Robin Miller's Mailbag for August 9, 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.

For the next few weeks, the Mailbag will be running a special giveaway! Check the end of this week's edition to learn more.

Q: I've always been a big IndyCar fan, especially of the 500, and grew up watching the cars of the late '80s/early '90s, so I think that the 2018 car looks fantastic. However, I was wondering about test days for the new bodywork. Will Schmidt-Peterson and Penske just get to log all that extra data for their teams? Or do they effectively use some of next season's test hours now? It seems like there is an advantage to being one of the test teams for new bodywork.

Jake in CA

RM: Here's a response from IndyCar competition president Jay Frye: "IndyCar is running sign-off tests and keeps all data. When the sign-off testing is complete, IndyCar will give data to OEMs. who will then distribute to all their teams."

Q: So, this Rosenqvist sounds like the real damn deal. I'm guessing he has no money or he would have a ride already. You would think Chip would fork over some of his stash if the guy is that good.

Listened to the podcast last week and heard what you said about A.J. not being impressed with either of his drivers. He needs to look in the mirror and realize he's the problem. I said this before, nobody wants to go to Foyt because their career will die. Also, I don't want this "switching to Chevy" excuse! He was having the same results with Honda.

Finally, I read an article on Chilton on the IndyCar website. He mentioned that his fiancee's dad is an 18th and 19th century fine arts dealer, and his family purchased fine art from him for their home. First off, I wouldn't know what fine art was if it slapped me in the face. Secondly, how can fans root for a guy like this when we all know why he has a ride? It sucks that these rich kids take so many spots from others that are more talented and deserving. I realize it's the nature of the beast in this economic climate, but it still sucks.

Josh R., Salem, OR

RM: Felix is well thought of in Europe, and obviously Ganassi has tested him twice and the team raves about his pace, maturity and feedback. He won three of 10 Indy Lights races in 2016 having never seen any of the tracks, and that's pretty damn impressive as well. He's got Stefan Johansson as his manager and lots of great reviews but, so far, no money. Maybe if Chip still had Target for two cars he'd snap this kid up, but as we all know, sponsorship is tough – even for Ganassi, Andretti and Penske. A.J. really doesn't have that much to do with his team anymore – he makes suggestions, but Larry Foyt runs the show. As for Max, he can't help that his father and father-in-law are well-to-do, and he's a rather quiet young man but has a British sense of humor. He's had some good runs this season (led 50 laps at Indy) but admits he needs to be more consistent.

Q: I've been follow your reports on Silly Season and the possibility of Andretti itself in the foot. I don't blame Michael for getting mad over Honda's snub when it passed AA over for Schmidt Petersen to test the new chassis. To me, the big loser out of this fiasco is Alexander Rossi. Michael has built up a solid cadre of people around Alexander that includes his strategist Rob Edwards. Alexander has produced quality results in his second year. Week-in and week-out, he is in the hunt for wins despite the inferior performance of the Honda aero package.

People are fawning all over Josef Newgarden, while Alexander was nipping at his tail in Toronto. Newgarden is in his sixth season in IndyCar, while Rossi is in his second. Rossi looks set up to make a killing in 2018. Now he is supposed to accept going to Schmidt-Peterson? They have won a grand total of two races in the last four years, and demonstrated zero capacity to put together a winning team. If I were in Rossi's shoes I would seriously consider going back to run with the bums in Formula 1.

Bob Marsdon

RM: Not sure how Honda can be accused of shooting itself, since there's nothing it can do if Chevrolet pays Michael a nice sum of money to switch. As for SPM, they've run as good if not better than AA much of the past couple seasons (a lot because of RHR's poor luck). AA has won eight times with four cars since 2014, while SPM has four wins with two cars in the same period. Rossi has come on strong this year, in qualifying and racing, and obviously has some victories ahead of him. But I wouldn't pooh-pooh Newgarden's fast start with Penske, or the job he did with a small team (Sarah & Ed) prior to that. Nobody in F1 is going to hire Rossi without a big check, but he's got Honda on his side over here so why would he even consider going back?

Q: Enjoyed you and Marshall's rundown of IndyCar's Silly Season and all the potential scenarios involving teams/drivers/manufacturers. You briefly mentioned, but didn't expand on, whether you expect to see any new teams next year? I'm hearing Carlin is trying to do something, and also hearing that Vasser/Sullivan are trying to put a deal together to get back in? Any thoughts?

Randy, Dallas

RM: I think everyone is waiting to see if Max Chilton leaves Ganassi to help Trevor Carlin launch his IndyCar effort and we know Mike Shank, Mike Harding and Ricardo Juncos are very serious about trying to move up full-time to IndyCar as well. Love to see Vasser and Sully come back, but I haven't heard much about them.

Q: Is Roger Penske a sentimental man? The Captain has had a consistent stable of drivers over many years now, and newcomers to his team have been rare. When new drivers have joined Penske, they have usually been well-seasoned veterans. Josef Newgarden is not a newbie and brought a solid CV, but is still young and falls outside the mold that has typified new Penske hires in recent history. He appears to be well on his way to fulfilling the destiny that Greg Moore (above) was unable to. In my recollection, that's the last time Penske made a similar hire. I wonder if there is any part of R.P. that feels the same?

John, Los Angeles

RM: Not sure "sentimental" is a term that fits, but R.P. treats his people very well and is rewarded with loyalty across the board. JoNew and Moore are similar in talent and spirit and age when they got The Call, but Penske hires on character, results and potential. I rather doubt if Greg factored into his decision. But congratulations, you're the Letter of the Week, and RACER will be in touch to send you a Parnelli shirt.

Q: Kurt Busch is apparently out of his ride at Stewart-Haas at the end of the year. Might as well put him in the mix for one of Michael Andretti's cars, since he could go either Honda or Chevy depending on what Mikey chooses? Of course, if you ask Mikey about that, he might very well get that restraining order for real... and I'm surprised TK and his wife don't have one (though they might by Pocono) after the look on her face Sunday at Mid-Ohio when you asked her about tapping the family 401K to help cover Tony's ride next year. On second thought, maybe this is all part of Tony Stewart's plans to return to IndyCar? Stewart brings Kurt Busch to Indy with Chevy power? Finally, I agree with you about the lack of desire for a Formula E-style electric car race at Indy. Can't get into any form of racing where the whining of the paddock is louder than the roar of the engines.

Mark Gillespie

RM: Don't see Busch coming to IndyCar full-time, but it's possible that Michael is waiting to see what Alonso decides before he makes any engine decision. Lauren and T.K. are way to smart to spend their own money on an Indy car. And I think Stew will make to Indy some day as an owner but probably not until he's done running on the dirt.

Q: Always love the Townsend Bell and Paul Tracy banter during the broadcast, and I think the best line during the Mid-Ohio race was from Townsend when he was comparing the current race car with the new Dallara for next year. He said the big rear bumper, "the Kardashian," is going away. Social media being what it is, the last couple days hasn't revealed any family fallout from that comment, so my question is, how many people are watching? What do TV IndyCar viewer ratings look like these days?

Jeff, Florida

RM: Kim Kardashian actually came to Indy a couple years ago and rode in the two-seater so I imagine she knows what IndyCar is, but no chance she's ever watched a race. I think the average ABC audience is 1.2 million and NBCSN is between 400,000-500,000. Whenever NASCAR leads into IndyCar it's always a larger number, but still pales in comparison to what the stock cars draw. And when IndyCar is live on CNBC and then has a replay on NBCSN, the replay is always two or three times larger.

Q: Two things I find absolutely incredible. First, Sebastien Bourdais is already back in a car. He truly is an IndyCar legend. Are you surprised he's back so soon? Second, the fact that Dale Coyne is even entertaining the idea of running three cars at any point of this expensive crash-filled season. I sure hope Dale recognizes how much us diehard fans pull for his team, and appreciate what he has done for IndyCar racing. Keep fighting, Dale!

Jeff Loveland, 20 minutes from Road America

RM: Seb's recovery is nothing short of amazing, but his physical conditioning and mental toughness made it possible. Dale has been scrambling all season to make ends meet, but I know he realizes how much Seb wants back in a car, so he'll make it happen.

Q: Any chance Juan Pablo Montoya is part of the IndyCar silly season, or is he under contract with Penske for next year? Perhaps it is wishful thinking, but I thought maybe testing the new car would make him want a ride, perhaps with Chip or SPM.

Matt Converset, Decatur, IN

RM: I asked him the other day at IMS if he had anything with Penske (besides sports cars) for the Speedway next year, and he said he wasn't sure. I suggested trying to drive for Ganassi and he smiled and said: "Can you imagine me asking Roger to drive for Chip?" Team Penske ran five cars this past May so it can be done, but not sure it's on the cards for 2018. And it's a shame, because JPM can still peddle it, and he wants to run there.

Q: I know people on this forum love to trash Marco for lack of results/passion (can't really argue with them) but how different might things be now for him had Sam Hornish not found "that f-ing speed" coming out of Turn 4 in 2006?

Roger Cornish

RM: Or how different would it have been if he hadn't backed off so much on the last lap when the spotter supposedly told him to cool it because it was in the bag? That's a good question. I always said if Alex Tagliani hadn't spun out while comfortably leading his CART debut in Brazil, his whole career could have been different. I don't care how good or fast you are, racing is confidence and if you lose it, that's hard to regain. Graham Rahal did it, but it doesn't happen very often.

Q: I like the new IndyCar quite a bit more than any in recent memory, but all of the comments in last week's Mailbag about "how an IndyCar should look" are just plain wrong. Go to your closet, get out your Monopoly game, and look at the little car. That is how an Indy car should look.

John Masden, Georgetown, IN

RM: Haven't played Monopoly in a few decades, but I'm guessing that little car looks kinda like a roadster?

Q: We all know one of the big factors in the Indy 500's resurgence has been the spectacular racing thanks to the big tow that the DW12 produces. I love the sleek look of the 2018 speedway kit, but does that mean the tow will be reduced? I'm sure the smart people over at IndyCar and Dallara know what they're doing, but have they said explicitly whether preserving the new style of racing is a priority? And that got me curious: what parts on the current DW12 body are responsible for creating that tow? Did the rear pods contribute at all? And if keeping the tow is a priority, what parts are designed to do that on the new car? Is it those big flaps on the front of the rear tires?

Mark Zastrow, Seoul, South Korea

RM: Our man Marshall Pruett responds: "No, there should be no appreciable difference in cars receiving tows with the 2018 bodywork. What will be improved is a reduction in the turbulence provided in the tow, and that's where improved passing opportunities will come. IndyCar, and specifically competition president Jay Frye, has always been vocal in leading the project to improve the quality of racing. As for the pieces that create the tow, it's mostly the topside pieces – wings and flights and all the protrusions, and the exposed portions of the tires – that create wakes behind them. Starting with the nose and front wings opening the hole and all of the trailing bits widening it, you have a machine that opens a void in the air, which benefits the car(s) trailing in close proximity. The tire ramps (and outgoing rear wheel guards) help to smooth the air flowing over/around the rear tires and reduce drag as the air leaves the cars. With the deletion of the rear wheel guards, drag reduction has suffered with the new body specification."

Q: RACER ran an article last year about IndyCar's TV ratings in certain markets, and the Carolinas and Virginia had strong numbers. Currently we only have one race near us in Barber – which is fantastic, but still a hike from these markets. I'd like to see this region considered for an additional race. In the Southeast there are plenty of ovals, which I'm not sure are well-suited for IndyCar, and some great road courses – which need significant safety improvements for IndyCar to compete on.

Call me crazy, but what about IndyCar running the new Charlotte Motor Speedway roval? It could offer both the speed of a high-banked oval – without the pack racing – and the road course element. I think these cars, especially with the new aero kit, would show well. IndyCar also has an existing SMI relationship trough Texas and Sonoma. I'm aware of the tragic events of the '99 race, however that was nearly 20 years ago, and I'm not so sure IndyCar would carry a negative stigma today. Am I completely out of my mind?

Kevin Howard

RM: A roval is a tough sell for a promoter because of limited or far away viewing in the grandstands – the only fans at the Rolex 24 are in the infield. Are there enough to make money? Not sure, but it just doesn't seem to hold much interest.

Q: Great job on NBCSN (or whatever channel it was on) at Mid-Ohio. What is your thinking on IndyCar's next TV deal? I know you are on a network so to speak, but is it realistic to think that signing another deal like what we have now is a good idea? Cable TV is struggling, and just about every sporting event other than soccer on true network TV is seeing declines. I am 43 and a longtime IndyCar fan. I know you are older than me, but isn't it time to ditch this model? People nowadays watch less and less on a TV set. They reach for their pocket and pull out their phone. Is it realistic to think that IndyCar might make a drastic change, find a tech partner and figure out how to go all-digital [with] live streaming or something? NASCAR is has its current awesome deal and F1 has, like 9,000 players. Wouldn't it be worth a shot to take a year or two off of the current model and see if you can make some headway in the viewing market by doing something totally different?

David, Asheboro, N.C.

RM: It's only a matter of time before some sport simply drops its television deal and goes with Amazon and streams all its games or races. The NFL already got $50 million from Amazon that allows streaming the Thursday Night game (but it's not exclusive because it's still shown on the NFL Network). I know IndyCar has had discussions about Amazon, but as tough as it is to find sponsorship today, would this be an added burden while IndyCar tries to get established online? Kevin Kalkhoven said (after Champ Car's disastrous season on Spike) that maybe it was time to just drop TV and go to the internet – and that was 2004. People say streaming on Amazon couldn't be viewed any less than cable, but I'm not sure that's accurate. If IndyCar can have all its races on NBC and NBCSN by 2019, then maybe that's the best avenue. Whomever jumps first might have some growing pains, but it could also be the smart move in the long run.

Q: I still own my Benetton Alfa Romeo jacket from back when Eddie Cheever drove for them, and I fondly remember their attempt at IndyCar (including 1990, above). Are there any rumblings that Alfa Romeo will do a DPi car, or return to IndyCar?

David Krysiak

RM: There were strong rumors on both fronts that went cold more than a year ago.

Q: I love the look of the new aero kit, but it also sparked a few engine questions. 1) What are the estimated power outputs of the V6s now? The last mention we got on power was 575/625/675, and that was back in 2014. What is the current estimate and what's the current push-to-pass total? 2) Has anything come out on the next engine formula? If they're trying to get another OEM, is there one that wants to take on Chevy/Honda after a four or five year head-start?

Daniel in KC

RM: According to IndyCar the current power is roughly the same, although there are small gains through homologation. Push-to-pass is worth about 45 horsepower. The next engine is said to be targeting more HP, but that requires new architecture and is probably at least 2020 or later.

Q: With what I feel is a beautiful car for 2018, why can't we get more horsepower with it? There are so many street cars available now with more power than an IndyCar, it's unbelievable. I love the direction the series is heading in, and as a fan, you always want more. I heard JPM say the 2018 car takes more driver input, which is another step in the right direction, but I'd argue more HP would do even more! What are your thoughts? Also, great job with Max Chilton on your grid run! It was hilarious!!

Keith S.

RM: Rick Mears has been saying for a long time, let's go back to big horsepower and less downforce so the drivers have to brake or back off (or both) for the corners. I guess we'll wait and see how moving the downforce from the top to the bottom of the car works in terms of making the short ovals racier, but I can't imagine Indy being much better than it has been over the past few Mays regardless of the HP. I think Max was a little surprised I was giving him advice on marriage, but he was a good sport.

Q: Been an IndyCar fan since the mid-1960s, and hugely enjoy your references to OWR history. The cars today are so complex and require space-age engineering that put the Mercury space program to shame. If only more manufacturers would get involved, but they have to build an engine (electronics) to suit the status quo. Have there been any discussions about allowing mass-produced, tricked-out engines to entice other companies? Couple that with adjustments such as displacement, intake restrictions, etc? Would love to see that happen, if only for the sound bouncing off the stands at Indy!

Greg Williams, Apache Junction, AZ

RM: Marvin Riley, director of engine development for IndyCar: "IndyCar is always trying to reduce the costs of competition as we see that as a major growth driver for the support. However, our current engine formula lends itself to both high performance and close racing between the manufacturers. Bringing in different engine architectures requires balance of performance, which we feel takes away from the pure competition we have between Chevrolet and Honda. Further, production engines would make an IndyCaar heavier and potentially less stiff, which would hurt vehicle handling. To keep the same level of excitement and thrills you see every weekend, we think engines purpose-built for IndyCars are the right direction for us for the near future, and we are focused on making our engines more powerful and more interesting for the future in ways that are still relevant to other manufacturers."

Q: I really don't understand the whining about lapped cars being in the way. It's a race, and all 21 cars are in that race. Newgarden managed to pass Gutierrez somehow, and that is worth something. Lapping cars is part of the race, and I've always thought it was ridiculous to move them out of the way when the leader has earned those spots. I do understand a blue flag when the leaders come up on lapped traffic so they are aware the faster cars behind them, but it is still race. What do you think about this NASCAR-type, made-for-TV practice? I'm sure back in the day, if you pass somebody, you pass somebody.

CAM in LA

RM: I guess it's just a product of today's efforts to entertain. You are correct: lapping a car was part of the drill 40-50 years ago, and traffic determined a winner many times at Milwaukee or Phoenix. Having said that, if somebody is a lap down or almost a lap down and still facing a pit stop, then moving over to let the leaders race for it is good for your business that is competing for every eyeball it can find. And it really becomes more of an issue on a tight road course like Mid-Ohio.

Q: I have two questions after watching IndyCar at Mid-Ohio. The first is about qualifying. I noticed in the warm-up on Sunday that the drivers were using push-to-pass. Why don't they have push-to-pass for qualifying? The point of qualifying is to put in as fast a lap as possible, so why not have the extra horsepower down the straights? My second question is about blue flags. If IndyCar isn't going to make a driver yield when they are shown the blue flag, why use them at all? Several drivers were shown the blue flags through the race and yet continued to fight even after they were a lap down. This was most noticeable with Munoz holding up Rahal and Gutierrez on the final restart.

Andrew Toms

RM: Qualifying is compelling enough, it doesn't need that gimmick, and it's more for drivers to experiment with during practice. As for the blue flag, it's a courtesy flag and it's not mandatory a driver moves over. It can make you some friends or some enemies, because drivers tend to remember certain situations.

Q: What happened to Camping World on Dixon's car? Seemed to go away quietly.

Tom G.

RM: It got lots of air time (literally and figuratively) as Dixie was flying and flipping through Turn 1, but it vanished without another word. I think we thought it might be for the rest of the season, although that was never officially stated.

Q: In response to David from Indianapolis, who was not impressed by car counts in Indy Lights in last week's Mailbag, the field size has increased over 50 percent from 2013. From that season to this, the smallest entry list of the year has been the following: 8-8-11-12-14. The minimum car count has trended upward in the last five years, so the new car is delivering on the promise of larger grids. And the level of competition is great! I'd love to see 30 Lights cars all year long, but the money isn't there yet. The money isn't even out there for NASCAR's top series to fill their field every week, and that's an easier sell than single-seater racing. Just like a war-torn country, a racing series on hard times needs many years to be resurrected.

Steve from Eugene, OR

RM: Thanks for those stats, Steve. You are correct in that's a pretty deep field as far as teams and drivers, and at least with 14 cars you can put on a decent show. But it's incredibly expensive, and considering how hard it is to get sponsors in IndyCar, it's probably amazing there are 14.

Q: Do you know why there hasn't been a major oval shaped like Trenton since...Trenton? I cannot recall another oval that had a right-hander built in. Likewise, why aren't ovals run in the opposite direction to maybe add another event to a weekend?

Justin

RM: It was unique because it opened as one-mile dirt oval before being paved in 1957. In 1968 it was reconfigured to 1.5 miles, and a 20-degree right-hand dogleg was installed on the backstretch along with widening Turns 3-4. It closed in 1980 as the only kidney bean-shaped oval with a dogleg, and it's the only one of its kind to my knowledge. But ovals simply aren't being built anymore because a lot of the ones operating today are struggling to make it (unless they've got NASCAR's TV package), and it doesn't matter which way the cars run.

Q: With the move toward Formula E by BMW, Mercedes, Audi, and most recently Porsche, can we assume that it's because they are interested in developing electric technology under the pressure of competition? And if that's the case, assuming electric is out of the question for Indianapolis, does IndyCar need to consider a hybrid engine formula to entice manufacturers?

Doug in Indy

RM: From Jay Frye: "We have discussed with Chevrolet and Honda as well as numerous OEM prospects, and the consensus was our current direction is relevant and interesting to them. We are working numerous other scenarios within our current configuration for short- and long-term horsepower gain."

Q: There seems to be a rapid interest from manufactures to go compete in Formula E, which sits well with European countries passing laws to completely rid their streets of gasoline-powered vehicles. We've had 100+ years of pioneering the gasoline engine on the banks of Indianapolis. I am sure IndyCar is watching what is going on closely, and I surely hope they realize that to survive the next 100 years, they need to pioneer something new. Are electric cars the future at Indy? We could cover the golf course with solar panels and wind turbines to charge the batteries!

Nobody is competing with hydrogen. What ever happened to GM's huge plans in the '80s to make hydrogen cars? Is now the time to wipe the dust off those blueprints? Let's collect all the fryer grease from the concession stands, (heck make a deal with the NFL and collect theirs too) and power them with biofuels. With the current car looking proper and supposedly competitive, is it feasible to ban the gasoline engine and invite anyone to Indianapolis with an engine that will fit in the current chassis?

JT-USVI

RM: Mr. Pruett weighs in: "I'm not a big fan of banning things, but I do see value in opening doors to introduce new technology that is or will eventually become relevant on the street. One of the ACO/FIA's ongoing failings has been to force the type(s) of technology its LMP1-Hybrid manufacturers must develop. Hybrid assistance is cool, but is it something Toyota really needs after introducing the Prius in 1997? No, but to play in LMP1-H, it has been mandatory. If a manufacturer has a desire to use racing to explore new things on a rapid development timeline, the recent state of economics in the sport tells us it's time for IndyCar (and any other professional series) to listen. Only Formula E and IMSA's Daytona Prototype internationals, with their comparatively low-cost/high marketing value, are bucking that convention. The days of racing being the leader in its relationship with the auto industry have passed. I can only foresee this trend continuing, and racing series having to further prove their relevance to manufacturers"

Q: During your last podcast, and after discussing the new IndyCar body and how great you both felt, Mr. Pruett spoke of his uncertainty about the future of IndyCar, and specifically about future manufacturer interest. He questioned what value there was for a manufacturer to participate when Audi, Mercedes, and others are jumping to Formula E. No one watches Formula E, but I believe the manufactures are just utilizing this format for R&D, and hide the cost of it under their racing budgets. It's not unlike what has been done for years. They are still promoting the brand, but for a lot less expense than that incurred at Le Mans and elsewhere. Electric vehicles may be the future, but it is still a ways off delivering the practical auto racing that we want. So, in response to Mr. Pruett, future manufacture participation in IndyCar will be based less on the technology, and more on brand exposure and its association with an auto racing icon like the Indy 500. The exposure Fernando brought, the sexy new car, these are great tools to build on. Technology growth will follow. It's inevitable.

Robin, I'm the same age as you and have enjoyed a lot of auto racing. Participation at the local 1/8th mile strip at Champion speedway in Brisbane California. Watching my uncles race supermodifieds at San Jose Speed Way. Can-Am and Champ Car at Laguna Seca. I watched A.J. and Parnelli at the old Sacramento one-mile dirt track. I was taking a leak at the old Fremont drag strip, and I didn't realize I had Dick Landy on my left and Don Garlits on my right. I was 18, and there I was between two drag racing heroes in the bathroom... A lot has changed since those days, but there is still a lot to enjoy. It just needs to be sold.

Ron Hampton

RM: When you see that the Brickyard 400 had a larger viewing audience than this year's Indianapolis 500 it gives you pause for thought – and the dry heaves. IndyCar clearly has a better product on the track but that's not enough, and I'm not sure adding more technology is going to change anything. But brand exposure is all about money and how much you can spend. IndyCar needs a title sponsor that can help spread the word, but how do you fill all those empty seats at ovals?

Q: How are ticket sales looking for the Watkins Glen race? Last year looked like a decent crowd considering the short lead time, and I'm hoping that it grows and will again become a solid road course stop for the IndyCar series. It's a historic, beautiful and racy track in a gorgeous location, and well worth the nine-hour drive from Indiana. Also, camping rates are reasonable and paddock passes are included with every admission. making this race on of the most affordable in the series.

Jim Panther, Indiana

RM: From Watkins Glen president Michael Printup: "We are facing an uphill climb right now for IndyCar. We have had our marketing teams in all of the NY cities over the last three-to-four weeks, and the hard push comes now. We had Alexander Rossi here over the weekend and pushed out a hundred thousand email blasts, so hopefully people will turn their attention to the fastest weekend of the year on Sept 1-3. Fingers crossed."

Q: I'm a pretty big fan of Porsche and was not surprised to see it venture into the Formula E series. What bothers me is this. I been saying for a few years it would be nice to see the hybrid technology come to IndyCar as it fits within the "speed, innovation and technology" mantra we've been missing over the years. I'll admit I'm not a fan of the sound generated by the Formula E cars. And, I think F1 screwed up by taking away that lovely high-pitched sound. My question is, why hasn't there been more talk about a hybrid platform in IndyCar? Besides Kevin Kalkhoven, is there anyone else asking for this? And if not, why not? I don't know about you, but the sound and performance of the Porsche 918 Spyder makes me giddy! Seeing and hearing that technology in an IndyCar would seem pretty cool. Plus, it would create some excitement for the series and attract new manufacturers, IMO. I smell a good story for you and Marshall to explore...

Mike in Newburgh

RM: I can't answer that, but I know once there was a conversation about letting the DeltaWing make some laps prior to the Indy 500. I guess it's all a matter of making the engine rules open enough to entice manufacturers, but I think Marshall is planning to write something on this subject in the near future.

Q: This question might take you a while to answer, but here it goes. The Indy racing series has been around for over 20 years now. Give us the good, bad, and ugly of everything it has done, right and wrong, since its inception.

Ron, Portland, OR

RM: The good was that Tony Stewart, Steve Kinser, Jack Hewitt, Billy Boat and Donnie Beechler all got to run the Indy 500. The bad was 25/8 and ruination of May. The ugly was The Split that alienated fans, killed CART's momentum and eventually allowed NASCAR to bury IndyCar racing.

Q: Has IMS management ever tried to get the Brickyard Crossing on the PGA schedule? And could that be used to generate more interest in Indycar? I've taken several out-of-town guests over to the Museum over the years, and they are all amazed at how big the grounds are and become more interested in the 500. A spot on the PGA schedule could give them a bump, and it would be cool to see a guy like Jordan Spieth play here.

PS: My wife and I are planning a trip to Sonoma this fall and are looking for tickets to the race. Any advice on best places to sit or walk around?

Steve, Danville, IN

RM: From 1960-'65 the PGA had a stop at the Speedway golf course known as the 500 Festival Open (Greentree hosted it in '65 as the Speedway was undergoing repairs), then it moved to July and finally June. Billy Casper won it three times and Doug Ford beat Arnold Palmer in a playoff, but Jack Nicklaus hated trying to play while cars were running. Then the senior tour played at the revamped Brickyard Crossing in the '90s, and the LPGA is here next month. But it's a stretch to think golf can have any effect on the Indy 500. As for Sonoma, it's one of the great viewing tracks in North America. You can sit anywhere and see so much of the track, and if you can rent a golf cart, you can drive around the whole track.

YOUR CHANCE TO DRESS LIKE ROBIN MILLER!

For those lucky enough to receive them, Robin Miller and Steve Shunck's famed 'Legend Series' T-shirts have become an intregal part of the Month of May. Unfortunately, up to this point, the shirts have not been available to the public. And they're still not - unless you're a lucky Mailbag reader.

For the next few weeks, RACER.com will give away one of this year's T-shirts (or a sweater) commorating the 50th anniversary of Parnelli Jones and the STP turbine to the writer of the Mailbag's letter of the week, as determined by Robin. Now you, too, can stalk pitlane grilling James Hinchcliffe and Tony Kanaan about their plans for the future while simultaneously paying homage to a great moment in Indianapolis 500 history.

Oh, and a quick warning: sizes are very limited, but we'll do our best to accommodate each winner's request. Good luck!