Robin Miller's Mailbag for October 16, 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.

Tim Elder

RM: Good question, and good story to go with it. RACER’s F1 scribe, Chris Medland, sent us an email a couple weeks ago saying he heard that Marcus had signed with Ganassi to drive a third car full-time in 2020. I thanked him and immediately emailed Ericsson and called Mike Hull. Didn’t get a response from the Swede, and Hull acknowledged that they had talked with Ericsson but nothing to report yet. “More smoke than fire at the moment,” were Mike’s words. Now I don’t know if the deal was already done when I called but regardless Hull naturally had to protect what turned out to be a helluva story and a big news announcement. And after it became official, I emailed Ericsson again to congratulate him and kid him about not being able to confirm or deny earlier. He responded: “Thank you very much. Ha ha yes, you know how it works. Super excited for this. It’s such a great opportunity. See you soon.” Of course you get caught unaware sometimes (Mansell to Newman/Haas was the best kept secret ever) but between Marshall and I, we’ve done this for a long time and have a lot of good contacts, so there aren’t too many major surprises. It’s a fun part of this job – trying to find out something before everyone else does and play that truth and denial game. I’ve done it for 50 years so not too much catches me flat-footed, but Ericsson-to-Ganassi certainly did when Chris Medland called.

Q: I gotta say, I really didn’t see Ericsson headings to Ganassi, and I hadn’t read anything about it anywhere (even from you!). I was under the impression that they were pretty set on staying with only two cars full time. Is this happening because they have staff from the soon-to-be gone GTLM program that they can move to IndyCar? Also, where does this leave Oliver Askew and the rumors that he’d be doing some part-time drives in a Ganassi car?

Max Camposano, Bethlehem, PA

RM: It caught everyone by surprise and I think it happened because Marcus has some stout sponsorship, but it’s also good for engineer Brad Goldberg and the Ganassi IMSA team since they were going to need something to do or look for a job. I’m hearing Zak Brown wants Askew at McLaren and he gave our Chris Medland some quotes over the weekend that didn’t rule it out.

That's the smile of someone who has a sweet ride for next year AND managed to throw Robin off the scent via email. Image by IndyCar

Q: Zak Brown says the young driver crop has as much potential as Colton? No they don’t. It is a mistake to keep Hinch. That is just for Sam. Let Gil get two F1 guys like Ganassi would do. If they go with Hinch and an Indy Lights driver, they are screwed. Let Gil run the show! Robin, it’s too bad my man Michael Andretti is not involved. It would’ve been great and McLaren would’ve had Colton! Why didn’t Michael switch to Chevy and do it? I believe because he is Honda IndyCar like Newman/Haas was Lola. I think to beat Penske, you can’t be Chevy. You have to be on the other side. So, Honda of Japan must hate McLaren that bad, because it would’ve been beautiful! And they would’ve hurt Penske! They won’t hurt Penske nearly as bad now. Michael needs to focus on No.88 and No.27 and nothing else!

Dan from Lima, Ohio

RM: I think you could make an argument that Pato O’Ward, Oliver Askew and Rinus Veekay pack plenty of potential, and graduating from Lights to IndyCar doesn’t seem to be the big jump it used to be. And Hinch has won six races as well as the pole at Indy after nearly losing his life the year before, so not sure why it would be a mistake for SPAM to keep him. Michael stayed with Honda because they made him an offer he couldn’t refuse (and BTW, Carl Haas was the Lola distributor) but he very much wanted to team with Zak and Fernando. I’ve written and said for months it’s good to keep the balance of power and it remains in tact because Michael stayed put.

Q: So much controversy surrounding Hinch and SPAM. They say he's under contract, but yet he's not confirmed to drive. Sounds like they're holding him under contract so they can sell that contract to the highest bidder. Thoughts?

John Fulton, Akron, Ohio

RM: I’ve said several times lately it’s pretty obvious to me that SPAM doesn’t want Hinch and I doubt he has much interest in staying but the looming question is where would he go? I know Honda of Canada wants to keep him and so does Honda Performance Development, but unless they can pull off a third car for RLL, James may be stuck as a lame duck. But I haven’t written everything I’ve been told, so stayed tuned.

Q: Ed Carpenter seems to want to land VeeKay, but Pruett and Glendenning suggest he needs to offer more than a road course and Indy ride. Does ECR have the wherewithal to run two cars full-time and add a third car for Ed on the five ovals?

Tom Hinshaw

RM: Depends on how much Jumbo Foods puts in the kitty for Rinus, but obviously that would be the best scenario for him and the team.

Q: With the surprise announcement that Marcus Erickson is moving to a third Ganassi car, and with Conor confirming that he's no longer under consideration for the SPAM ride or a third Rahal car, what are your thoughts about him landing a ride in 2020? Other than a possible Carlin entry, it certainly doesn’t look very promising from here. Other than the obvious, lack of funding, why is he having such a tough time landing a full time gig? Thanks for all you do for the sport! Love seeing you at the tracks!

Rich Washburn, St. Louis, MO

RM: I truly thought he had a good shot with McLaren because he’d been talking with Zak Brown, but he didn’t have the budget Rahal wanted so I guess it’s either Carlin or possibly ECR. And I believe Air Force is still backing him, but not for the kind of money Marcus brought to Ganassi. After 2019, I don’t know what else he has to do to show owners he’s a racer deserving of a full-time job.

Q: It’s good to see T.K. is going to be full time with Foyt next year .Do you think that this may be his last year full-time? Maybe Indy-only for a couple more years after that? In any case, I think a heartfelt thank you is in order for T.K. at Gateway next year!

Tom Steinke, Eldridge, Iowa

RM: I don’t think T.K. and A.J. are official yet, but maybe by the end of this week. Yes, this will definitely be his final full-time season.

Q: Bourdais is awesome. Why doesn't he race for Andretti, Penske or Ganassi?

Paul Rayner, Yorkshire, UK.

RM: Well, when he came to America for Champ Car it was with Newman/Haas, so that was as good as any of the IRL’s Big 3, and I don’t think Seb had any reason to look anywhere else. And he wasn’t wild about ovals so Champ Car was perfect.

Q: In last week's Mailbag somebody asked about the silly season and full-timers who might have run their last race. One name I haven't seen come up in any of the conversations about next year is Ed Jones. I read on RACER that Carpenter has said he's looking at VeeKay, so does that put Jones on shaky ground? Where else could he go? Always surprises me that he looked so promising at Coyne and then hasn't done very much since.

Jim, Roseville, Ca

P.S. Whoever writes the Mailbag photo captions deserves a box of donuts.

RM: Yes, Ed won’t be back with ECR but I heard his family might be ponying up enough money to get him a full-time ride. With who is the question? Maybe Trevor Carlin. Maybe a third car for Dale Coyne? As for the clever captions, that’s our editor Mark Glendenning, and his sarcastic sense of humor is on full display in some of those pictures. I’m glad you picked up on it.

Is Jones heading for his fourth team in four years? Image by IndyCar

Q: Do you have any insight, and I am sure you do, about what drivers such as Conor Daly, do in the off-season to keep the lights on and the car gassed up? I remember well Larry Dickson hanging drywall, for example. I am sure all the guys whose names aren't Fernando Alonso have some sort of side hustle going on. Any names and occupations you can share? Great IndyCar season, and great job from you and the team from NBC.

Jan Burden, Westhampton Beach, NY

RM: I think Conor may have made enough money last season not to be a Uber driver this winter (his line), but he does speaking engagements to earn some spending money. I know in the ‘70s that Bob Grim drove a truck in the winter, Bruce Walkup got into the banking business and Mike Mosley tried selling turquoise, but I don’t think too many of today’s salaried drivers have to worry about winter jobs.

Q: Can you please provide some insight on how the various teams handle their personnel during the off-season? I'm sure the teams with deeper pockets have an easier time retaining their crew members, but what do they have them do for such a long off season? Are they paid for 12 months of the year, or do they find alternative winter jobs? They can only do so much development work, and polishing of the haulers and shop floors. Thanks again for your dedication to the Mailbag. It's a Wednesday morning tradition.

Steve M., Danville, CA

RM: A few years ago some smaller teams laid guys off for the winter because they didn’t have the budget or anything for them to do, but I think it’s common practice now for everyone to be employed for 12 months. This year teams will have the aero screen to mount and test so that will help keep them occupied. In Ganassi’s case the IMSA team will morph into the third car for Marcus Ericsson. Thanks for your patronage.

Q: I’ve read or heard several discussions about a doubleheader with IndyCar and NASCAR. I’ve heard several challenging obstacles. Tony Stewart’s recent interview from Texas highlighted the tire difference. I’ve been a local racer for several years. Legend cars, roadsters, a focus midget, and an occasional late model. Even on nights I raced a legend in support of midgets, the track difference is noticeable. Lap times certainly are. This is on a street tire. Actual race tires are more sensitive. Different tire brands typically do not work well together for grip.

If a doubleheader were to become a reality, can Goodyear and Firestone get along? Meaning, would Goodyear and Firestone be able to use tire compounds that work together? Would they try? I know “tire wars” from yesteryear are not as prevalent. I want the doubleheader to happen because it might draw more eyes to IndyCar. Seeing a car lap a track 40 mph faster than another is sure to impress at least a few more fans. I love what you do for motor sports and for the local racing scene. Have a great day.

Scott McGinley

RM: IndyCar has raced with the Road to Indy rubber (Cooper) and NASCAR trucks (Goodyear) so I don’t think it would be any big concern running with Cup. And neither tire company is going to change compounds to try and make it more compatible.

Q: I got an idea for the IndyCar NASCAR doubleheader – Fontana! Some of the best racing ever has gone on at that track, and they have lights. What do you think?

CAM in LA

RM: I think Fontana’s Dave Allen would be all for it if the IndyCar race was on a Saturday night in October when it was cool enough, but I don’t see it happening.

Q: You're making an IndyCar fan out of me. Did Indy this year in my FF with SVRA. Got a third on Saturday and was really thrilled. SVRA put on a great show. Free entry and cheap garages. Quite the treat for us amateurs. Probably no surprise that I love Virginia International Raceway. It shares characteristics with Road America and holds IMSA races as well (combined event?). Have you ever heard of interest in holding an IndyCar race at VIR? Thanks for all the great answers.

John Gaither, Brevard, N.C.

RM: My colleague at NBC, Kevin Lee, was racing with his son recently at VIR and the owner mentioned his interest in IndyCar but the concerns likely would be getting it FIA-ready and where people would stay.

Q: Since the NASCAR purchase of International Speedway Corp seems imminent – Oct 16 deal, final Oct 18 – does this possibly mean that IndyCar race scheduled for Richmond may now become one and done because of NASCAR's well-known desire to put IndyCar racing out of business? Also, this probably means there's never going to be a chance (not that there ever was) for IndyCar to go back to Chicagoland or Michigan or Watkins Glen, right? Thoughts?

Jake, Pasadena, CA

RM: Not at all. Between NBC asking NASCAR and IndyCar to work together and Jay Frye’s connections in NASCAR, it’s a much better relationship than it’s ever been. Hopefully Richmond will be around for the duration of its contract and beyond if it can sustain a crowd, and those other tracks might be possible if they have any interest. But ISC needs its tracks to make money, so it’s in their best interest to help the IndyCar shows at Richmond or Iowa.

Q: Is there any chance of IndyCar pairing up with SRO America (formerly Pirelli World Challenge) for more events?  They are a fantastic show at St. Pete every year.  You are always mentioning pairing with IMSA, which would be great too, but would this not be an option?

Mark Suska, Lexington, OH

RM: It appears that COTA will host the only IndyCar/SRO weekend in 2020 but there is an eight-hour race scheduled for the Indianapolis Motor Speedway on Oct. 3-4. And you are correct – they are entertaining .

SRO always puts on a show.

Q: Reading your article about the TV ratings for 2019 and it got me thinking about an issue I've wondered since the Boston Consulting fiasco. I understand not wanting to compete directly against the NFL, meaning Sunday afternoons. But how does a Saturday night race compete against the NFL? This seems like an illogical reason to not end the season at Fontana (or something similar) like they used to, on a Saturday night in late September or early October. What am I missing?

Kyle Jenkins, Edwardsville, IL

RM: It doesn’t. Gateway runs before college football starts, but as we’ve said many times, Fontana is only interested in a night race in October and IndyCar doesn’t want to run that late. Plus, NBC isn’t going to televise a Saturday night race on prime time unless it would be the Indy 500. And IndyCar wants the season finale on network.

Q: Robin, it was mentioned by an earlier Mailbag reader that there is an effort underway here on Oahu to build a racetrack. I doubt if it will be built to suit IndyCar but if it was, an early season race here would serve several needs. It would be a great early warm weather destination in January/February/March. It would serve as an exotic vacation destination as well. It lies 11 hours from Sydney, nine hours from Tokyo, both with rabid race fans, and just six hours from L.A. City leaders are also concerned about falling Asian visitor counts. A big-time auto race might help. And it would help fill the IndyCar calendar. I wonder if a word could be passed to the proper authorities?

Gary Valente

RM: I sent your letter to Stephen Starks but it’s the same old question: would that track be interested in hosting an IndyCar race, and who would pay for it? But it would be a nice way to kick off the season.

Q: Looking at reconfigurable layouts got me pondering.... I know IndyCar would like to put more product out there within a season circumscribed by TV and availability, but could they not add two or three like this with minimal cost, because the weekend was already blocked out? You’d essentially see two different races at the same location. And the crews, both racing, and broadcast, would already be on the scene.

William Tate

RM: The idea was pitched to run Cleveland in two configurations – an oval on Friday or Friday night, then the traditional airport road course at Burke Lakefront on Sunday, with Saturday a day to get the track ready and maybe practice. That seemed to be the only economical way to do what you’re suggesting, but as tough as it to make it as a promoter these days I can’t see much interest.

Q: While I do not especially care for the new windscreen aesthetically, using it is the smart thing. Why not go the way and just enclose the cockpit as virtually every other series has done? Back in the day all sports car racing was open cockpit, as was Top Fuel – not anymore. We are way past elbows-out and open-face helmets. Finally, why was it so difficult to find the proper material for the windscreen? The dynamics cannot be much different that what is experienced on the Mulsanne straight at 200+, and I have never seen any comments about searching for the right windscreen material for those cars.

Chuck Genrich

RM: I think IndyCar wants to hang on to some of its identity so let’s save canopies for Bonneville. As for the material, there were a lot of things to take into consideration from the driver’s perspective, and IndyCar seemed pretty diligent about getting it right.

Q: I'm just not a fan of this aeroscreen. No doubt I'll be labeled as some out of touch old fart for my views (though I'm only 47), but I just believe that living is risky and causes death every time. I grew up when the cars were beasts and the game had serious consequences for some. I was 10 years old and sitting in the stands at Indy right where Gordon Smiley died. I saw it happen right in front of me. On that day, modern gladiators tried to conquer the Speedway, and one lost the fight. I remember it was sad, but I also remember my dad telling me that Gordon died doing what he loved and we should all be that lucky. He lived (and died) doing what he wanted to do and was not in fear.

I guess my biggest concern is societal, and things like IndyCar are just a demonstration of it. Specifically, so many members of today's society seems afraid to take risks and live their lives. Too often we live in fear. This mentality of "I want to try this dangerous thing but I don't want it to be dangerous" just doesn't make sense to me. At some point when you remove all the risk and excitement from something, it's no longer appealing. It's not worth doing or watching. I fear the death of the sport I grew up loving because the danger (and thus largely the thrill and excitement) will be washed away. And before anyone asks, no, I'm not advocating that people die in racing. But I know it's risky and it will happen from time to time, and if you completely sanitize the sport it won't be real racing anymore.

Dan, Peoria, AZ

RM: Well stated Dan, you sound like the old drivers from the ’60s and ‘70s I have lunch with every Friday. The attraction of IndyCar racing has always been speed and danger, and the fact it can be a ruthless and cruel sport that’s only for a chosen few. Nobody makes anyone do it, and they all understand the consequences. But what’s happened in the past 20 years is that the SAFER Barrier and HANS device expedited safety and made racing sanctioning bodies push for stouter cars and cockpits – while making tracks address runoffs and fences. Today’s drivers are plenty brave going into Turn 1 at Indy at 225 mph, but they’ve been conditioned to think more about safety than their predecessors. I don’t think they would have boycotted if IndyCar hadn’t come up with an aeroscreen and I’m not convinced IndyCar needed to make it a priority but it was the right thing to do for today’s sensitivities. A.J., Parnelli, Mario, J.R. and the Unsers never thought about safety because nobody would have listened anyway. But they were too busy trying to beat each other to give it much thought. It’s just a different generation and a different mindset, but it doesn’t mean the racing isn’t good and fierce – it’s just not as lethal. And that’s great for the drivers, but probably not as good for the box office.

"Oh THERE'S the aeroscreen. I almost didn't spot it." Image by IndyCar

Q: With the new aeroscreen, what, if anything, will happen to helmet design? The helmets are made to be out in the breeze. Any changes coming? Can hardly wait for 2020!

Wally, Eden Prairie, MN

RM: Chris Wheeler, the director of motorsports for Bell Racing, kindly agreed to answer this one, Wally.

“We have been working with IndyCar very closely on the aeroscreen testing. For 2020 our IndyCar drivers will use the new HP77, which is being used in F1 in 2019. The HP77 removes the need for the Zylon panel that has been used for the past several years. Some changes are welcomed as we will no longer be dealing with tear-offs or aero wickers. However some challenges are cooling the driver, as well as making sure the driver’s vision is as clear as possible. We will be on site at all aeroscreen tests with Bell Helmet users this off-season and will continue to work with IndyCar and Dallara closely to ensure all Bell Helmet athletes including defending champion Josef Newgarden [are ready] when we get to St. Pete!”

Q: I'll assume you have no shortage of aeroscreen comments. While many will no doubt go nuclear and pan everything about it, I hope there are voices with a more measured approach. Personally I think it looks pretty good from all but a head-on angle. My question/comment is, why the hell is the thing so wide? The width requires the sides to be just about vertical and absolutely destroys the aesthetics from the front. Most of these drivers are built like jockeys, and even the taller drivers are all slim and it looks like you could get a giant through the opening. (It also looks to be taller than it absolutely needs to be). Is the design set in stone at this point, or is in more of a proof of concept stage that would allow for improvements?

Thankfully, it seems to be working well. Here's hoping they can tweak it for a better look, because when race cars don't look cool anymore (F1) you can forget about catching any new young fans.

George, Albuquerque

RM: Once teams get units and can blend into their livery’s much of the look should change aesthetically.

Q: With the introduction of the (heinous) aeroscreen, could a silver lining develop of having top drivers from NASCAR, F1, Europe etc. who may have never considered racing in IndyCar, now exploring the possibility of running the 500 or other events? Someone like Mike Conway immediately comes to mind, who would probably have several more road and street course wins had he stayed in IndyCar if not for his fear of ovals. Also, what’s the latest on Foyt’s replacement for Leist?

Andrew Steward, Salt Lake City, Utah

RM: That’s a great question, but I’m not even sure the aero screen offsets the reluctance of driving on an oval at 200 mph for a lot of those guys. It might get Jimmie Johnson a pass to run a short oval or road course, and Max Verstappen seems like a logical candidate for Indy some day. I asked Max Chilton about running all the ovals now, but I think he’ll probably just stick with Indianapolis. Talked to A.J. and Larry Foyt last week, no driver decision yet.

Q: Reading this week's Mailbag really cracked me from some of the comments regarding the aesthetics of the new aeroscreen and some claim they may stop watching because the car is "fugly." I'm wondering if these folks are football fans, too. Have you noticed some of the hideous uniforms college and NFL teams roll out, many going against their traditional colors (Seahawks wearing lime green last Thursday, Ohio State in all black - or a very, very dark gray, the NFL color rush theme in general, Oregon about every week, etc)?

Ratings and attendance suggest that people aren't walking away from football when their teams wear such ugly jerseys. It's the action/performance on the field that keeps fans watching.  I get it, the aeroscreen looks a bit awkward especially from the front. The benefits far outweigh the aesthetics though, and it shouldn't keep anyone away from watching, especially if the series remains competitive as it is. If some of these fans claim to go back to the ‘60s, what do they think of many of the cars from the ‘70s and early ‘80s?  Other than the Yellow Submarine, not many are memorable to me. Granted, I was a kid back then. In fact, take a look at Bobby Unser's 1981 winner, with the boxy, squared nose and... gasp... yellow windscreen. Can anyone honestly tell me that is a thing of beauty compared to today's car with the aeroscreen? From the front they look similar, and if anything I'd prefer the car of today because of the overall sleeker design.

Now my question: The aeroscreen seems to work with rain, but how would it handle accumulation of  bug guts/grease/grime/oil/rubber/etc sticking to the aeroscreen in the middle of a stint? Some of that stuff will splatter and stick instead of dispersing like water, which would impact visibility at some point. I'd assume they'd have to pit early to remove a tear-off if visibility got bad enough?

Ron S., Chicago, IL

RM: There are tear-offs, and I don’t know if they will be driver-activated or only be accessible for a crewman to pull on a pit stop but I’m sure IndyCar is having all these tests to work things out. As for the new look, racing people are reluctant to change and the hated the rear-engine cars in the mid-60s, but eventually they were embraced. It will be the same thing in 2020. We’ll get use to it and if the racing continues to be good, we won’t care.

Not sure how much help that would be if a wheel came flying toward the cockpit, but the yellow tint is pretty cool. Image by Kuhn/LAT

Q: As soon as I read the report on the new power unit rules, I could hear heads exploding all across America. Now that the season is over and some time has gone by, people seemed to have calmed down a bit. I think it's time to reiterate a few key points. As far as manufacturers are concerned, hybrids and electrics are the future of automobiling. People need to realize that, whether they like it or not. They also need to accept that the "good ol' days" of V12s, V10s, heck, even V8s (with a few exceptions.) are gone. They're technological dead ends, with no reasonable link to the modern world. They're not coming back. Need more proof? Do you think it's just a coincidence that the fastest production car Porsche (one of the rumored new OEMs) makes is a hybrid? I think not.

If we're going to get more manufacturers involved, they're going to need to see something they can get value for their engineering dollar from. If we expect them to dump engineering cash into this (or any) racing series, they're going to want to work with technology they can mine data and engineering advancements from, and eventually transfer that technology to their production line. Where do people think all of the overhead camshafts and turbos seen on modern production street cars came from? The racetrack! If race tracks are indeed the factory's playground, they need to play with their new toys, not the old ones. Else, as far as they're concerned, they're just wasting their money.

David N Gawboy, Rosemount, Mn

RM: IndyCar knew it had to play the hybrid game to entice another manufacturer, but the misconception was that it was going to electric engines that made no noise. In reality, it’s a small assist for self-starters and something else I can’t recall because I don’t care.

Q: I read your TV audience article with interest and amazement. Some of those cities were very baffling for sure. Some not so much. I think West Palm Beach can be somewhat explained. Its only about 60 miles from Sebring, and when I lived there lots of IndyCar fans are also sports car fans and also IndyCar does a bunch of testing at Sebring. Just my take. Good article, though.

Doug Ferguson, Debary, Florida

RM: Thanks Doug, I’ve heard from a lot of Indiana snowbirds that migrate to West Palm who are die-hard IndyCar fans so your logic is probably spot-on.

Q: I have an idea and job for the IndyCar marketing department. If they don't take your suggestion for promoting the series at the Chili Bowl, how about heading east instead. There is this with midget races in Allentown, Atlantic City, Trenton and Syracuse from Jan-March starting next year. We know there are a lot race fans in those regions, and wouldn't this be a great place to market the series, set up a booth and hand out items before the season kicks off? Sure it's not the Chili Bowl, but it's a start. Those cities/markets didn't crack the top 10 for IndyCar ratings per your article this week. Additionally, does IndyCar have a presence at the SEMA show which is next month?

Rick from Michigan

RM: I got a better idea: IndyCar should do them both. I think Marco tested a quarter midget in AC a few years ago and that’s a natural promotion. SEMA is full of racers so that doesn’t do IndyCar any good – it needs new fans and the Chili Bowl is how you could make some.

Q: Hey Robin, I’m sure you have noticed (haha) that Indiana has legalized sports betting. Don’t you think IndyCar and IMS should embrace it and push to be involved? Vegas and gambling websites hang odds for the Indy 500 but never for any other IndyCar race, whereas NASCAR is easily bettable every weekend in various formats (a driver to win a race, one guy to beat another, someone to win the championship). F1 is also popular with options such as betting the driver with the fastest lap.

Can you imagine sitting at Indy (or any other IndyCar race in a gambling-legal state) with a bet on the first driver out of the race, Honda vs. Chevy, Penske vs. Andretti, etc.? Do any of the powers that be recognize what an opportunity this is? Regardless of whether one likes or hates sports betting, ignoring it now is simply bad business.

John D., Indianapolis

RM: Mark Miles spent quite a bit of time lobbying for gambling and totally understands how valuable it could be for IndyCar’s profile. You will be able to bet on the whole series next year on your phone and Indy should have tons of prop bets to salivate over. I sent Mark about 50 prop bets a few months ago and he’s on board with the potential. I just wish there was a way for the competitors to share in the take.

Turn 1, lap 1 at Portland. Imagine if there were actual odds on this turning into a caution? Image by LePage/LAT

Q: Longtime reader, first time writing.  As I was reading your story about the TV numbers for this year I could not help but be more than a little disappointed and a lot frustrated by the fact that as you mentioned all of the journalists around the country who help keep IndyCar relevant in their publications, that the Indianapolis Star, which should be the newspaper of record for the series, has not has a full time IndyCar beat writer since after Pocono.

I will admit that I was more than a little concerned when Curt Cavin left that position to take the job with IndyCar. After reading Jim Ayello for just a few times I realized that the Indy Car beat was in good hands. I always found his stories to be well-written. He did not allow himself to become a cheerleader for the series, but was a thoughtful writer who was a straight shooter while also recognizing that  the series was full of great personalities with passion for the sport.  And he always allowed that passion to come to life as he wrote about them. All of that being said, have you heard if there will be someone covering IndyCar full-time next year for the Star? If not then half of my reason for even reading the rag (Pacer coverage being the other half) will disappear. In the meantime, keep up your truly great coverage of a sport that we both love.  I’ve attended 54 Indianapolis 500s and at least 40 other IndyCar events over the years.

Bob Putnam, Speedway, IN.

RM: I applied for the job Bob, but was turned down for lack of experience and a bad attitude. I do know that a young man who works for a Gannett paper in New Orleans supposedly has been tabbed to replace Ayello (who did an excellent job, BTW) so I just hope he’s got as much drive to learn the sport as Jim did. It’s not an easy beat to step into, but the saddest thing is that Ayello really got enthused about it and it showed in his writing.

Q: Leal Beattie's widow, Karen, still lives in the Dayton area (and attends Indy each year). I e-mailed her your story about IndyCar TV ratings, thinking she might be surprised to see him mentioned. She sent this e-mail back: "Surprised isn't the word, it brought tears and lots. Means so much to know he is still thought of." I thought you might appreciate that. Leal covered Indy for 25 consecutive years, from 1973 (when Salt Walther's crash was a huge story in Dayton) through 1997.

Ron Ware

RM: Thanks for sharing, Ron. Please have her contact me next May, I’d love to meet her. Leal was one of the best and most dedicated motorsports writers ever.

John Balestrieri, Milwaukee

RM: Thanks for that info, John. It’s a damn good documentary that I think all IndyCar fans would enjoy.