Robin Miller's Mailbag for June 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.

John Weaver, Camp Hill, PA

RM: We’re doing a feature on Scott this weekend on NBCSN’s pre-race show about how he’s the most famous, anonymous badass ever, and he’s perfectly happy being IndyCar’s invisible man. Not sure if PNC branches here had any signage in May but I’ll try to find out. I think he had a crush on Nicole Kidman before he met Emma, that’s the only possible logic for his choice of movies.

Q: In response to the guy that said that older fans don't give today’s racers the respect that they deserve, it’s because today’s cars are bulletproof. They can’t blow an engine and nothing ever breaks. A.J., Mario and Michael have 161 wins between them. They also have about 200 races between them where they were miles ahead of the field and their cars broke. Scotty has one Indy 500 win when he had the dominant car. Michael has about five Indys where he had the dominant car and it broke. I can personally count 10 races that I attended where he was stinking up the show and his ride let him down. Have your stat guy work this up: what’s the winning percentage for Michael and Scott when their cars were running at the checkered flag? I’ll bet Scott’s is a lot lower.

Steve Bishop

RM: All it took was a quick email to NBC’s stat guru Russ Thompson and here are his findings: Michael Andretti started 317 races, finished 208 and won 42 for a 20.19 percentage. Scott Dixon has started 296, finished 249 and won 43 times for a 17.27 percent. There is no doubt that Michael lost championships and races because of mechanical breakdowns and today’s engines are so much more reliable, but I think Russ’ statistics show that when both were around at the finish they usually had something to say about the winner.

Q: Is Robert Wickens Greg Moore reincarnated? What a talent. My question is about the impact his presence should have in Canada. Any info on his impact on the Honda Toronto Indy race? I hope it’s massively positive because after the bitching over a good Texas race, with real drivers skill on display, I’m thinking Canada might be the only hope for IndyCar? Canadian fans love the snoozefest F1 race, so it’s time for IndyCar to pounce and get Canada back to the mid 90s with the quality talent and personality on the grid! As someone that’s been to many IndyCar races over the last few decades, Canadian fans were at races like Michigan, Cleveland, Road America, just to name a few in the CART days, so they can have a very positive impact on attendance!

Joe, Indy

RM: I think Robert would be flattered by that comparison. He’s even more calculating than Greg or Paul Tracy, but just as quick because he’s more mature/older than when those two broke into CART. What he’s done in a short amount of time is even more impressive than those two Canadian icons' rookie seasons, and I think we need to give Hinch a big salute for taking a pay cut and pushing the team to sign Wickens. Canadian fans are great and I wish we ran two more shows (maybe Calgary, Mont Tremblant or Mosport), especially since two of IndyCar’s stars hail from Toronto.

(Image by Levitt/LAT)

Q: Does Mark Miles not listen to his fan base? I’ve heard from no one else but Mark Miles that they want double points at Indy and the final race. It reeks of NASCAR’s gimmicks. I hope Mark reads your mailbag and has a change of heart. Double points are stupid and not needed.

Paul, Indianapolis

RM: I think Mark and Jay Frye both listen to you fans, and I’ve heard more about people disliking the year-end double points than Indianapolis. Hell, Indy was always worth more in USAC’s heyday and it’s the biggest race in the world, so I don’t have a real problem with it, although it can make or break a championship, which isn’t really fair. To your point, the IndyCar title usually comes down to the last race without any gimmicks.

Q: Why, when Canada has a permanent road course, does Miles not pursue it? Fontana is a must to get back on schedule. If Portland works out, stay out west for another week. I know NOLA was a joke the first time, but with all the money they put into the track to meet IndyCar safety needs, maybe another try?

Arnold Edgar

RM: Canada has Mosport, Montreal and Mont Tremblant, but I assume you mean Mosport. It’s close to Toronto so I imagine Kevin Savoree and Kim Green would have to endorse it or promote it, but most people say IndyCars are too fast for it so nobody ever seriously talks about going there. Repeat after me: Fontana isn’t coming back. Good luck finding a promoter for NOLA.

(Image by Levitt/LAT)

Q: So pleased to read that Mark Miles enjoyed this year’s qualifying drama as much as I did, and seemed to shy away from guaranteeing spots for full-time participants. I am hoping that you and Mr. Penske remain in the vast minority in your opinions on this matter.

Justin, Park City, UT

RM: Well, first off I really didn’t have an opinion when I wrote that story back in May. It was a logical question posed by Bobby Rahal, and then Roger told the Indianapolis Business Journal it was time to look at locking in the full-timers. I have a mixed view. I revere the old days when Bump Day was the most dramatic, sadistic afternoon in motorsports and guys were jumping in strange cars every 10 minutes risking their life to make the show. But it’s not like that anymore. Was the Indy 500 better off without James Hinchcliffe and Arrow? I think not. And in today’s economy we had best be sure everything is done to protect a good sponsor and a full-time team.

Q: Please tell me IndyCar isn't seriously considering automatic entries in the Indy 500 for series regulars? The "25/8" rule almost killed it before, I don't see the "23/10" being any better. Why even try during qualifications if you're already in? Any driver today should easily be able to make a minimum speed requirement. Hopefully they don't NASCAR it up.

Dustin Fincher

RM: If a couple more teams come along next May like we think, then you might have 37-38 cars going for 33 spots and that’s got the flavor of a true Bump Day. And IndyCar might not guarantee any spots, but might afford full-timers a chance to have some kind of express line in the final 30 minutes. One thing is certain: Tradition at IMS died 22 years ago, so playing that card holds nothing for me. This isn’t 1967 or 1977 or 1995, this is survival in an era where all of auto racing is struggling and times have changed.

(Image by IMS Photo)

Q: It seems that NASCAR drivers coming to try Indy (as few as there have been) always create a big buzz. Because of that buzz, have any of the current big NASCAR owners like Hendrick, Childress, Gibbs, Roush, Stewart-Haas, (dare I say) or Petty, ever considered doing a one-off of Indy each year? They have the clout and money to put together a team. I know that either Childress or Yates were there one year (maybe not as team owner), and I know Petty has been there before with a team and even the 43. But have any of them ever really considered it? It's surprising to me that Rick Hendrick hasn't done it just for the sheer commercial value to sponsors. He seems like a guy that could come and do the Indy 500 and everyone would love it. Thoughts?

Tony, Little Rock, Arkansas

RM: A couple years ago I asked Richard Childress why he didn’t throw together a team for Indy since he was a Chevy guy and he could find a sponsor. And his very logical answer? “Why would I want to spend $1 million to race for $200,000?” Until the Indy 500 purse gets to a level that pays $500,000 to start and $5 million to win, I doubt if any NASCAR or IMSA owner is going to take a shot. But I would expect Tony to do it someday because he loves Indy.

Q: Having read your article with Mark Miles on 2019, I hope that Laguna doesn't happen unless they drop Sonoma. They're pretty much one and the same, and neither deserves the final race. Gateway? I'm not so sure, unless the oval racing gets better, and it's at least a 500 miler that pays $1M to win. But I'd give almost anything to see a four-hour endurance race at Road America for the finale, as a two-hour time limit race that usually ends in one hour and 45 minutes isn't enough for a track like that, let alone be worthy of the silly double-points. I think it could become bigger than what we see there now, and would get bigger year after year. It can be beautiful up there in September, or it could be chilly and raining, which would heighten the intrigue. I don't believe the Bears and Packer fans will make much difference to the attendance if they're not able to come due to having to stay at home to see their football team. I think it would be the best season-ending event in the history of IndyCar - but it has to be more than a freakin’ two-hour time limit race. Thoughts?

Alex

RM: Road America is not going to have an IndyCar race in mid-September against college and pro football. George Bruggenthies picked June for a reason, and it works. An oval race has a much better chance of creating some drama than most road courses, and I think NBC has some plans for the finale that will encompass more than two hours. I could see two heats at Road America some day, but not the season finale. Gateway had some serious atmosphere last year and it’s the perfect place to end the year.

Q: Miller: The bombshell buried in your “Miles maps out Indycar 2019 plans” article on Racer.com is "It’s possible Laguna Seca also could figure into the 2019 picture.” This is the first I’ve heard of any possibility of Laguna as long as Sonoma is still on the calendar, not to mention all the Monterey County craziness. Do you have any more intel on this? Possible dates?

Tom Hinshaw, Santa Barbara, CA

RM: No, I think a lot hinges on whether Sonoma wants to stay on (and not as the season finale) and what happens with Phoenix. Could Sonoma and Laguna co-exist? Possibly, if one of them ran in mid-summer. But it’s too early to know.

(Image by LAT)

Q: Is it too far away to start looking at 2019 car counts? So far this season the full timers, outside of Indy, have fluctuated between 22-24 cars, and I don't see why that number won't stabilize at 24 going forward as Shank and Juncos both get at least one car up and going full-time. For 2019, we keep hearing a McLaren entry is likely, Scuderia Corsa wants to come in, and Sage Karam said during the practice broadcast at Texas that DRR is close to having sponsorship firmed up for at least one car to re-enter the series. That would put us at 27, which I'm guessing is hitting the top end of what most tracks can reasonably sustain. Toss in another 9-10 one-offs for Indy (36-37 entries), and I think the series will really have something to talk about. What do you think?

Scott C, Bargersville, IN

RM: I think I’m happily shocked to see such interest in a series that doesn’t pay much to newcomers, but I guess it speaks volumes about being able to buy the same car and engine as Roger Penske or Chip Ganassi and be competitive. Throw in George Michael Steinbrenner IV (with Colton Herta) and it’s possible to see 26-28 full-timers.

Q: I watched the Texas replay Sunday morning. I then watched the Hamburger & French Fry Show featuring Bacon video. I really appreciated SeaBass's honesty at the end of the video. So I have two questions/ observations: 1.) I have absolutely loved this year's aero package for road courses thus far. The so-so drivers who just pegged it and steered are being filtered out. After watching the race and Rossi come SO close to overtaking Pagenaud, is the answer to the superspeedway aero more HP to overcome that wake? 2.) I echo SeaBass's point on advertising. The IndyCar commercials kept showing Dixon's near-death acrobatics from last year, and they show Bourdais' absolute manic pass at Long Beach.... but it was deemed illegal!

Find a branding that shows the speed and the risk in the controlled manner these races occur in. Gateway's commercials here in St. Louis keep showing JoNew's epic championship pass into Turn 1 from last August. Keep showing that! Show Rossi passing at Indy on the outside. That's speed. That's thrilling. That's IndyCar.

Jordan Pettibone, St. Louis Metro East

RM: Not sure, but IndyCar has ordered new front wing pieces to try and help at Pocono. I’d show Seabass at Long Beach, Rossi at Indy on the outside and JoNew hip-checking Pagenaud out of the way at Gateway. I get that Dixon’s crash was dramatic (especially since he walked away) but I agree 100 percent with you – promote the racing. As for Seabass, he’s pretty damn entertaining and it’s been nice of him to do those videos all season because all we give him are French fries and hamburgers.

(Image by Abbott/LAT)

Q: Not really a question here, just offering a comment. I loved the Texas race, thought that IndyCar put on a good show. I always liked the earlier California races from 2012 on until that final pack race Rahal won; great shows there without the tight confines. I feel that if IndyCar races like a NASCAR race where they pass and separate it’s a better show with IndyCars due to speed and close racing.

But I get the pack racing mentality, that fear and excitement of that type of racing does put on good shows for fans. Not sure if IndyCar wants to go back to those side-by-side shows, but I get the American public loves it – maybe that is racing’s dilemma. In other American sports, the leagues increased scoring (which equates to passing frequently in racing) to drive up ratings and interest. In the NBA, they took away the hand check rules on the perimeter in the 2000s to increase driving and scoring, resulting in increased ratings. The NFL changed rules for pass interference penalties at about same time to increase passing, downfield ball movement and scores, and the NFL became more popular. Soccer and hockey don’t have high scoring, is that why they aren’t as popular? In racing, maybe the side-by-side, pack racing, or at least the sling shot maneuvers at IMS over the DW12 lifetime is racing’s form of scoring more points.

Consistently providing that might be what the American racing fans want now instead of that “pure” racing that has the driver in control. I like it either way, as long as someone doesn’t just run away from the show like the ‘80s and ‘90s. Just a thought.

Tom Blackburn

RM: You bring up a great point. We’re mesmerized watching those Rollerball races at Texas or Fontana, and I believe the last 30 minutes of Fontana in 2015 was the most viewers we ever had on NBCSN for an IndyCar race. Obviously, people like to be thrilled, and danger is part of racing’s attraction. But I can also see where drivers don’t want to be stuck in a wide-open pack for 30 laps. Being able to maneuver like Rossi in May took some extra balls, but rewarded him for taking a chance. Running two-by-two for five rows deep with nobody moving is like watching Talladega to me, kinda boring until the last two laps. But Indy and Texas presented different types of challenges and, like I wrote, I’ve seen a whole lot worse in the past 50 years.

Q: Thanks for the no-frills, lay it out there, say-it-like-it-is reporting. You’re my favorite media person in all of racing. I have gone to Phoenix IndyCar races the last few years.  Even though the races have been less than competitive, it is still better than no race at all in my area. Do you think it will be returning, or has IndyCar run its last race there?

Rob Thornton

RM: Thanks for the kind words (where do I send your check?). If I was guessing I’d say Phoenix won’t be back because it simply costs IndyCar too much money.

(Image by Galstad/LAT)

Q: It has been a while since my last Mailbag letter, but I can’t get enough of you and RACER’s coverage of all things racing. I think this year has been a great IndyCar season. The car looks great, the road/street races have been fantastic, ovals have been good in my opinion, and the fans/crowds have been decent. I went to St. Pete and thought the race was great, and noticed the diversity in fans. There was a lot of young teen to early 20s fans, casual fans, and some young, very knowledgeable, dedicated fans. So, I think IndyCar has some serious potential for growth.

But I really want to tell you how great I thought your Texas article was. I agree that people are always very negative about the state of motor racing, but they shouldn’t be. IndyCar racing is pure, athletic, diverse, competitive, very youthful and it is easy to see the manufacturer competition. Also, the Texas race held my attention the entire time, and I it was one of the best broadcast I had ever seen (no mention of F1 this and F1 that helped too).

The only thing I have not agreed with is the opinions about Alexander Rossi. I like that he races aggressively every weekend, and that after the race he shows his passion. Everyone asks for drivers with personality, and we now have him to add to mix. I think he is the best driver/personality Indy could ask for to attract new young fans.

I think IndyCar, Formula 1, and NASCAR are all diverse enough to stay relevant and experience growth. What do you think the future of racing will hold? Can the top levels work together to grow? Lastly, after my first year at Creighton University School of Business, I still can’t wait to make a name for myself in the world of motorsport. This doesn’t have to be in the Mailbag (unless you want) I just have a lot of respect for you and IndyCar and would love to hear your opinion and advice. Thank you, hope to see you in Newton.

Brenen Turkel

RM: It’s good to hear there are 20-something fans out there, and street races would seem to be the best venue for them because there are lots of things to do in and around the track. Thanks for your kind words, and I love the passion of open-wheel fans, I just don’t always understand what some of them expect, race-in and race-out. I don’t know what the future holds for major auto racing in North America. Everyone seems to be struggling for paying customers, eyeballs on TV and sponsorships, so the next five years will be critical. Rossi is very articulate and starting to become a much better interview, but he caught some grief for complaining about lapped cars at Texas, and that’s why we loved A.J. He spoke his mind. Always. My advice to you? If you want to pursue motorsports then take that business degree, get a job with IndyCar and sell a title sponsor for the Indy 500, a title sponsor for Pole Day and a presenting sponsor for the road course race. Buy a home in Geist and enjoy the view.

(Image by Levitt/LAT)

Q: I'm by no means an advocate for NASCAR, but if this past year’s Indy 500 and the race at Texas had been NASCAR races, everyone would be saying how dreadful they were. IndyCar is now suffering from lack of efficient aero, and with the exception of restarts and the occasional pass, the current IndyCar doesn't race any better than what happens during a NASCAR race. Texas provided merely a few outside passes, and if an IndyCar cannot use an outside line consistently on a high-banked oval, there's a definite problem. I think of years past at places like Michigan and there wasn't any issue with using the outside line. Lack of talent and bravado isn't keeping drivers from passing slower cars like we saw on Saturday night. There's plenty of brave drivers, but also drivers that are smart enough to know when something is impossible, such as Rossi being stuck behind Pagenaud in the final stint of the race even though Simon’s right-front tire was blistered as hell, and therefore Dixon cruised to an easy win. The races haven't sucked, but they haven't provided edge-of your-seat entertainment either, and that needs to be addressed. I don't want it to be easy by any means, but the parade we have now isn't due to lack of talent.

Alex, Charlotte, NC

RM: I guess we could always say if it wasn’t for restarts, Indy wouldn’t be as exhilarating as its been the past few years, but some guys like Rossi and Servia still found a way to get around people. IndyCar is bringing new front wing pieces to try for Pocono to try and help things, but my point is that neither Indy or Texas were as boring or predictable or as unexciting as hundreds of ovals I’ve witnessed in the past 50 years. And certainly not as ho-hum as a NASCAR race. Not every race can be a photo finish or five-wide, but I like the fact drivers are getting out of the throttle and driving the cars again, and maybe it’s going to take some time to nail the formula. The temps threw everyone a curve at Texas, so maybe that second groove comes in on an 85-degree night.

(Image by Abbott/LAT)

Q: I totally agree with your assessment that we IndyCar fans have been spoiled the last few years, especially at Indy and Texas. I think this year's 500 and DXC Technology 600 were good races. I appreciate how difficult it is to drive this new car. I think it was Ed Carpenter after Indy who said to give the teams more time with the car and the racing will get better, and I agree with him. Not every race needs to be a wheel-to-wheel, white-knuckle affair. I don't need to see drivers flipping through the air (Dario at MIS) and we certainly don't need any more fatalities (Lionheart) or guys being injured. I applaud IndyCar for the balance it struck at Texas, and the extra rear wing seemed to help guys not lose it when getting back on the gas. Jay Frye and Co. will examine and reassess, and that has me confident.

We IndyCar fans have also been spoiled by the greatness and humility of Scott Dixon. Dixon's two wins in seven days on two different kinds of courses speaks volumes about his ability as a driver, but what really impressed me was that during his Victory Lane interview, Dixon immediately thanked both the Ganassi team for so many wins and Pac-West for his first win. Kudos to PNC Bank for sponsoring Dixon and reaping the benefits of his success this year. This guy should be a superstar in the world of sports, but the pathetic promotion by Target (while they sponsored him) and IndyCar makes him barely a footnote on the national scene compared to A.J. and Mario. If there is one area that needs to be addressed by IndyCar, it's the promotion of the drivers. Every single one of them was accommodating when we were in Indy for Carb Day and the 500. See you at Mid-Ohio.

Scott St. Clair, Erie, PA

RM: I think the fact Jay, Bill Pappas and Tino Belli consult the teams before making any major decisions has been the single biggest breakthrough of the past decade. They’re trying to find the balance between speed, budget, safety and ability while also giving the fans a good product and it’s far from easy to find that formula. Dixon is a well-kept secret, which is too bad – but fine by him.

Q: I thought that Texas was a very entertaining race. The Penske tire problems made it very interesting. Scott Dixon is now in some real major company, although he never ran Langhorne so Mario and A.J. will always be the best. Since I have been a PNC Bank customer for 34 years, it is always good to see the PNC car in Victory Lane. I think that Simon ran his best race ever by getting up to second and then holding on with bad tires that had died with 15 laps still to go. Obviously Mr. Rossi learned from Detroit. But what is the best racing on four wheels? Indy Car? USAC? NO! The World of Outlaws Dirt Nationals every February at Volusia outside of Daytona is the best show I have ever seen. It is better than the Parnelli, AJ, Mario, Herk etc. at Langhorne. But just think about World of Outlaws on the world’s fastest dirt oval.

Dick Hildebrand

RM: Sorry Dick, wings are for airplanes – real sprint cars don’t have them. But the WoO shows are breathtaking, no argument, just not quite as dramatic as USAC’s Indiana Sprint Week. And I imagine Dixon would have figured out a way around Langhorne.

(Image by LAT)

Q: I think that your most recent column was really important ­– something that I have been thinking about, and have told whoever was interested in my opinion (my cat, wife, one or two friends) that this year’s race was as good and/or better than most. The Indy 500 and IndyCar racing is supposed to be really hard. You know far more than I do, but I have always appreciated all that is involved, and enjoy the heck out of the whole deal. I was excited over the past few years with all of the lead changes and super-close racing throughout the field, but was also scared as hell. I have appreciated both dominance, and parity.

I know that some folks who have been spoiled by the pack racing of the past several years with routine sling-shooting for position changes, but I found the racing was really good [this year] and enjoyed the different strategies being played out.

Jon Wright

RM: Almost to a man, all 33 starters said Indy was the toughest challenge they’d ever faced, and that’s supposed to be the point isn’t it? When Rossi squeezed around the outside of three or four cars in the south short chute was that bravery or talent? Or both? Like a lot of people, you seemed to think it was both, and it entertained you. But a lot of people also thought it was boring compared to the past three races, so it was truly a split decision.

Q: Thank you Robin for Milwaukee Mile coverage in the June 13 Mailbag. You said in the Mailbag after the last IndyCar race at the Mile in 2015 that IndyCar promoting a race there might be a possibility. Now IndyCar is promoting a race at Phoenix. Why doesn't the possibility exist this could happen at Milwaukee? Granted, Milwaukee is a hard sell because of politics involved with their Fair Board, as you heard from former Mile promoter Carl Haas. Haas was one of the best Mile promoters, and the Mile has been plagued by many who weren't nearly as good. Their Fair Boards vary at different times, too. The fact remains great IndyCar racing has occurred at the Milwaukee Mile for close to 100 years. Most of those races were the week after the Indy 500. People shouldn't be so picky about the date, though. The last three races promoted by Michael Andretti had more of a crowd than Phoenix, and close to Iowa numbers. I’m asking only to keep a sliver of hope in the door and not close it completely on Milwaukee. OK Robin? OK IndyCar?

Milwaukee Bob

RM: The last thing IndyCar wants to be is a promoter at Phoenix or Milwaukee. It’s a costly endeavor and it would likely take a major title sponsor to make IndyCar try it again. The only way to bring Milwaukee back would be the week after Indy because that’s what worked for the better part of a century. But I don’t hear anyone at IndyCar talking about Milwaukee.

(Image by Masche/LAT)

Q: The sanctioning fee to put on a race at Milwaukee is about $1 million? Well, it occurs to me that John Menard lives in Wisconsin, and he's got enough money to put on two races a year (one after Indy, one during the state fair, of course) until the year 8269. Shouldn't that just about cover it?

Chris, San Francisco

RM: No actually, I don’t think Randy Bernard charged Michael Andretti anything to run Milwaukee, and Menard is the obvious choice to rescue the race but I’m sure he’s already been approached 50 times.

Q: Think Alonso has forced McLaren and Andretti's hand for at least Indy only, if not the full season?

Bob Jaegers

RM: No, I’m not sure Alonso would necessarily be McLaren’s driver.

Q: Well, now that Alonso has won the 24 hours of Le Mans it's a definite for IndyCar next year, maybe for two years until a good seat opens up in F1?

Tony, Mamaroneck, New York

RM: He’d almost be 40 in two years, so I imagine he’s got to decide if F1 has anything left for him.

Q: I see a story that Michael Andretti may be looking at F1, and I wonder what I am missing? I know A.J. is not the gladhanding personable guy most execs like to see, but I saw Michael on Celebrity Apprentice and he wasn't that, either. Is there another side to Michael we don't see? How has Andretti Autosport come to the top, while Foyt’s team, (who has the sport’s best sponsor, ABC Supply, according to you) drags in the middle pack?

Tim B.

RM: I think you’re referring to Michael being in Montreal to meet with Zak Brown, but I don’t think he’s crazy enough to pursue F1 (unless he became a limited partner with Brown). It wasn’t that long ago he was looking at NASCAR, and that price was way too steep. If McLaren partners with Andretti Autosport for a full-time IndyCar deal in 2019 it would be fantastic, and a few people I trust already think it’s a done deal. But Michael has made some serious investments in talent, and it’s showing. Plus he’s also been a big supporter of Indy Lights, and IndyCar owes him a big debt of gratitude. He’s gone from a guy I never imagined as a car owner to being one of the most diverse in the business.

(Image by Levitt/LAT)

Q: Just writing to see how things are shaping up for year two at Gateway. How are ticket sales so far? Demand been strong? Also, why can’t NBC show a sports program on a Saturday night? The Stanley Cup had a Saturday night game (Game 3) and it was shown on NBCSN while NBC ran riveting programming like… Dateline? Wouldn’t a Saturday night IndyCar race be a bit more appealing than regular programming, or would end of season race fall on a night for ND football?

Tulsa IndyCar Fan

RM: From Chris Blair, executive vice president and general manager of Gateway Motorsports Park: “Ticket sales are going well, and are on par with 2017. We saw a really big push early in the year thanks to a promotion we did between Thanksgiving and Christmas, and it carried well into the auto show. We saw our biggest push last year during the month of July, and we anticipate that to be the case again this year. We’ve already added a second bus to the trip from Indy, which is way ahead of last year at this time. We’ve been steady since the renewals started. All of our area billboards and creative changes over on Sunday, June 24 (immediately after the NASCAR truck race), and we have a solid two-month push of advertising up until the race on August 25.  One change over last year is that we are putting more emphasis on outlying markets and we hope to see an even bigger crowd this year. We are reminding people that we did sell out of our platinum level seating early last year, and we’re encouraging people to buy in advance to insure that you get the best views on race day.”

(From me): As for ending the season on Sunday afternoon on national television compared to cable on Saturday night, that’s a no-brainer, and I just hope Gateway is the destination.

Q: Well they did bring a kick-ass package to Texas, pretty good show. Are you picturing a four-way fight for the title between Dixon, Power, Rossi, and Newgarden? Wickens has to win soon.

C.J. Shoemaker

RM: Those would appear to be the four contenders, and with just a little luck Wickens would be in the hunt.

Q: Why did Will Power get an Avoidable Contact penalty for causing a wreck, yet Ed Carpenter (who was a lap down to Wickens) didn't?  Both were just racing accidents IMO. Avoidable contact penalties should be for bonehead and banzai moves. Then let’s talk about them getting one while in the care center. What is the penalty there? They have to do a drive-thru in the ambulance on the way to the care center? Or is it in the tow truck with the remains of their car?

Mark in Cincinnati

RM: From IndyCar race director Kyle Novak: “Both the 12 and 20 were found to be in violation of avoidable contact by the stewards. Remedies available to the stewards for avoidable contact include position rearrangement, or more punitive action such as a drive-through, stop and hold, etc. As both the 12 and the 20 finished behind the 19 and 6 respectively, and a drive-through penalty was unavailable as neither car could continue, no further action was deemed warranted. Additionally, these penalties count toward Rule 9.3.3.1. which states in part, “…Any Driver determined to be in violation of Rule 9.3.3. (avoidable contact) two (2) times during any three (3) consecutive Race Events shall be placed on probation for a period of the Drivers next five (5) Race Events.”

Q: Where does one find the penalty that was assessed against Will Power for his "avoidable contact" on June 9th?

Howard, Lombard, Illinois

RM: In the question above yours.

(Image by IMS Photo)

Q: Seems as if the double-file restart at the green flag is a thing of the past. Have the rules changed on when cars can go on a restart? Or is it just a guess as to who, and when, to jump first?

Steve Seybold

RM: No, there’s a zone for the start of a race, a restart zone and a Helio zone (just kidding). It’s clearly marked on ovals, and the drivers go over it in their meeting.

Q: What ever happened to RC Enerson? In 2016 he and Karam were supposed to be the next American stars in IndyCar, then Karam couldn’t get a ride and went off to Lexus. But what happened to RC? Surely he deserves another shot (he did damn well in his three IndyCar races).

Max Camposano, Los Altos, CA

RM: I think he had a ride at the Rolex and maybe Sebring, but without money he’s got nothing in IndyCar.

Q: Did I hear it right that the teams had to use X amount of scrubs to start Texas? If so, why? Why do the powers that be think it’s good for the sport to dictate what tires to use and when? The NFL doesn’t tell the coaches what plays to call. Before you knew it everybody’s going to get a participation trophy.

Jack, Ft Myers, Fla.

RM: Relax, it was due to the high temperatures and a safety precaution suggested by Firestone.

Q: The road course aero kit package seems to have done a lot for passing, and competition is better on road courses. St. Pete was great and Long Beach excellent, as they could actually run with each other and pass. On ovals, pack racing is gone and there are some very good safety aspects to that, but it appears almost too hard to pass, and passing puts butts in seats. An engineer on a top team told me the night before the Indy 500 that most all passing would take place on restarts and in the first five to seven laps after a restart. He was spot-on. If we have less downforce on the ovals and the tires are falling off in five or 10 laps, then is one idea for better passing to get Firestone to make the drop-off window more like 15-20 laps? Maybe a longer window for more daring passes?

Forrester L Morgan, Myrtle Beach, SC

RM: The tires fell off nicely at Texas and that made for quite a bit of overtaking, and IndyCar is implementing new front wing pieces for Pocono so it’s trying to make things racier with a little more downforce.

(Image by Levitt/LAT)

Q: Alexander Rossi probably wasn't as gracious as I would have liked following Detroit, but he has valid point regarding blue flags/lapped traffic (perhaps not him specifically). James Davison was a rolling chicane at Indy (Sato had nowhere to go), Carpenter wrecked Bobby Wickens at Texas. Granted, Ed apologized, but why close the door on someone when you are a lap down? Before he came together with Power, Claman De Melo got in the way of some of the frontrunners. Slower/lapped traffic is something every driver has to deal with, but there seems to be some particularly egregious balking over the last few races.

Jonathan and Cleide Morris, Ventura, CA.

RM: Everyone managed to miss Davison so I blame Sato’s spotter, and De Melo was actually passing Power when they tangled. Lapped cars have always factored in IndyCar races so it’s nothing new.

Q: Has anyone considered changing the calendar around like the WEC so the season ends with Indianapolis? I don't know how I feel about it because effectively the new season would start the following week and changes to the car being carried out with no testing don't entirely make sense. Just thinking out loud.

Ryan T.

RM: The Indy Racing League tried that in its first season, and quickly abandoned the idea of ending the season in May.

Q: In driving to St. Louis this past Sunday morning, we passed many of the IndyCar transporters on I-70 just east of St. Louis on their way back to Indianapolis. I was surprised to see them there, considering this was just 12 hours after the race ended, and based upon Google Maps, the drive time to that point was just over 10 hours. You often talk about how grueling this part of the schedule is for teams, and I was wondering how most IndyCar teams handle the logistics of getting the full team to each race? Outside of the transporters, do most teams fly their crew to each race? Do teams organize crew transportation together to save cost, or does everyone just fly commercial?

I’d love to read about a week in the life of a typical IndyCar crew member and the whole logistics of a typical race week, from the start of the week prepping the car, transporting the team to the race, getting the garage set up at the track, running the actual race, then post-race clean-up, transportation back home, meeting the car at the shop, then starting the whole process over. And on a typical team, I’d guess most of the crew workers do multiple jobs during a race weekend? Are the same crew members who act as the pit crew during the race also the team mechanics, who then also have to pack up the trucks and get everything home? Do these crew members ever get a day off? Seeing the transporters on their way home after driving through the night kind of reminded me just how much work goes into a typical race week, so much of which goes on outside of the race track, and how exhausting it must be this time of the year for the crews and their families back home.

Jason, Champaign, IL

RM: Most teams have a pair of truck drivers to share the grind, but those guys also work as mechanics or spotters at the races. The Indy-based teams (RLL, ECR, Ganassi, SPM, Andretti) use a Miami Air charter to St. Pete, Birmingham, Fort Worth, Iowa, Toronto and Pocono, and Dale Coyne’s guys drive down from Chicago to use it as well. Everyone drives to Road America, Mid-Ohio and Gateway and flies commercial to Phoenix, Long Beach, Portland and Sonoma. IndyCar mechanics are worked like dogs from April through September and then are lucky not to get laid off for five months. This past weekend was their first days off in three months. It used to be a fun job, before engineers and computers and debriefs – mechanics did a little bit of everything on the cars, then knocked off at 5 o’clock and either played softball or golf or drank beer at the Beverage Inn. A lot of really good mechanics got sick of the hours and went to sports car racing, and it’s getting harder and harder to find guys over 40 that are still on an IndyCar crew.

(Image by LePage/LAT)

Q: When ranking the best IndyCar drivers over history, there’s one name I don’t recall hearing come up: Johnny Rutherford. And I don’t think of him either. Where does Lone Star J.R. rank? I did a quick Indy 500 stats review. He was Top 10 in eight of 24 career starts with three wins and three poles. But was he a major factor in only about an 8-10 year stretch?

Fred Cunningham, Simpsonville, SC

RM: J.R. was the perfect example of perseverance. He was a helluva sprint car driver who won his first IndyCar race in 1965, but didn’t win again until 1974. He drove some bad cars and crashed a few of ‘em before almost stealing the pole position at Indy in 1970. That put him back on the map, and when McLaren came calling in 1974, his career turned around. Guys today wouldn’t get the opportunity to hang around for a decade waiting for a break but, because of all the fatalities, there was always a ride open. And once John finally got a team behind him, he was as good as anybody at Indianapolis. Watching him run the high line was breathtaking and he damn near went 200mph in 1973 a couple hours after his pal Art Pollard was killed. Is he in the top 10? Maybe. The top 20? Definitely. And Lone Star J.R. remains one of the best ambassadors IndyCar racing has ever seen. He’s one of the last of the old-school racers that would drive anything as fast as it would go – damn the consequences.

Q: Thank you for the great reporting! A what-if question. In your opinion, would the CART/IRL split have occurred if Tony Hulman had still been boss? Or would CART have even got off the ground?

Rick Koressel, Evansville, IN

RM: Mr. Hulman was everyone’s friend, but Joe Cloutier pretty much ran the show anyway before Tony’s death in 1977. Dan Gurney penned his White Paper in 1978 when Joe was calling the shots, and the fact USAC and IMS weren’t willing to try and grow the sport prompted the formation of CART. So CART was well-established and open-wheel racing was at its zenith in terms of cars, sponsors and crowds in the mid-90s when Tony George started the IRL. CART didn’t do a very good job of embracing TG, and he couldn’t have picked a worse time to divide open-wheel racing.

Q: Any mention of Big Al Unser during May 2018 was conspicuous by its absence. Is he ill? Pleased to hear you have beaten the Big C. Lastly, it was a distinct pleasure actually meeting you and shaking hands at Charlie Brown's in Speedway.

A faithful reader,

Tom Fitzgerald, CPA

RM: Let’s just say that Big Al was very upset with the changes at the IMS Museum and vowed to never come back to IMS. Good seeing you in A.J.’s favorite breakfast haunt.

Q: In response to Ryan McKeever's June 13th question in the Mailbag pertaining to "older fans." Having just passed the half-century mark I feel qualified to respond to his question regarding why us old codgers dislike so many of today's drivers. The 20th century drivers drove cars that were made by hand, with engines that were built in shops.

They were average guys with an extraordinary profession. Their parents didn't groom them from a young age, they didn't learn their trade in go-karts, and most struggled on the fringes of bankruptcy and homelessness to pursue their profession. Many worked regular jobs when they weren't racing. They had usually been severely injured while racing (at least once), but came back again and again and strapped into a car that could very well kill them. There were few (if any) organized teams that could dominate the competition by buying the latest and greatest technological advancement, and drivers were fortunate if they could stick with the same group for more than a few years. Testing was done on the track, usually right before a race.

Nowadays many of the drivers have grown up racing karts courtesy of Mommy and Daddy. They've become polished salesmen for the products that sponsor their rides. The promising ones are snatched up by the big-money teams, and if successful, they spend their entire careers with their new Mommy or Daddy footing the bill. They drive cars that were designed with safety as the primary consideration, cars that are wind tunnel and shaker tested in the off-season. They have driving coaches and engineers, and are running single spec chassis with a leased motor. Most have never experienced season- or career-ending injuries. It's not that we don't like today's drivers, personally I'm a huge Scott Dixon fan, as well as Tony Kanaan, James Hinchcliffe, and this Robert Wickens "kid" looks like he'll be something special. I'd add Josef Newgarden, but once he went to Penske I had to scratch him off my list.

NASCAR Camping World Truck Series driver Harrison Burton checks out the scene at Eldora Speedway. (Image by Cantrell/LAT)

Racing is racing, it's not so much the question of respect or ability, it’s a question of the difference in the challenge facing today's drivers as well as their career longevity. I'd encourage you young whippersnappers to read the book "Black Noon" by Art Garner (or download it, or whatever the hell you kids do nowadays) and tell me if you think the character of the drivers then is the same as today.

Napalm Nick, Locust Grove, VA

PS: Bring back methanol!

RM: Well put, Nick. It’s not that today’s drivers aren’t brave (going into Turn 1 at Indy at 230 mph) or talented or cool guys you want to root for, it’s just different. I grew up going to Terre Haute, Eldora, Winchester and the Indiana State Fairgrounds so I was a fan of Herk or Rufus or Mario before they became big names at Indy. And we loved the fact they raced on dirt one day and pavement the next. And because it was so dangerous back then, they took on an aura that has stayed with them to this day (Parnelli still can’t believe people want his autograph). And I just finished Bob Gates’ updated book on Wilbur Shaw ("Gentlemen Start Your Engines") and it’s amazing what Shaw did to go racing and his generation was even crazier than the ‘50s and ‘60s. Art’s book gives you a great look at what it took to make it and how tough you had to be back then to survive. But I think Power, Dixie, JoNew, Rahal, Marco, Hinch, Wickens and Pagenaud would all like to try a sprint car or midget if their contracts would let them. It’s just that the game has changed and I was lucky enough to be around for 26 IndyCar races in 1968 – dirt, pavement, road courses, ovals and Pikes Peak – the greatest season ever.