Robin Miller's Mailbag for October 9, presented by Honda Racing / HPD

Your questions for Robin should 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: As I’m sure you’ve heard from just about everyone, the race at Laguna Seca was a hit. Plenty of passing, plus another sensational win by Colton Herta. And while there wasn’t much drama in the championship battle, Josef Newgarden is a great racer and a good spokesman for the series, so him winning a second title is far from a poor outcome. Overall, IndyCar couldn’t have asked for a better showing.

However, there’s one thing that I think as been lost in the discussion. I think it’s remarkable that Harding Steinbrenner Racing, the little team that has had a troubled existence since it first showed up at the track, managed to win its final race as an autonomous operation before being absorbed by the Andretti behemoth. Now, I know that HSR will still exist in name going forward (as “Andretti/Harding/Steinbrenner Autosport”), but it’s just a technicality. The fact that this scrappy little team that had trouble finding together the funds to show up at the track each weekend managed to take the win at their final race as an independent organization is something to celebrate.

Racing is a tough sport, and what these guys managed to do with what little they had should be recognized by the motorsports community. I know that ideally we all would like to see HSR continue in its current form and be the “little team that could.” However, business is business, and it makes perfect sense for HSR to join forces with Andretti. But while new owners aren’t exactly lining up to join the series, it’s good that one who actually did sign up and take the plunge managed to go out on a high note.

Garrick Aube

RM: That’s a great observation, and I mentioned in last week’s Mailbag that their pit stops were excellent in that victory and helped keep Colton out in front. To beat Andretti, Ganassi and Penske requires the best of everything – driver, engineer, mechanics, pit stops and strategy – and for a small team that’s disbanding to pull it off was even more impressive. I hope all those guys find jobs with Andretti, and it’s too bad Mike Harding couldn’t make it work. I think his heart was in the right place but without a major sponsor it’s only a matter of time until money becomes an issue. Marshall wrote a good story on Monday detailing what happens to a team that’s disbanding.

Harding Steinbrenner bowed out as a standalone team in style at Laguna Seca. Image by Galstad/LAT

Q: As a lifelong motorsports fan, long-time Mailbag reader and active trauma surgeon, I am excited to see the success of the new aero-screen test and the way it is being embraced and heralded by the drivers. Regarding severe trauma, there are three injuries that have irreversible (in the current state of modern medicine) and life-changing effects:  severe brain injury, major burns, and spinal cord injury (Robert Wickens is thankfully an incredibly rare exception to the rule).

Professional drivers face these risks each and every time they step into the car, and any initiative to reduce the risks of these injuries is not only welcomed, but a moral imperative.  For those armchair fan critics of the “looks” and “loss of the risks of the glory days”, I invite them to visit the nearest Level 1 trauma center to see the devastating effects of these injuries on patients and their families. My question is, what is the plan for the final aero screen challenge yet to be described by RBAT and IndyCar? Rain. Do you have any insight into the current working solution (hydrophobic coating, aero tricks, ect.) and testing plans regarding wet weather racing? Thanks for all you do for the sport.

Scott Brakenridge MD, Gainesville, FL

RM: The screen will have tear-offs as insurance, but the rain is supposed to run right off the screen due to its shape and it seemed to pass its first test with flying colors on Monday at Barber. Here’s a shot of RHR testing Monday at Barber in the rain. He and Simon Pagenaud gave it big props.

Q: I saw the video of Robert Wickens and his bride, and Robert standing from his wheelchair. I was thinking about how he got injured so badly even though the DW12 stayed intact. Two ideas come to mind for protecting the spine: could the drivers wear a kind of ‘corset’ that then attaches to the car? This would reduce movement during the crash. The other idea is something along the lines of a jetfighter pilot’s G-suit with air bladders that could inflate to protect the spine/neck. Has anyone brought anything like this forward in the wake of Wickens crash?

Earl McKenzie, Edmonton, Canada

RM: Not my knowledge. The HANS Device and SAFER walls are the two biggest breakthroughs in racing safety during my 50 years, and now the aeroscreen has been added. There’s very little room in today’s cockpit, so not sure anything like you propose could even be realistic.

Q: I know I'm not the only one wondering this, but how does the safety team extricate a driver with the new shield bolted to the cockpit? It's not like the safety truck can pull up and someone produce a drill gun, right? There really hasn't been any footage demonstrating a mock rescue yet, at least that I'm aware of. I'm all for the screen on IndyCars and anything that will potentially save lives.

I don't get armchair critics that have the mentality that it ruins the esthetics, or even the appeal of the sport. Drivers are not expendable! They shouldn't be viewed as such by anyone, period. I noticed after Pocono wasn't renewed for 2020 that some people were annoyed that Sage Karam, Robert Wickens and others spoke out about safety. That race was cancelled for reasons not having to do with the Sato crash, Wickens’ catastrophic accident, nor Justin Wilson's death. It might have looked like a knee-jerk reaction to some when Richmond replaced Pocono, but the wheels were in motion on that event before the 2019 race took place.

What do you think of fans who think drivers that speak out about safety but don't have the talent or balls to be in the sport? I'm sick and tired of people thinking if a driver doesn't want to run ovals or is concerned about a certain track or safety in general, that they should move on and let someone else who is eager to run no matter what take their place.

I also feel strongly that anyone who shares my view on safety is right and not a “snowflake" that should stop watching IndyCar, as one forum participant recently called me. I'm happy to be called one and have been watching IndyCar in person and on television for 26 years. During that time I've seen enough fatalities that may not have turned out this way had the aeroscreen been present.

Geoff Roberts, Unionville, Canada

RM: Tim Baughman and the AMR team have been involved with the development since day one, and it should not be an issue. As for anyone questioning the bravery of driving into a corner at 225 mph, well, their opinion really doesn’t count. But Pocono not being renewed had nothing to do with the track being unsafe or the drivers refusing to race there. Justin’s tragedy could have happened anywhere, and Robert was simply the victim of high speed, high G-forces and a violent landing. But it could, and has, happened at Indianapolis, and to think Sebastien Bourdais survived his near head-on crash at IMS is testament to Dallara, the SAFER wall and that gutsy guy who climbed back in the next May.

Q: The new windscreen/Halo looks odd as we have never seen them on an IndyCar before, but let’s give it a chance. If it saves a life, then I’m all for it. Maybe then next redesign of the IndyCar will incorporate the windscreen/halo better.

Shuan Ng

RM: It’s pretty ugly head-on, but doesn’t look bad from the side – at least the Penske car didn’t at IMS when it was running. But I’m sure we’ll all get used to it, and if the racing continues to be good, we probably won’t be talking about it in a year.

Fan reactions have been predictably mixed, but IndyCar's aeroscreen has been universally well-received among the drivers whose lives might be saved by it someday. Image by IndyCar.

Q: OK, Robin, I've been an open-wheel fan since 1967 when I saw (and met) Dan Gurney racing the Eagle F1 car. Later met A.J., Mario, all the Unsers, J.R., and all the drivers since 1986. So what I'm about to say pains me, but here it is: the 2020 IndyCar is just fugly. The aeroscreens essentially render the car to be no longer an open-wheel car! The only way it could be uglier is if still had those absurd and childlike rear bumpers from a few years back. Hate to say it, but this could be a 52-year-old deal breaker for me.

David Lind, Alexandria, LA

RM: Head-on it’s tough to look at it, but it still has open wheels and looks OK from the side, and as long as it races well, I think we’ll accept it. Nothing looks as good as a Watson roadster from the early '60s but we all had to move on, so I hope you reconsider.

Q: All of this hate for the new IndyCar aeroscreen. Robin, in your memory, how many people would have been saved injury with it? Could have saved Wheldon, would have saved Wilson, [would have] helped Alex Peroni in my opinion…and then Felipe Massa’s fractured skull.

Devin Webb

RM: Certainly could have helped Dan, but the piece that killed Justin came in like a mortar so the aeroscreen probably wouldn’t have done any good. I think people hate how it makes the car look, but they don’t hate the fact it could save a driver’s life.

Q: Just read your article on IndyCar's ratings and have a few comments. First, I agree with Mark Miles, you should not be going against football. I would conclude the IndyCar season the weekend of Labor Day, but start it in February with a few more races before the Indy 500. While I know that this year the Olympics is the cause for the three-week break in August, it's insanity that there is such a gap. June, July and August are your prime months for staging races, optimal for the promoter, TV and most importantly the fans.

Second, with regard to Milwaukee, I did not see Chicago on your top list of markets. I know Chicago viewers have more to distract them in terms of hometown sports viewing than many of the markets listed. I would offer up that the last attempts to make Milwaukee successful failed in large part to a lack of marketing in the Chicago area. I do not remember ads or billboards for those races, but I have seen them for Elkhart. In Milwaukee's heyday, there would always be TV ads leading up to the race for "The Mile, The Mile, The Milwaukee Mile" (still remember the catch phrase from the '80s and '90s, thank you Carl Haas), in the Chicago area. If you want to be successful with either of the two races in Wisconsin, you must not forget the Chicago market. Please reach out to Road America and let us know how many of their tickets and campsites are sold to people in Illinois.

Bob Rundgren, Villa Park, IL

RM: The desire would be to start earlier and finish on Labor Day, but right now there aren’t a lot of options in this country to start in January or February because of the weather. Chicago is key to getting an IndyCar crowd and that’s why George Bruggenthies demanded Road America start early on a Sunday, so he could draw those Windy City fans and get them home at a decent hour.

Q: Read your article on IndyCar TV ratings showing how much Florida watches IndyCar. Soooooo IndyCar or NBC, how about a booth, better yet a display, at the Sebring 12 Hour? More people at Sebring than at the 24 Hours of Daytona, and Sebring is darn close to all three cities you mentioned. By the way, aren't there IndyCar drivers and team owners at IMSA events? Think of it – a special on NBC Gold at a place with thousands of race fans. Your article speaks volumes about the fans and how they follow IndyCar.

John Boltik

RM: Sebring has a huge crowd, but I think the Chili Bowl out-draws the Rolex 24 and the reason an IndyCar presence in Tulsa would be better is that it’s a week long, it’s indoors and everything is in one building. Not against IndyCar having a presence with their sports car brethren, and maybe you run a demo lap or two at Sebring.

Q: Caught your article on IndyCar's TV numbers and found your focus on local newspaper coverage to be quite comical for a couple reasons. The reason that none of these local newspapers send anyone to cover these events is because nobody reads their papers to begin with. They are all on death's door and either lack the staff or funds to send someone to cover local events. Consolidation to national coverage is happening across the board for all sports, not just in IndyCar.

The other comical piece which is meant to be a compliment here is your lack of self awareness. Nobody counts on their local newspapers for IndyCar news in 2019, they count on you (Robin Miller), Marshall Pruett, RACER.com and several other websites and podcasts that focus on motorsports and IndyCar. Us fans who have an appetite for NTT IndyCar Series content, regardless of location, consider RACER.com our main news source. If you want to see an uptick in interest, a local newspaper isn't going to help anyone, you'd need focus from Barstool, Deadspin, ESPN and other larger national sources where people go for their [general] sports content. You should fully expect the local guys to continue to disappear, and more and more people will count on sites like RACER.com. Perhaps a deal with one of those websites to publish stories from RACER.com would be the biggest benefit the sport could possibly have.

Ryan Ward, Vienna, VA

RM: Thanks for your letter, Ryan. I realize newspapers are a dying breed but even a mid-week feature or advance in the Sacramento Bee might help attract a casual fan or a newbie that hasn’t made up their mind about what to do on the weekend. The fact a major newspaper, or even a local one, thinks enough of an IndyCar race to staff it – or at least preview it – still means something in my mind, but you are spot-on about costs and cutbacks. I’m glad RACER.com is a destination for many IndyCar fans, but as an old-school newspaperman it’s sad to see print dying on the vine. Our founder Paul Pfanner struck a deal with Gannett so our stories occasionally appear in USA TODAY, but even it dropped its motorsports beat so if the country’s paper has no interest, it speaks volumes.

Q: So now we’re really going to find out what McLaren is in this for. If I remember properly, Arrow McLaren SP wanted two drivers, one with experience and one as a bit of a developmental driver. They’ve officially passed on James Hinchcliffe who provides talent, experience, professionalism and charisma. I think that’s adorable. Now Conor Daly’s talent, experience, charisma, a bit of youth and possibly a higher ceiling are all a hard ‘no.’  I’m not sure which of those characteristics are the ones AMSP doesn’t want, but if there’s a better available option in the paddock I’d love to see it.

Does this mean they’re officially looking strictly outside IndyCar for their next drivers? Is Robert Wickens closer to a return than we think? Is there a contract somewhere in the paddock they’re looking to break to get the guy they want? Or are they really looking at polar opposites of experience and age by kicking the tires on guys like Oriol Servia and Oliver Askew? And if none of the above apply, can someone please give Zak Brown Tony Kanaan’s number? I’m pretty sure he’d stop in the middle of the Ironman Triathlon to take that call. Thanks Robin, and here’s to the healthiest off-season yet!

Dan W., Ft. Worth, TX

RM: Let’s understand something before we go any further. Sam Schmidt and McLaren have both said Hinch is under contract and coming back for 2020, I’m the one who keeps saying he’ll be in a Honda and not with them. Zak Brown seemed impressed that Conor beat Carlos Sainz Jr. when they raced together in Europe, but obviously opted to pass. I have no idea who they have in mind, but Robert isn’t in play and neither is T.K. or Servia. I would imagine Pato O’Ward has the best shot since Brown took him to breakfast at Long Beach to inquire about 2020, and then Red Bull came calling. It doesn’t sound like Pato has a future at Red Bull from the comments made by the RB brass lately, so IndyCar is where he belongs anyway.

If there's a drinking game based on where in the Mailbag we're going to put our weekly photo of Conor Daly, now's the time for everyone who chose page three to down a shot. Image by Skibinski/IndyCar

Q: Great piece on IndyCar TV ratings! I've been an IndyCar fan since before I can remember, and attended the Indy 500 every year since 1974 (when I was 7 years old).  I am a huge fan of you, Marshall, and RACER as well! You might want to give a shout-out to the radio station 700 WLW in Cincinnati when discussing ratings. While you mentioned the historic coverage of the Cincinnati Enquirer (which is now junk), WLW has a weekly racing report Sunday nights at 7:00 p.m. They are always very kind to IndyCar, and often have the winner of each race on the show live for an interview. Since I live in the greater Cincinnati area I am a devoted listener to that show, and I think IndyCar benefits as well. Keep up the great work! Can't wait for 2020 season to start!

Wil Martin

RM: Thanks for the kind words and the heads-up on WLW. Good lord, I’ve been a guest on that show and I just forgot, but good to know it’s still going.

Q: With the Silly Season still in full swing, where does James Hinchcliffe fit in to it? I read in your article that the team was none to happy about his cover and story in ESPN Magazine – [angry] enough that they were willing to give his seat at Laguna Seca to Oliver Askew. The questions are (1) Is it Schmidt or Arrow or both that is angry about the spread, because in the foreground of the pictures are the team’s cars. Did they or the team’s marketing department not have some involvement in the setup of the shoot? (2) If the team was willing to punish The Mayor by pulling him out of the final race, does that not make him want to look elsewhere, or perhaps was it a ploy to get him looking? Or (3) Is it already a known fact (within the team) that James isn’t coming back anyways and the ESPN cover is really just a “cover”, or lack thereof, for the team to try other talent for what is effectively a vacant seat? Just wondering about my hometown hero is all ...

KW, Toronto, Canada

RM: All I know is that the team president and PR rep left because of it and Arrow was blurred out in the photos. I’m not even sure Hinch knew they offered his ride to Askew, but I do know that story wasn’t just made up. I’ve said all along that James knows he’s a lame duck at that team and they really don’t seem to want him anymore, so if Honda can help him get another ride, I think he’ll take it. If not, he’s still got a contract at SPAM. And with Honda awaiting compensation for letting Arrow SPM out of its contract, don’t bet against Hinch being “allowed” to get out of his. On top of that, he’s got a nice personal service deal with Honda of Canada and is also the face on Honda’s commercials in the U.S. I would think he wants to keep both if possible.

Q: Do you think Daly’s Laguna event (not being super competitive) is what killed the SPAM deal? Can you elaborate on why SPAM was so upset with Hinch for getting IndyCar some press in the Body Issue of ESPN?

Andy Brumbaugh, Columbia, SC

RM: Not at all. I just think Zak Brown and Gil de Ferran want a bigger name. Supposedly, Arrow wasn’t informed until after the shoot and was furious. But that seems so petty doesn’t it? I mean, it was free publicity in a national magazine.

Pants are mandatory in Arrow's hospitality unit. Image by Levitt/LAT

Q: We’ve been talking on the IndyCar subreddit Discord server (it’s basically just an IndyCar chat room) and we were spit-balling about who might fill in the Penske seat for 2021 if Pagenaud leaves for McLaren and Herta can’t be released until 2022. My idea was Graham Rahal. He does one retirement year in the best ride of his life at Penske, and then drops out to raise the kids with Courtney and does Indy-only with his dad for a while, and then Herta jumps in the seat in 2022. Obviously it’s just my uninformed fan mind making stuff up, but I think it kinda makes sense. Is this possible at all?

Joey

RM: I’ve been predicting Simon to McLaren because of his connection with Gil de Ferran but it’s just a guess, and not too many people voluntarily leave Team Penske. But if a lot more money is offered a 37-year-old driver wouldn’t have to think long and hard about it. I don’t see R.P. hiring Graham – that would have had to happen a few years ago.

Q: Why is AA running five cars with two guys that are doing horribly and one guy who is in his twilight? Man, focusing in on Rossi and Herta could pay huge dividends! It could be like a Ganassi 1-2 punch! Plus, I love Santino Ferrucci, he could be the third driver. Michael needs to get rid of drivers who can’t produce.

Michael may owe RHR for not going to Penske when he was offered, but for how long does he owe him for that? I’m not even going to mention the No. 98 and No. 26 not being competitive. They don’t exist. Marco can start working for the team, and Zach can move on. Michael currently has two fantastic and exciting drivers that can match up well with Penske! I would even rather have Conor Daly than those two. At least he’s exciting to watch!

Dan from Lima, Ohio

RM: First off, RHR is still plenty competitive and DHL is a loyal sponsor. It takes a lot of money to run one IndyCar, so maybe Michael pools it all to make ends meet. Zack seemed to be trying to hard in his sophomore season, but showed speed on several occasions and his sponsor (Gainbridge) is the best at AA. Marco ain’t going anywhere until he makes the decision, and he’s not ready. I’m glad Andretti runs five cars because it’s five Americans that might not have rides had he not given them the opportunity.

Q: Great information on the silly season of potential driver movement between teams and new drivers coming into the series. But for every action there is a reaction. Who of the series regulars has seen their last race in IndyCar, and who may be relegated to a one-off at Indy next year?

Dale, Chesterfield, VA

RM: I guess Tony Kanaan could be a one-off if he doesn’t return with A.J., but as far as their last race I don’t know of any candidates at the moment. I don’t believe Helio has been told if he’s running next May, so I suppose he could be on your list of not running again.

Q: What is it going to take to get Tyler Courtney on the Indy 500 entry list? This guy absolutely dominated the 4-Crown in both midgets and sprints, and is just a straight wheelman. Every USAC event I’ve been to this year, he has been up front all night, and if he wasn’t, then he was working his way there very quickly. Fingers crossed for Conor to get the nod at SPAM. Thanks for what you do for the sport!

Ben, Noblesville

RM: I think the goal of Clauson/Marshall Racing is to elevate Sunshine to their Indy 500 entry, but they need sponsors. He’s a good kid and a damn good racer, so that would be a cool story. Conor isn’t going to SPAM, he was informed last week.

Q: In response to the recent comments about the balance of race sound vs voice sound, I also had the issue of the racing drowning out the announcers. While, as you pointed out, there is nothing like the sounds of racing, I do want to hear the commentary, too. (I suppose there are those that would love to be able to silence you, LD, TB, and PT, too.) I found I could solve the problem by tinkering with the settings in my TV's Audio Setup settings. With all the different makes, models, and ages of TVs and the variety of connected sound systems, there is no magic setup. I recommend that our fans try different combinations of Surround, AI, TV speaker/sound system mix, etc. Thank you, again, for all that you do to keep us fans informed. Stay healthy!

Russ from Plainfield, N.J.

RM: That’s why I ran our NBC tech expert’s explanation last week, it just sounds like people’s TVs need to be tuned to balance the engine noise and commentary. But thanks for your suggestion.

Q: Why has Carlos Munoz’s name not been thrown around as a silly season candidate? He was one of, if not the, best at Indy the past few years, and I would find it hard to believe that he's not on anybody's radar for at least the Month of May, if not full-season.

Ian from SC

RM: Good question. He’s awesome at Indianapolis and seemed to have a good connection with Andretti as long as his father could afford it. His year with Foyt didn’t help, and I think owners don’t even consider him right now. But if the family money is gone, so might be his career.

Munoz had a natural gift for keeping people in his mirrors at the Brickyard. Image by IndyCar

Q: Alright Miller, you and Marshall did a RACER video on Silly Season but I’ve got some questions about drivers that you guys either didn’t mention or I forgot you mentioned because the wild, stress-filled environment of college during exam season erased them from my mind.

First, what’s on the docket for Marcus Ericsson? I thought he had a solid rookie year with some bad luck, but that he had done enough to justify SPM keeping him around for another year to see how he develops. Of course, the poor guy seems to have been hosed with the arrival of McLaren, as he doesn’t fit their veteran driver or superstar rookie requirements (he’s a better driver than most give him credit for, but he’s not Colton Herta).

Speaking of SPAM, I know you talked a lot about them not taking Hinch or Herta for next year, and wanting Pagenaud once his Penske deal is up, but what’s their plan for the short run? Kinda beating the dead horse here, but it would be awesome if they could hire Conor Daly. He’s quick, he’s great at setting up a car, and he’s got the kinda experience I think they could use as they navigate the first year of this new partnership. Of course, my pleas, along with those of the entire IndyCar nation, will likely go unnoticed as Conor has the luck of a black cat that shattered a mirror while walking under a ladder. So what’s their plan?

What’s gonna happen at Foyt? I know they’re doing a major overhaul as you reported a few weeks ago, but I really don’t see their position improving in any meaningful way. That’s sad, since I’d love to see A.J. winning again, but it seems very unlikely. So who do they want to hire for driving? I know T.K. wants a farewell tour, but driving around two laps down seems almost insulting to the career he’s had. Matheus Leist has yet to do anything particularly noteworthy, though maybe that’s more down to the car than the driver. So what is Foyt planning?

Finally, what about our star drivers from Indy Lights? Askew and Veekay both clearly proved they’ve got the right stuff, as your fantastic article on Indy Lights proved. So what’s their long-term plan? Veekay has been linked with ECR a lot (maybe the road courses in the 20?) while I’ve heard you talk about Askew doing a few races in a third Ganassi car. Last week you said that you think Veekay is on the Captain’s radar for 2021, which I think makes sense depending No.9 when Dixie hangs up his helmet? Maybe smart to position yourself in a good team like that, but Scott doesn’t seem to be slowing down any time soon so it could be a long wait. Any plans for a video series in the winter (like your old Tough Guys series)?

Max Camposano, Bethlehem, PA

RM: Marcus was confirmed for a third Ganassi car on Tuesday. Conor has one more decent option but it won’t be SPAM. Not sure about Foyt, but that may be T.K.’s only full-time option. I’m hoping Askew gets to run an extra car four or five times for Chip, and Rinus looked to be headed for ECR but Carlin could also be in the picture. Going to fire up the Tough Guys series again this winter, thanks for asking.

Q: Just wondering what you think of more sports car races on same weekend as IndyCar? Thank you, always enjoy the Mailbag and your TV work!

David M.

RM: I’ve always been a big advocate of IMSA/IndyCar doubleheaders like we have at Long Beach and Detroit. That should be a no-brainer at Laguna Seca and Portland as well. And The Glen. Maybe the new IMSA boss will see the value of having people in the grandstands when they race, but the sports car teams seem to enjoy sharing the weekend.

Q: That schedule has some serious breaks in it. I feel like we need a few more races, we're definitely growing and it takes time. Do you think a doubleheader finale at the Charlotte Roval will ever become a reality? I think Humpy Wheeler would say yes if he were still in the mix. Shoot, bring some sports cars along and run some dirt cars on the Charlotte dirt track. I feel like racing series should do more to work together. The fans win, they get a great return on their entertainment dollars. Both series win by possibly attracting new fans. I'll happily drive down from West Michigan for this show.

CJ Shoemaker

RM: To answer your first question: god I hope not. That’s a chicken $%$# layout and I doubt it would be much of a race. Let’s just let NASCAR keep it and concentrate on a NASCAR/IndyCar double dip at an oval like Kentucky, Chicago or Gateway.

Q: We read virtually nothing post-Beau Barfield (now in IMSA) about IndyCar Race Control and the officiating team, or its members? Hard for me to believe that all of the different owner-personalities would be happy with officiating.

Tom Fitzgerald, CPA

RM: Depends on what week you asked. Arie Luyendyk and Max Papis call the shots with Kyle Novak and Jay Frye observing and breaking ties and helping with the rulebook when needed. But racing is like baseball, the less you hear from the umpire the better, and I do think Race Control has attempted to let drivers race and not nickel and dime them with calls. But there really haven’t been many controversies in the past couple years, and all the drivers want are consistent calls. And I think Kyle has tried to keep the races as green as possible.

Wasn't expecting a letter flagging the lack of coverage of race control personnel, but OK. Kyle Novak, ladies and gentlemen. Image by IndyCar

Q: Went to the tin-top race at Dover on Saturday. I know IndyCar will never go back there and it’s probably for the best, but do you have any good stories from the two IRL trips there? Went to my first live race at Dover in 1997 for the Busch series. Unfortunately at the time, I did not follow IndyCar so I always kick myself for missing those two ‘90s IRL races.

Matt from Phoenixville, PA

RM: The only thing I recall is the quote from A.J. It was 90-some degrees and there couldn’t have been 5,000 people in attendance and they asked Super Tex about the lack of a crowd. His reply? “You’d have to be a goddamn idiot to sit out in this heat on those aluminum bleachers.” And that’s why we love him.

Q: Now that the IndyCar season has ended (way too soon in my ever-so-modest opinion), an old-timer’s thoughts began to wander toward an increased schedule. By chance I happened to read about a NASCAR track in Alaska and it struck me that IndyCar should be exploring possible venues to explore for future race dates. When Portland returned to the schedule I thought it was great, since no other national racing sanctioning body is represented in that area. And then I began to think about possible venues and came upon Hawaii – which, coincidentally enough, actually wants to build a racing facility on Oahu, and has signed a bill which funds a racing facility authorization there.

So, here's my question(s): How does IndyCar go about finding racing venues? Does it wait for the phone call from a potential venue, or does IndyCar become proactive in a search for venues? Does IndyCar think about being in markets that are underrepresented by big-time auto racing before NASCAR gets to them? Should they search out such places? I think IndyCar should have a presence in North America, specifically more races in Canada and a race in Mexico, and in places where there’s no current big-time auto racing and which is pretty much overlooked by big-time national sports in general. Make IndyCar the only game in town and lock in fans for life.

Jake, Pasadena, CA

RM: Stephen Starks puts the schedule together, so let’s ask him:

When it comes to building the NTT IndyCar Series schedule, we try to take a more proactive approach than a ‘wait to see who comes to us’ strategy. It does tend to be the case that when we want to be in a certain market, we are soon approached by a prospect in that market, which means that prospective promoters and city leaders also are in tune with our regional and type of racing needs, which is good news. The market and type of circuit-oval, road, or street- are important factors we consider, and we are always aiming to make our schedule as diverse in those respects as possible.

But it is not easy, as we have to be cognizant of other events in a market, the geographical proximity a venue has to other events on our schedule, and weather patterns during certain times of year, to name a few. It truly is a puzzle, but we work hard to develop the best schedule we can each year for our fans and teams. Of course, we keep an eye on where NASCAR and F1 race and what challenges or opportunities their schedules create. And, yes, we would like another strong event in Canada and one in Mexico, and over the past few years, we have discussed possibilities with key officials essential to the organization of events in certain cities in those countries, so we will see what the future holds.

Thanks again for your support, and please reach out any time.

Stephen Starks

VP, Promoter and Media Partner Relations

Q: Last week, a question was asked about the odd racing line at Indy. I've wondered that before as well, but was surprised by T.K.'s answer. Part of me always thought it had a lot to do with just protecting the inside line, but I remember reading some things maybe two or three years ago that shed more light on that racing line. Part of what I remember reading (ironically from T.K., I think) was that driving too close to the wall at those speeds can have a negative impact on the aerodynamics of the car. So, they move left to get away from that. I also remember reading that a lot of it is because the cars are designed to turn left. So, if a driver straightens the car out suddenly coming out of Turn 4, that goes against what the car wants to do, and therefore scrubs speed. What gives? Did I imagine those explanations? Was T.K. just being funny with his response?

Mike Brockmeier, Glen Carbon, IL

RM: A former chief mechanic offered this take:

With due respect to T.K., the reason they move from right to left on the straight is that the stagger drives the car there. If you fight the stagger to make the car go straight then it will create mechanical drag. The big question on that topic is whether letting the car drift to the left and then turning to the right in order to get into Turn 1 produces less drag than fighting the stagger down the straight.

The really interesting question is why some drivers stay far right up to the drain in T1 and then turn in, while some take an early apex, is because a lot of the "loose group" – J.R., Tom Sneva, Rick Mears, etc – come from sprint cars and like to back the car into the corner by making the straight longer, then lifting to loosen the load to make it turn in, so they are not waiting on the understeer to lessen so they can then chase the throttle. Whereas the "push group" – Al Unser etc – like to keep the car under steady load all the time. It was interesting to me that these two disparate approaches produce similar lap times.

Q: I am a big fan of yours and kick myself for just now finding your Mailbag on RACER. I will now become a regular reader for sure. I have been an open-wheel racing fan since Mario Andretti went quickest on the back straight at Mosport to get the area named in his honor. Being Canadian, I saw my first F1 race at Mosport in 1969, and thought F1 to be the best racing right through the CART days when IndyCar took over. In spite of the IRL/CART period, IndyCar has now easily become the best series in the world.

I do have questions, although you have likely answered them in the past – sorry for that. Is there a technical reason why IndyCar doesn't use power steering? Every road car and nearly all race cars use it. Is there a reason the season is limited to 17 races? I know about the NFL head-to-head, so hold races on Saturday, as is sometimes the case already. The Roval is more like a combined oval/street circuit – a Stroval – which is far better suited to IndyCar than NASCAR, so hold a separate IndyCar event there. Why not? Finally, will spec shocks ever be required in the series?

Gary Wood

RM: Tradition, packaging and cost are the reasons for no power steering. Only 17 races (at 15 venues) is because that’s currently all the demand there is for an IndyCar race. Twenty would be the optimum number, but finding five more that can make money or break even is the challenge. The Roval needs to go away from any IndyCar conversation. Spec shocks were voted down a few years ago. Thanks for your support.

Who needs power steering anyway? Image by IndyCar

Q: I attended the last few IndyCar races at Richmond. Back then I purchased tickets in the newly-constructed tower that offers stadium-style seats and the best view of the track. Yesterday I called to purchase seats for next summer’s race and was told that those seats will not be available for purchase, basically because of attendance concerns. I fully understand not opening some of the less-desirable grandstands, but I certainly never heard of a baseball team not offering the seats behind home plate or a football game where no one can sit at the 50-yard line. I decided not to buy tickets to the race. Instead of the nine-hour round trip drive and hotel rooms, I plan on going to Pocono to see my first Cup race (never thought I’d say that). Then I’ll watch the IndyCar race that night from the comfort of my sofa. Love your work, Robin. I’m counting the days to St. Pete.

Jared, Reading, PA

RM: From track president Dennis Bickmeier:

We are not opening the Upper tower in Turn 1. We are opening the Mezzanine section of the Turn 1 tower. That section offers the same stadium-style seats, elevator and escalator service to that area, restrooms and concessions for that level only. We would need to sell out the Mezz before considering opening the upper.

Q: I read a letter a few weeks ago about a reader who was frustrated that the Rapid Response movie wasn't shown in any theaters in New York City. I'm unaware of it showing anywhere near me, nor I have I had a chance to see Born Racer about Scott Dixon, either. So, here's an idea. If the movies aren't coming to us, how about IndyCar bringing the movies to us? At any track where the opportunity is there, how about showing them at the tracks on a Friday or Saturday evening after the on-track activities are done for the day? They could set up a screen in front of a popular viewing area and show both films as a value-added addition to the live racing experience. If the sun sets too late in the summer to project it on a screen, use the tracks’ own Jumbotrons to show them earlier while it's still lighter out. The movies would get some exposure in front of their target market, and it would be fun for the fans to have a racing themed "movies in the park" experience during their race weekends.

Jeff Barak, Minneapolis, MN

RM: Good suggestion Jeff, I’ll send your request to the IndyCar marketing department.

Q: Most of the questions you get seem like they are from wannabes. My comment, great job NBC crew on and off screen. Though I am tempted to mute when Leigh goes on and on about points, I know he has no control over that. I am an oval fan first, but that Corkscrew at Seca is fun to watch.

Mike, Sacramento

RM: When we’re on the network, it’s a larger audience and we can’t assume they follow IndyCar religiously so it’s imperative to explain things that die-hards know, and the point race was our big story at Laguna so Leigh had to tee it up constantly while we kept the cameras on the contenders.

Q: Your TV numbers article reminds me that I wanted to tell you how much I enjoyed this year’s NBC Gold package coverage of IndyCar. I like the way the various personalities bounce off each other in the booth. As a viewer, I feel like I’m sitting in the booth with Paul, T Bell, and Leigh, listening in to their conversation. Informative, and even more importantly, fun. It’s business for the racing participants, but it’s entertainment for the fans. I’ve come to appreciate that the best part of the race weekend is often qualifying on the street and road courses. At times, it is literally an edge of the seat experience. You know it’s great when you hear yourself say, “Wow!”

NBC has a good formula going for their coverage, I hope it keeps going this direction in 2020. Gold package cost? I felt I had gotten my money’s worth in April. Will it be back in 2020?

Mark Millikin

RM: Sometimes I wish our Gold shows were on television because it’s got that relaxed, off-the-cuff vibe and I love PT and T Bell in the pits. But I think NBC was happy with the first season of Gold and it will return. Thanks for subscribing.

Q: I was overjoyed to see the RACER statistics that they published a week or so ago. As I have mentioned before, I believe that RACER magazine and its companion RACER.com are the best buy ever in a racing publication. This goes all the way back to the National Speed Sport News, which I read cover to cover as a teenager, and then Car & Driver, Motor Trend, Road & Track etc. The quality of the writing and graphics are unparalleled. The articles by you, Marshall and others are excellent. I consider this to be an archival publication and I save every issue. Also, I find myself spending more and more time reading the RACER Bulletin. Please pass my comments along to the powers-that-be and encourage them to continue to set the standard in racing publications.

Dick & Sue Hildebrand, Ormond Beach, FL

RM: Paul Pfanner and Rob Dyson have kept RACER and RACER.com going and recently purchased Vintage Motorsport, so without them we’d be starved for content (and some of us would just be starving). They both have a passion for motorsports and they’ve invested in their passion, and we’re all glad fans like you acknowledge that.

Q: I just wanted to clarify the pricing at Laguna Seca. The ticket price for the three day weekend was $190 There was a $20 discount if you purchased early. There was also a discount if you purchased IMSA tickets for the previous weekend. Pit access was not included. Paddock, grandstands and general parking were included. At Long Beach, a paddock pass is a extra $60+ for the weekend. Grandstand seats are at least $50 more than GA. I pay at least $20 per day for parking. So Laguna Seca wasn't too hard on the wallet, looking at the big picture.

I noticed a lot of credentialed fans had access to the pits on race day. I wasn't able to get in, but I was heading to the Turn 4 grandstands. I'm a Gold Pass subscriber. I'm going to re-watch some races during the off-season. I have seats in the SW Vista at Indianapolis. I attend Long Beach every year. Laguna Seca was a yearly pilgrimage in the '90s. I'm happy it's back on the schedule. Thank you for saying hello at the Firestone GP.

Ian McLaughlin

RM: Thanks for that report Ian, I said last week that paddock, grandstand and parking for $100 was pretty reasonable compared to other tracks, and you confirmed it. See you in May, and thanks for buying Gold.

Sounds like an annual September pilgrimage to Laguna Seca is already on the calendar for a lot of fans. Image by LePage/LAT

Q: The series management started with this trend of ending the season early in 2014. Mark Miles promised 2014 was going to be a transition year, and the schedule was going to expand again for 2015. We gained a couple of weeks since then (the season finale went from Labor Day weekend on 2014 to middle September on these last years) but the season still ends too early, and it's a long wait until middle March, when we get IndyCar racing back in our lives.

I bet during most of these weeks, your Mailbag will be the only IndyCar-related content we will get. I get that they want to avoid competing with the NFL, but they even failed to deliver the promise of starting the season after the Super Bowl. If they kept racing until October during IndyCar's darkest years and the first bunch of seasons after reunification until 2013, why not do it now that the future is looking brighter than it did in 2010? What made them so afraid of football? They didn't bring any international races, like they said they would, to kick off the season early. We lost some good tracks because disagreements about the date (I'm looking at you, Fontana). On the other hand, we did go back Road America, Laguna Seca and Gateway, and I do have to give them credit when it's due.

I feel the management is being too conservative and short-sighted, which is preventing the series to grow as much as it could. Now that NASCAR and F1 are not what they used to be 15 years ago, IndyCar could really take advantage of that to regain popularity. Am I overreacting? Or maybe I'm the one who's short-sighted, and I couldn't manage a racing series if my life depended on it?

Lucas from Mar del Plata, Argentina

RM: I wouldn’t want Stephen Starks’ job, because putting a schedule together today is a bitch. Tracks and promoters have to juggle weather and competing events in the same city, and that’s why everything usually gets jammed into a three- or four-month window. Places like Long Beach are locked into their date for good reason (no rain on race day in 40 years) and Road America knows June is it’s best opportunity and St. Pete always wants to open the season. COTA was kind enough to move back in 2020 so as not to compete with Sebring, but the real reason there are only 15 venues is that it’s damn tough to make an IndyCar race work financially. I think Connie Montoya looked at bringing an IndyCar race to Colombia a few years ago but instantly found out the numbers didn’t add up. And Ricardo Juncos was exploring a race in your country, but that quickly went away.

Q: Formula E has made it past its first five seasons. They are now able to run a race without switching cars. One way to re-energize oval racing could be to write the rule book to allow alternative power plants (electrics) to compete on ovals. It would be a way to add cars, create excitement around technology and add back the durability and reliability drama to what used to be endurance racing. The Indy 500 would go back to being the ultimate test. IndyCar would not have to "guess" at what the future will look like, rather it would have the creativity and innovation of the participants to look to and focus on the business of regulating and facilitating.

Road and street courses would be off-limits and the championship, then, would remain with the series and full-time teams and allow the "alternative" cars to be developed around a more simplified mission. For that matter, the additional cars run on ovals or at least for the Triple Crown (Michigan, Pocono, Indy) by the big teams could be alternative powertrain. Andretti, Ganassi, Penske could have two traditional and two alternative cars, for instance.

Yeah, there's the car and safety question. The Formula E cars look a lot like regular cars, so it seems like that part could be figured out using the current or next-spec car, or at least most of it. Would this sort of change begin to bring back manufacturers who are participating in Formula E, or at least those who sell in North America? Would this sort of change bring interest from the "72% of Formula E followers on social channels who are under 35?"

Eric Gackenbach, Dearborn, MI

RM: I realize the manufacturers stormed to Formula E and that innovative technology left the building a long time ago, but I cannot imagine the Indianapolis 500 being muted. It wouldn’t work and people wouldn’t go. That’s my opinion, and I pray we never have to find out if I was right.