they not have the technology to figure out the running order? Second, with all the discussions about the aero kits, has there been any talk about trying out the stock DW12 wings and seeing if they balance out the competition? The teams should all have them in stock, so there'd be no added costs. The cars would look better with the different side pods. Why not give it a look and test it?

Joe from Indy

RM: They close the pits for safety. If they didn't slow down and pack up behind the pace car, everyone would race around to the pits, and with safety crews and trucks on the track it's pretty dangerous – especially at a narrow street course. I know a couple of owners that would just like to see IndyCar run the 2012 cars sans anything from the past two seasons.

Q: Just finished watching the Toronto race and yet another contest has been decided by the timing of a full-course caution. Any idea if there's been talk among IndyCar brass to stop the closing of pits under full-course yellow? All you would need to do is initiate a speed limiter when a yellow is thrown to prevent racing to the pits. I'm tired of the fastest guy in the field getting penalized because he is getting great fuel mileage, on top of the fact that the leader doesn't want to get leapfrogged by the guys behind staying out longer on hot tires and low fuel load.

Jonathan, Long Beach, CA

RM: When Beaux Barfield was chief steward he decided to try and open the pits because he didn't want to arbitrarily damage the race and quit making it such a game of roulette. But he also reserved the right to close them in case of a major accident. And then it went back to being a closed pit all the time because the competitors suddenly decided they didn't like the uncertainly of the decision to open or close them.

Q: Seriously, when is the last time Scott Dixon even spun? He's going to pass Michael Andretti for third all-time in wins. It's an honor and treat to have witnessed much of his career. Not enough of America knows that it's very appropriate that his name be mentioned along with A.J., Andretti, Mears, and Unser. What did happen with his F1 tests? I think it's not too hard to credibly argue that he would have won a F1 title had he gotten with a good team. But I'm selfishly glad he stayed in the western hemisphere.

Mark Fleetwood

RM: I think he spun and hit the wall at Houston in 2014 and crashed at Texas in 2012 while leading but those are the only two mistakes he's made that I can recall in recent history. Dario was marveling over the weekend at what a complete badass his pal is and it's a real shame more motorsports media and fans don't embrace that fact. But it's fine by Scott. He's never been about glory or recognition – just racing. His F1 test with Williams went well at Paul Ricard and Barcelona. But Mark Webber already had a contract so they offered Dixie a role as test driver, which he politely and wisely turned down.

Q: Years ago, there were the pacer lights. Although it was impossible to police, I really thought the principle was a good idea: a driver with a 5.0s lead shouldn't lose that lead because of another driver's mistake. The technology exists today to implement that principle via the Virtual Safety Car, which F1 already uses. What happened to Scott Dixon in Toronto is only the latest example of a driver being totally screwed by an ill-timed yellow.

What do you think of the Virtual Safety Car and what does IndyCar's leadership think? I think it's one of the best uses of new technology available to ensure a fair race and even perhaps minimize time spent under caution. Also regarding Fontana, how about it being the penultimate race in late September, and then a Saturday night finale in the midwest or the east in early October? Something has got to give there, because it's a terrible shame they cannot figure out how to get a race in Fontana on the fall schedule.

Marc, Orange County, CA

RM: Uncle Bobby made a mockery of the pacer lights but USAC had good intentions with them. I know Will Power has been very vocal about going to the VSC but IndyCar claims neither he or any other drivers have approached them so it's definitely not changing this year. Leaving pits open keeps the race legit, while full-course yellow gives opportunity for competition. VSC almost completely removes that option, and is probably too boring for American-style racing. Dave Allen at Fontana wants a night race in October because of the heat and it doesn't look like that's possible with IndyCar's condensed schedule, so probably no chance.

Q: Crossing the pit exit blend line is an infraction, and the driver just gets a warning. Of course he's not going to do it again because he's been warned. So you can do it once and it won't affect you. It's a rule and you're not supposed to do it. Maybe it's not worth a drive through or a stop and go, but at the very least a driver should have to give up a spot to the car behind. There has to be a consequence. Your thoughts? 

Jeff, Florida

RM: In the case of last Sunday, Pagenaud gained no advantage because you have to move left for Turn 1 and he didn't shut the door on anyone like Long Beach, when it was the difference between first and second. A warning was the right call.

Q: Thanks for taking a minute to shake my hand during the pit walk on Sunday! Got a few questions: Is Tony Kanaan's ride up? And is Ganassi putting pressure on him? He looked a little tense. And how do the drivers like the track changes? It looked narrow at Turn 11 and really bumpy - any changes for next year? And please let the promoter know that the champion's package they offered us was awesome, and I'm ready to buy them for next year! I have gone for over 25 years and it was the most access I ever had!

Frank, Toronto

RM: Thanks for being such a passionate and loyal fan, Frank. TK has a one-year contract, but there's no more pressure than Chip usually applies. And I believe Tony when he says he'll be racing someplace in IndyCar next year and Ganassi would be his choice, but we'll see how things shake out. I'll send your note to the promoters Kevin Savoree and Kim Green. As for the track, the drivers didn't like the pits and they need to be changed, but everyone adapted to the track and the racing was fine – all things considered.

 

Q: The idea of Newgarden potentially going to Penske for 2017 to replace JPM got me thinking. Would that make Team Penske's lineup the most powerful we've seen in IndyCars for some time? Think about it, you have the older veteran (Helio), two drivers in their prime with several years to go (Power/Pagenaud) and one young star (Newgarden). I know its just speculation/rumor now, but its certainly fun to think about. Also, this weekend I was watching some old CART races from 2000 with Parker Johnstone in the booth. Whatever happened to him? I wish he had called races longer, he was very enjoyable to listen to.

Scott, Hughesville, PA

RM: Penske's three-man lineups of Mario Andretti, Tom Sneva and Rick Mears; Al Unser, Danny Sullivan and Mears; Paul Tracy, Al Unser Jr. and Emerson Fittipaldi were plenty potent but his current quartet is about as strong (HCN 29 wins, Power 27, Montoya 15, Pagenaud 7) as any four-car team could ever be. JoNew is a logical successor to JPM or Castroneves, when that day comes, and The Captain will keep winning until he's 100. I believe Parker (above) owns a Honda dealership in Portland.

Q: What is your gut feeling on what JPM is racing next year? From what I have seen in practices, races and in the paddock he just seems disenchanted as of now. Never been a huge fan of his, but he is one of the fastest drivers of this generation.

Todd, Iowa

Aaron & Mossie

RM: It's a very good argument either way. Watching a little team beat up on the Big 3 is a great endorsement for IndyCar's open competition, and JoNew's chemistry with engineer Jeremy Milless cannot be under-valued. Sometimes being The man on a team instead of one of four wheels is more enticing, provided the money is there. Obviously, the lure of driving a Penske car at Indianapolis is something every open-wheeler dreams about and The Captain can also offer riches and stability. IndyCar could be way ahead of the curve with a Wednesday or Thursday night race in prime time during the summer.

Q: I know you already addressed all this in your

Mailbag

, but I am still amazed at the performance of Newgarden at Iowa. I have not seen that kind of dominance on an oval in ages, and as you also said, it's the little team smoking the Big 3. Regardless if he goes to Penske or not, what do you see as the future there? Montoya off to sports cars? Helio as an Indy-only? It's interesting that Penske does not hire any young drivers any more. I think PT was the last "development" driver. I guess in this climate the big teams can just scoop up the good drivers after the smaller teams develop them.

RM: Ryan Hunter-Reay did it at Milwaukee (leading all 250 laps, above) in Champ Car in 2004, and Hinch routed everyone at Iowa (led 226 of 250 laps) in 2013, but JoNew's was even more impressive because of his injuries. But here's what you've got to remember: Helio and JPM are still plenty quick, especially at Indy, so that appeals to The Captain. I asked him on Saturday if they were both coming back in 2017 and he said: "No decision on any drivers until after the season." So does he sign Newgarden for 2018 and keep those two Indy winners another year? Ask them to run Indy only? Run five cars? Should be interesting.

Q: I haven't checked the Mailbag for a while and chuckled a bit about the JoNew nickname. I would have gone with NewJo. The OldJo was pretty good and was definitely learning his craft. However, the NewJo is knocking on the door of, if not already there, BadAss Status!!

Don Hopings, Cathedral City, CA

RM: Very good, I'll give it to his PR team. What kind of percentage do you want? And after the last three races, 'Tough Guy' is his newest moniker.

Paul Hirsch, Erie,Pa

RM: OK, I'm a little confused. You disagree that it wouldn't be good for IndyCar if JoNew stays at ECR? Anyway, I love the fact Ed Carpenter is hiring Americans and trying to build that foundation, but you are correct in that several promising youngsters through the years (Alex Gurney, Jon Fogarty, Jonathan Bomarito, John Edwards, Joey Hand, Jonathan Summerton) and now Matt Brabham had to go to sports cars or something else with four wheels because there weren't enough opportunities in IndyCar. It's a little early for Silly Season, but my early line says A.J. Foyt will be making the most changes.

Q: I agree that it would be best for the sport if Joseph doesn't go to one of the big three, but what about creating another superteam by creating a Rahal/Carpenter racing and having Joseph and Graham as teammates? Imagine two nearly identical Shake and Steak/United Rentals cars next year running up front! If I had to cave in and put him in a super team I would like to see the return of two nearly identical Target cars with the current livery and return to the era of "lighting can strike twice" like the Zanardi/Vasser era, only with Dixon and Newgarden.

Doug Loeffler Lakeville MN

RM: Interesting concept, and they're both located in Indianapolis so it could work. Selling JoNew and Graham as a package might be more appealing to a sponsor, but I've got say that I like the fact both are small teams that can run with the big dogs. And Dixie tutoring Newgarden for a couple years could be lethal.

Q: Man, to be young, good looking and last but not least super-talented like Josef Newgarden! The ladies must be lining up. The guy in the Mailbag was right, Newgarden should be introduced on a Papa John's pizza commercial. Man, it was fun watching Josef kick the ever-living crap out of Penske and Ganassi at Iowa. Why is Andretti so far behind the curve?

Phil Berg, Homecroft

RM: Just because Josef is handsome, fast and personable doesn't necessarily mean he's on Papa John's short list for advertisements (especially since he's big on the NFL) but IndyCar needs to help push Newgarden's national profile. As for the ladies, the last one I saw him with was a stunner so he's doing just fine. Andretti just seems to be lost right now. Ryan Hunter-Reay is as good as anyone and has been nowhere the past few races, so it's evidently some kind of team-wide engineering dilemma.

 

Q: I have read comments from some in the IndyCar world (mostly fans) that we can't dare open up the rulebook or have some non-spec parts because Team Penske would dominate. Since the start of 2015, Penske has won 81% of the poles (22 out of 27), and 35% of the races (9 out 26; including going 1-2 in the 2015 Indy 500). It had three drivers in the Top 5 in final points last year, and has three in the Top 5 in points this year. News flash, people - Penske already is dominating in this closed-model era of IndyCar racing. Not every week - there are other drivers and teams with multiple wins in the past two years - but Penske is clearly a consistently dominant force. So those that want to use that as an excuse for why we must "stay the course" need another talking point.

Drew, Gale IN

RM: Good stats and good observation. This season is more of the same in that they've won seven of 11 races, 9 of 11 pole positions and led almost half the laps (625 of 1,307). The Captain's NASCAR team is also kicking butt (Brad Keselowski has the most wins so far with four and Joey Logano one) And, to your point, if they raced tractors, Team Penske would be tough to beat.

Q: Does Penske require Will Power and Simon Pagenaud to live in the Charlotte area? If so, why does Helio Castroneves and Juan Pablo Montoya get a pass to reside in Florida? I've heard Penske's residency requirements rubbed Paul Tracy the wrong way. Do any of the other teams have residency requirements?

Redding Finney

RM: No, they just wanted to be near the shop. You produce like Helio and JPM, and you can live wherever you chose. P.T. and R.P. didn't see eye-to-eye but, trust me, it wasn't about housing.

Q: Overall there are some nice positives this year regarding the overall state of IndyCar. Here's my question: How proactive are the current leaders (like Jay Frye, Mark Miles and their cohorts) in attracting new owners and suppliers? Ganassi says now would be a good time to approach Ford following the Le Mans success. Is anyone on that? And, I understand that equipment costs must come down and purses must go up. Are they even talking about that? I've never heard anyone in IndyCar management address any of these issues. From the outside looking in, it looks like they are still in "putting out fires" mode. So, what's up, if anything, on growing the series?

Jim, Indy

RM: Jay Frye says: "Working on it every day, and have stated our #1 goal is to recruit a new OEM partner. We are very optimistic on new ownership and OEM prospects and believe a lot will happen in 2017-2018."

Q: Is there any possibility that Sage Karam ends up in one of the Foyt cars next year? Seems like a natural fit.

Nick from San Diego

RM: It would be a good fit because Larry Foyt would be patient and A.J. would be boot up his ass, and that's the kind of mentoring Sage needs for a couple years. And I told Tex last weekend he needs to have an American in the line-up and he kinda agreed, but I don't think Sage is in the picture.

 

Q: I'm getting tired of all the ride-buyer rants in IndyCar. Please correct me if I'm wrong. F1, the pinnacle, has had ride buyers for a long time, even today. James Hunt, a world champion, was a ride-buyer. I'm sure NASCAR had or does have ride buyers. Now, the entire concept of the ride-buyer has always puzzled me. If Chip Ganassi, the business savvy guy he is, can't find sponsorship for his cars, how the heck can a young driver find the money? But the twisted nature of things aside, this isn't a new phenomenon nor is it something other top series don't have. Let's just give it a rest already.

Bill Jurasz

RM: Ride buyers really didn't start in IndyCar until the 1980s, and it blossomed over here for the next 30 years because it was such a cheap alternative to F1. But Tony Kanaan (above) said if he hadn't brought a sponsor this year he wouldn't be driving for Ganassi, so that's all you need to know about the state of racing.

Q: As I have been watching the fans in the stands dwindle throughout the motorsport world, I have been curious about what the different series will do to attract new fans. F1 is hoping new cars that look different will do the trick, although this still won't solve the problem of having a strictly tiered system where 80% of the field has no chance of winning. NASCAR is experimenting with gimmicks and race distance, although that still won't solve the problem of having a strictly tiered system where 80% of the field has no chance of winning. So where does that leave IndyCar? In my humble opinion IndyCar needs to build on its strengths, but what are those strengths?

1. Great side-by-side racing with lots of passing. This is something you don't see in other series. This is what needs to be the focus. I don't care what the cars look like, get a cheap spec car, because IndyCar is the only series where I feel like the driver matters. For F1 and NASCAR I have no idea how good or bad drivers are when they are with a mid to back of the pack team. IndyCar has the advantage that anyone can win.

2. Great tracks. F1 has cookie-cutter tracks that have lots of runoff and NASCAR has their 1.5-milers. IndyCar has the most diverse tracks on the planet. I would love to see them have a rotation where there are the staples and then other tracks can be on an every other year basis. That way you have consistency but every year is a little different and you also have the anticipation of the next year, that might help ticket sales.

3. If someone can figure out the prize money, there is opportunity for new owners because in comparison to other series it is not that expensive to race. New blood will be necessary to help the competition. I love this series and I don't give a bleep what car they use because the racing is the best on the bleeping planet. Get something cheap, and let them race.

N.C., Oklahoma

RM: Very well stated. Would you like a job in IndyCar marketing? For some reason IndyCar doesn't seem to understand its attraction, hence, the lame Indy Rivals slogan used everywhere. Rivals? Most of them are friends. Last year's Fontana race was the classic example of IndyCar not getting it. There should have been a 30-second, national TV spot following that race with all the insane passes at 215mph and the proclamation that "IndyCars on superspeedways make restrictor plate racing look like slow motion," yet it did nothing. You promote how much faster you are than NASCAR, how much more the driver and teams matter in IndyCar than F1, and why the IndyCar champion is the most diverse racer on the planet because of the versatility of the tracks. "Indy Rivals" doesn't sell one ticket or tell you anything about this exciting product.

Q: With the success of Road America and the demise of yet another street race (Boston), I think IndyCar should finally come to realize where they should run their races. Good, fast natural terrain road courses will trump one-off street races. Note to all cities - you are not Monaco. Hell, you aren't even Long Beach. Secondly, when IndyCar settles on a new chassis, let's make a common sense approach that will take care of two problems with the DW12 - butt-ugliness and, and pieces showering the track after a shunt. Let's require that all aero devices be molded into the basic chassis. No tacked-on winglets, fins, vanes, bargeboards, kicks or end plates. And personally, I would prefer single element front and rear wings.

Gary in SoCal

RM: One of the biggest drawbacks to a street race are the start-up costs because it seems like most projects aren't funded properly and have zero chance. Look at Baltimore, it had great crowds but lost millions and millions. IndyCar is changing how it does business with potential cities and I'll share it in a story next week. As for the cars, if IndyCar went back to the 2012 DW12 I doubt if anyone would care, other than to cheer.

 

Q: I secured a trackside campsite at The Glen for three days for $200. My three-day ticket was $40, and people are badmouthing The Glen and making them sound greedy. I will be driving over 255 miles to see this event. You should not give the complainers the space in your column. Thanks, and tell us a story about Bentley Warren (above).

J.D., Lake George, NY

RM: The pricing, set by Watkins Glen, is in between what it charges for NASCAR and IMSA camping, and I've heard from fans who are upset and others (like you) that think the pricing is fine. As for Bentley, one of my favorites is the time I was working on his IndyCar crew at Texas World Speedway. He blew the engine, so chief mechanic Bill Finley, some guy standing outside our pit, Bentley and myself changed the engine in the infield (I mostly passed out tools, cleaned up the Exxon oil spill and gave encouragement). But can you imagine one of today's drivers standing in the infield in 98-degree heat changing his own engine? That's why we loved Bentley.

Q: I am a big fan of the Mailbag and open-wheel racing. Just a quick comment: I think it's funny how the people of Boston don't want loud, annoying IndyCars in their streets, however they have no problem with a bunch of drunken frat boys jumping off a pier for Red Bull Flugtag this August!

Brad Bryan, Hollywood, CA

RM: Good one Brad, but I'm not sure how many actual Boston citizens were even aware there was going to be an IndyCar race. It's received more publicity since it's been cancelled than it got in the past year.

Q: Piggybacking off your twin-150s idea for Pocono, back in the '80s I used to attend race in Barre, VT called the Milk Bowl. It was three races in a day that culminated in one winner. Worked like this: They qualified by time trial and lined by their times. They ran a 75-lap feature, then inverted the field and ran another 75-lap feature. The final feature was fielded by the points that were awarded in the two previous features. Bonus points were added for leading laps, passing the most cars, etc. I loved it, but I fear in today's short-attention-span generation, it might require too much thinking!

Shannon Schmid, Salt Lake City

RM: I think something like that would give IndyCar a much better shot at drawing people than just a 500-mile race with 22 cars and nothing before it. You run an 11 a.m. race, have a concert in between, and come back for a 3 p.m. green flag.

Q: You have mentioned the possible return to Portland in the last couple Mailbags. Has this suddenly become a priority? I was told that Portland would need several million dollars to upgrade their facility in order for IndyCar to come back. Hope it is a reality!

Chris, Seattle

RM: There is interest from one promotion group, and IndyCar sent Tony Cotman to inspect the track a couple weeks ago. It's been repaved and doesn't need a lot of work. But I think 2018 is their goal.

Q: I am a fairly new to IndyCar. Became a fan last year, been to the last two Indy 500s, and I love it. Renewed for 2017. Planning a trip to Road America in 2017 as well.

In most sports I follow, I have realized as much as I like certain teams/players, there is always a team/player I root against. All the racers in IndyCar seem like good guys, so I don't have a guy I root against. IndyCar needs a marketing genius to market these guys.

Do you think a race at Fontana would get more fan support if raced earlier or later in the season? That was an exciting race in 2016.

Carl B. Fitzsimmons, Minneapolis, MN

RM: Paul Tracy said in the Toronto paper last weekend that IndyCar desperately needs a "bad guy", and he's right. Will Power would get my vote because he's won so much in the past six years and isn't afraid to lean on people. He could wear a black helmet and uniform and get out of the car in Victory Lane and say something like: "That was like clubbing baby seals" or just pick a fight or two. But he drives for Roger Penske, so that can't happen. Sage Karam has the potential but we need to get him a full-time ride. Fontana's best crowds were always mid-to-late October.

 

Q: I want to reply to some of the comments about Alexander Rossi in last week's Mailbag. I realize most of your readers are American and your column is basically about IndyCar, but surely they must realize that Formula 1 is the pinnacle of auto racing? You can't blame him for wanting to be in the world's top racing series. I doubt if there's driver in the IndyCar paddock who wouldn't jump at the chance to be competing in F1.

Also, most of the world views IndyCar as a regional series. That's not to say it's not a good series, but it's like comparing the CFL (Canadian football) to the NFL – you can't begrudge anyone for wanting to move up. Some of the criticism of Rossi is unfair.

David Young

RM: Fair enough, but I don't receive that many letters critical of Rossi. He rankled a few folks early on by stating that F1 had been his target since he 17 and living in Europe, so I don't think we begrudge him because of that. The fact he wasn't demonstrative in Victory Lane at Indy drew criticism, but the more I'm around him the more I realize he's just a quiet, measured young man who looks like a pretty damn good racer.

Q: I know most people write you constantly praising NBCSN's coverage, and compared to ABC it is miles better, but I just have to say how much I dislike Leigh Diffey as the main commentator. He has this weird way of over-enunciating his words which I find incredibly annoying. I would imagine that it saves NBC money to have one guy cover F1 and IndyCar, but I cringe when he calls IndyCar. I enjoy the broadcast much more when he is not there because of his F1 commitments. P.T. is great, but every time Diffey steps over him (a lot), I just find myself wanting to tune out. The rest of the crew is great, Katie has improved tremendously, but is there any chance that next year we can have a dedicated play-by-play guy who is not Leigh Diffey?

Richard A. Bellew, Willowick, OH

RM: My take is that whatever word Leigh might not nail he more than makes up for it with his enthusiasm, knowledge and ability to call the race as it unfolds. And we've got good chemistry in that booth with him, P.T. and T Bell. I also enjoy the mix of Rick Allen and Brian Till stepping in, but I understand some people prefer one voice all season. It's just that Leigh is one of NBC's main voices so they want him to anchor Formula 1, IndyCar, Olympics and whatever else comes along that's big.

Q: For the spectators that attend the races in person and want to get home at a decent hour, why not start at noon or 1:00 p.m. local and show the race tape-delayed in the time slot NBCSN prefers? I can't be the only one who is already watching all races (IndyCar, F1 and tintops,) on a DVR. Who wants to waste 20-plus minutes per hour on commercials plus sweeping the track for an eternity? As for NASCAR, with fast-forward, I can "watch" a 500-mile race in about 30 minutes!

Yes, the sponsors are hosed because I don't watch their tiresome and repetitive commercials. Oh, for Mark Miles, I record the NFL games, too, and watch them after the races.

Donald McElvain, Polson, Montana

RM: That would be my choice – all races start at no later than 2 p.m. so fans can get home at a decent hour – but I'm told tape-delayed races are no longer favorable like they were in the old CART days. The interesting thing is that Sunday's IndyCar race was live on CNBC, but drew a much larger audience on the 5:30 replay on NBCSN. So that's kinda like tape delay to me.

Q: I was born and raised about 30 miles from Newton, and I was disappointed in the IndyCar crowd. I think the starting date/time was a bad idea. Go back to night racing, even if it means a non-traditional day (like, Wednesday). And the track probably needs resurfacing. Iowa winters are hard on pavement. If you drove to Newton from Des Moines, you know that.

Chad R. Larson

RM: I think everyone is in agreement with a night race, except possibly Iowa Speedway. And Jimmy Small is a big IndyCar fan and promoter, an ally for sure, but maybe he's going to stick with 5:00 on Sunday evening to try and make it work. But the cars look so much better at night, and the fans seem to respond.

Q: Does IndyCar want to be a spec series or does it want competition? When the DW12 came out everyone was saying was that the spec series is over. But they want to use the same gearbox, same tires, same brakes. The old days of making a custom car in your garage are over, but you can always let different vendors in to increase the performance of the cars. If everything is the same except the motor, why don't we just put the drivers in go-karts? It's racing; there can only be one winner.

Joe Lawson

RM: IndyCar is an ultra-competitive series that would like more viewers and better attendance at certain places, but I'm not sure it can afford to be anything but a spec series in the near future. And I'm not sure innovation gets more fans and better TV numbers.

Q: In F1 a blue flag means "let the leaders through." To ignore it for any length of time brings penalties. Why does IndyCar allow backmarkers (especially on ovals) to block leading cars, reasoning that the blockers are trying to 'stay on the lead lap'? Why even have a blue flag, given that illogic?

Anthony Jenkins, Canada

RM: A blue flag signals that a faster car is approaching, but some guys actually speed up (are you reading this, Dick Simon?) when the leader is coming, and it's a driver's right to try and stay on the lead lap without becoming a total hazard or blocking. I don't recall too many instances of back-markers making life that difficult on the leader this season.

Q: Marshall Pruett hit the nail on the head: Want to save racing IndyCar? Go to production-based engines. This is something I've been advocating for years.

Let's do some basic math: a brand-new Corvette Z06 LT4 engine makes 650hp and can be yours for the miserly sum of $15,000, ready to drop into any car you choose (just add an exhaust, fuel system, intake, and a bit of wiring). A current engine lease for IndyCar is around $1 million. With the current 16-race schedule, you could actually blow up four LT4 engines per race weekend and still spend less on engines than you would on a Honda or Chevy IndyCar lease.

Assuming these went into the next generation of IndyCars that are designed to un-stress the engine, it's quite feasible for one of these engines to last a full race weekend before needing a rebuild. Which means engine costs drop by 75%! Now you've got money for power development, and you've got interest from Callaway, Lingenfelter, Hennessey, and anyone else who develops engine parts for Corvettes. (Why buy Hennessey? Because our 1000hp engine just won the Indy 500 and you can buy it too!). Now Chevy can truly claim that its racing helps develop street cars, making a better business case for the big wigs, and better making the case of "Win on Sunday, Sell on Monday."

Plus, you will get interest from aftermarket suppliers who can go racing for relatively little outlay. It would help bring elite racing back down to the common man, which was the spirit of the 500 for a long time. And this is just Corvette – there are plenty of engines out there that would be perfect for dropping into an IndyCar, all at far less cost than what teams are paying now. IndyCar would be wise to follow IMSA's path, both to help garner interest from suppliers and to lower costs on teams.

Also, can you give us any more info on Dan Gurney's book? What's the title? Any idea when it's coming out? And will it have a copy of his White Paper? I have always wanted to read it, but have never found a copy.

Dave Zipf, Lexington, KY

RM: I always defer to Marshall on engine or car or technical matters, and if it brought more players, money and interest to IndyCar racing I'd be all for it. I think Dan's book will be out in 2017 (possibly two volumes) and it will continue the White Paper.