Robin Miller's Mailbag for October 23, 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: It’s good to see Patricio O’Ward is returning to IndyCar, but I’m a little confused about the Red Bull situation. The Indy Lights schedule and lineup is no secret, so why would Red Bull sign him when the Super License eligibility was at best in jeopardy (FIA has clear rules on obtaining it) and wasn’t even granted to him prior to the signing? O’Ward says FIA threw them under the bus, but it looks like Red Bull jumped the gun to me...

Randy Mizelle, Raleigh, NC

RM: To be clear, Pato isn’t officially back in an IndyCar ride yet, but Marshall and I think he’ll be with McLaren and SPAM next season. As for your Red Bull scenario, let’s hear from RACER’s F1 writer Chris Medland:

“I totally agree with the reader, to be honest. I think Red Bull were after special dispensation, and any promises were only ever verbal. The rules are pretty clear that the year he won Lights the series wouldn’t be eligible for points, so I think they took a chance in asking, potentially got lucky when someone suggested he’d be granted one and then Red Bull jumped early to secure him with McLaren sniffing around from an IndyCar POV in St. Pete. Whether you think the Super License rules are right is another matter, but until he physically had one I think both Pato and Red Bull must have known there was a risk.”

Q: Just read an article saying Pato is being replaced by another driver in his Super Formula seat! Article lacked details and it’s not clear if he left on his own or got the boot. With most if not all Indy and F1 seats filled, it would be sad to see him on the bench. Any insight?

Mark Schue

RM: Read our RACER story (above) from last week. Pato was let go by Red Bull but is destined to be back on the IndyCar grid in 2020.

I think we can all agree that the real story to come out of this is that Red Bull's Helmut Marko calls Pato O'Ward 'Potato'. Image by Portlock/LAT

Q: Do you think McLaren holding onto Hinch is a way for them to get back at Honda and is more fallout from the F1 engine partnership fiasco than their really wanting Hinch as their driver? From the outside, McLaren do see a bit amateurish in this. The driver lineup is a mess, Indy last year speaks for itself, the constant waffling on whether it was even going to participate in the series, denials it would run the full season, to now kind of owning a team. Is there hope for them, or is this going to play out as one of the biggest disasters the sport has seen?

D. Hudson

RM: Just the opposite. I think SPAM could release Hinch to Honda and maybe reduce the cost of their buyout. McLaren was counting on Colton Herta so they’ve been scrambling, but now I think Pato is going to be their driver and they’ll figure things out. I know some people seemed happy Alonso missed the show last May, but that baffles me because McLaren in IndyCar is a good thing.

Q: As someone following the McLaren/Schmidt marriage, I'm a bit confused by what I'm reading from you for their future drivers. Correct me if I'm wrong: Hinch is in for one more year (in McLaren/Chevy?), but is a lame duck, and you are hinting he may outright leave, but only for another Honda. McLaren and Hinch now seems like awkward marriage for the next year if it happens that way. Askew is the leading second driver, but nothing confirmed. Freddy Alonso is still in the picture for an Indy-only ride, but not likely to do a full season in IndyCar, and is now flirting with getting back into F1, though not with McLaren. (I thought he was done with F1…)

All of this sounds odd. Who is poo-pooing the Hinch/McLaren relationship? Honda? McLaren? Hinch? I'd think Hinch's prospects, on paper, for a home-run season would be best under McLaren, even if he does have leave Honda. Why is it sour? (Does Honda pay Hinch's SPM salary or something?) I also don't see any other names of Hinch’s caliber out there for McLaren to consider, so why are they so wishy-washy on the guy? To me, Hinch's lack of recent success in elevating the SPM team to a Penske/Ganassi/Andretti level has more to do with SPM shortcomings than Hinch's driving.

Finally, as a general question, outside of the winner of Indy Lights and the $1 million they bring, why does there always seem to be a propensity for teams to bring in rookies instead of pulling up/promoting a talented, existing guy like Conor Daly? Likewise, wouldn't teams like McLaren want to bring in a TK or Helio for a one- or two-year deal (which immediately gives them a legit chance to win) instead of throwing in a rookie who doesn't have the all-star level experience to be competitive out of the box? I mean, look at the success model: Big Al in the late '80s jumps into a topline Penske car in his late '40s, and won Indy in 1987 and continued with Penske thereafter... with pretty damn good success... (Third in Indy 1988...)

Jim in New Mexico

RM: I can’t give you specifics, but Marshall and I heard all summer that Arrow SPM/Hinch relationship had gone south. Then McLaren buys in and doesn’t seem the least bit interested in The Mayor. Arrow evidently throws a wobbly when Hinch poses for ESPN’s magazine without informing them (why they wouldn’t like free national publicity escapes me) and threatens to give away his ride at Laguna Seca. Does that sound like a happy marriage?

Robert Wickens really spoiled Arrow SPM in 2018 and they were poised to join the Big 3 like Sam Schmidt was hoping. But they took a step back in 2019 without Wickens, and I think Hinch fell out of favor. Yes, he has a contract for 2020, but since when does that matter? Especially if both sides want out. I wrote last week that Honda of Canada still has Hinch in its budget for 2020 and he’s the face of Honda in North America, so why would he want to give that up if he could find another home? I don’t know why Conor can’t get a full-time job, but I do know that Helio is hoping for the fourth Penske car next May and T.K. is staying with Foyt.

Q: I think SPAM has to be all about speed and results. Hinch brings some skill and a lot of positive media attention. Graham and Hinch together, Graham being Hinch’s straight man.

Brian Bristo

RM: Graham would love to have Hinch as a teammate in a third RLL car but it takes money, and I think Honda would help with engines but it already went to the well to keep Rossi.

Q: A couple of the comments in last week’s Mailbag got me to thinking: how about Conor taking over the No.4 car for A.J.?

Terry M.

RM: I asked A.J. that last week and he wasn’t totally against it, but said there could be a sponsor conflict. And I imagine CD would consider it with the right engineer.

Q: There was a question last week regarding Bourdais and why he isn't with one of the "Big 3" in IndyCar. I understand that at the time he first came to America to race, Champ Car was the best fit and desired landing place for him, but with his skill and domination in Champ Car, my question is, was there ever any interest from Penske, Ganassi, or Andretti to sign him after reunification?

Patrick Reardon

RM: You’ve got to remember that following his fourth-straight Champ Car title, Seb headed for Formula 1 in 2008 and didn’t come back to the U.S. until 2011 so he was off the radar of The Big 3. But Marshall Pruett offers this little tidbit:

“After getting a firsthand feel for Bourdais' talents in the Ford Chip Ganassi Racing sports car program, there was indeed an effort to find ways to pair the four-time Champ Car champion with the then-four-time IndyCar Series champion Scott Dixon when the CGR outfit trimmed itself from four cars to two for 2018. With Dale Coyne holding an option on Seb's services, however, the desire to combine eight open-wheel titles under one roof didn't get far. In Bourdais' absence, Coyne's impressive 2017 rookie Ed Jones got the nod as Dixon's teammate.”

Q: Thank you for everything you do to keep IndyCar fans informed during the season, and especially during off-season. A guy that has seemed to disappear in Silly Season discussion is Matheus Leist. I really think he is a hidden gem, and can definitely break out, as he has shown some flashes of being capable and fast. Thoughts on him for 2020?

Frank in Parrish, FL

RM: Maybe a Max Chilton/Mike Conway role, because he admittedly wasn’t comfortable on ovals, but I agree with you that he’s untapped talent as a road racer. But I’d say sports cars are more likely for 2020.

Not sure how much time will be devoted to 2019 when someone gets around to making 'Matheus Leist, The Movie', but the young Brazilian still has plenty of potential. Image by LAT

Q: What happened to Rossi? Through the season he had shown excellent pace and even had a couple of wins, but at the last race he was merely the fourth fastest Honda-powered car and sixth overall, while a “sister” Andretti car driven by Herta simply ran away with a race victory.

Now, Herta is an excellent young racer who had a great season, but the disparity of pace between these two “teammates” was massive. I presume that all the Andretti-supported cars shared most of their data, so was there a setup difference, or was Rossi simply having a bad day? He appeared to be pushing, but could not produce the pace he needed on the day.

It’s an important question as Newgarden finished eighth, and if Rossi had won the race he would have become champion. Honda must be wondering what they need to win a championship.

Ian Jardine

RM: Not sure anything necessarily happened. He was still quick but just nowhere close to the dominant driver he was at Long Beach and Road America. But you only have to be off a couple tenths nowadays to be sixth or struggle to make a podium. Everyone has bad days, but if he doesn’t get crashed at Pocono we might not be having this discussion. (ED: Rossi also made a tire gamble at Laguna that didn’t work out – he started on scuffed reds while the two contending Penskes started on the Firestone blacks, and essentially put himself in a hole for the rest of the afternoon).

Q: I know Coyne has a test coming up, but the aeroscreen tests are being largely done by the Big 3. Are the smaller teams invited to participate and do not have the budget?

Oliver Wells

RM: IndyCar only had two aeroscreen units, and with three tests in less than two weeks it had to swap among three teams so it was a thrash. And all the teams received data from each test. There are more units available now, and four additional teams are now in the testing mix.

Q: I liked what Penske did in the painting the top of their aerosceen white as it flows into the car much better. It seems to me to be a great space to add the driver’s name and maybe national flag. That would help with driver/car recognition for the average fan. What do you think?

Wally, Eden Prairie, MN

RM: I think the teams will be able to advertise on the ribbon across the top, and maybe it’s just for the driver’s name but I like its placement, and anything to make it easier for the fans to identify is good.

Q: Thanks for all you have done to keep us diehard race fans informed over the years. I support IndyCar’s safety efforts with the aeroscreen, but I don’t recall anyone asking this question. Would the aeroscreen that’s being tested today have made a difference in the outcome of Justin Wilson’s accident at Pocono? It just seems if the nose cone is coming straight down, it’s going to make contact with the driver despite the aeroscreen being in place.

Mike Wilhelm, Oldenburg, IN

RM: Nobody seems to think so, because it was such a direct hit from above and, sadly, one of the biggest flukes and cases of unlucky timing. Half a second either way and JW is fine.

Q: I'm really looking forward to the new power plant and increase in horsepower next season. Are the top speeds going to match the early '90s? I remember seeing Mauricio Gugelmin qualifying at California Speedway going 238 mph. Are the tire compounds changing to be compatible with the increase in power? How about the brakes and tire sizes? I go to Indianapolis for the 500 every May. Long Beach is an annual way to start the summer. I was really happy to attend Laguna Seca again this year, and I really want to go to COTA next year. I think the new IndyCar formula will be really amazing to see in Austin.

Ian McLaughlin, Highland Park, CA

RM: The new engine rules don’t arrive until 2022, and while the goal is 900 HP-plus, not sure there’s any urgency to get back to 240 mph like CART ran at Fontana with Mo and Gil de Ferran. Everything you asked will be sorted out through testing but it’s still a long way off, and IndyCar is still hopeful of adding a third manufacturer.

Q: Regarding the comments about the aeroscreen, risk, bravery, and good racing – your comments last week about safety innovation and good, fierce racing are spot-on. I would argue that over the course of the entire season, IndyCar racing is better, more competitive, and more entertaining in the past three years than at any other time in history, (I’ve been watching/attending since the 1973 Indy 500, and you know what happened that day).

I would compare the safety improvements in IndyCar racing to the safety related rule changes in the NFL. Both are the result of wanting to protect the participants from serious injury. But in IndyCar, safety improvements have likely improved the competition by providing more confidence to the driver. Whereas in the NFL, the rule changes have certainly had a negative impact to the on-field action. Bravery is often mistaken for what is really confidence and skill. 

I don’t see the aeroscreen having any negative impact on the competitive racing that we have been seeing. And if it gives a guy like Ferrucci even more confidence to make those s***-your-pants moves, then I am all for it. By the way, anyone who questions the bravery of someone who can drive an Indy car at 225 mph into Turn 1 at Indy or full-throttle down the backstretch at Road America and into Canada Corner should try banging their head against the nice, soft SAFER barrier.

Paul, Wisconsin

RM: Spec cars have made the racing better and safer cars have made the drivers braver, and its hard to dispute that the racing can’t get much better than it’s been the past three years. But the depth of the teams and competition has also risen, and 20 cars separated by less than a second on a road course is simply a testament to that.

Q: I haven't seen any discussion of the financial aspects of the aeroscreen. What is the cost, for both the initial tub modifications and the screen/frame assemblies? Who will be paying for them? Is the Indiana Economic Development Corporation involved? What will the teams pay for replacement screens? Is IndyCar or Dallara using the Technology Tax Credit program to pay for the R&D?

Rick, Marengo, OH

RM: The teams will absorb the cost, and it will be around $40,000.

Couldn't find any shots of Mauricio Gugelmin at Fontana in the 1990s, so here's the aeroscreen again. Image by IndyCar

Q: What's the chances that the aeroscreen somehow actually increases downforce and make the cars faster?

Shawn, MD

RM: Bill Pappas, the VP of engineering for IndyCar, estimates 1-1.5 mph slower at Indianapolis, but I believe Dixie and Will both ran 225 mph in the recent test.

Q: My first question concerns the scenario of a crash resulting in a car ending up upside-down. I imagine the escape space for the driver is quite restrictive and hard, which makes me even more scared in the event of fire, so has this been reviewed and found acceptable for the driver to escape quickly enough? Or is any emergency device/item in place as part of the aeroscreen assembly that would grant an easier escape route for the driver?

The second question is about performance and the fact that the aeroscreen brings additional weight and possibly drag to the car. Is it intended to ensure the weight/power ratio or car performance will not be penalized by this, like increasing the engine power via turbo pressure or any other area?

Many thanks for your attention and all the best.

Jorge Neiva from Paris, France

RM: The AMR IndyCar Safety Team has been involved with the aeroscreen project since it was in the conceptual stages. They have had input as well as practiced extractions on the prototype and now on the actual car. It should not slow down driver extraction and there also is a quick process in place to remove the aeroscreen piece if needed for an extraction. The engines will have a little more power in 2020, and the speeds aren’t expected to be greatly affected by the added weight of the aeroscreen.

Q: I saw some of the testing this past weekend at IMS for Indy Lights, Indy Pro 2000, and USF2000. Any plans for aeroscreens for any of these cars?

Erik Andrews, Greenwood, IN

RM: From Tony Cotman, chief steward of the Road to Indy: “We will follow IndyCar’s safety direction. Step 1 will be for all three series to have the cockpit protection device (as IndyCar has currently) for 2020. Will evaluate future years.”

Q: I know cheating and auto racing have gone together since the inception of the sport, but was wondering how the penalty and fine the Penske organization received in Australia might be looked at within the team? I know I am asking you to speculate, but is it frowned upon or does the culprit get a wink and a "Good on ya, mate!"?

Justin, Park City, UT

RM: Being fined $250,000 is pretty serious stuff for gamesmanship, but it didn’t get nearly as much publicity as the victory. R.P. runs a pretty clean ship and detests any kind of negative publicity but I think he was guilty in name only here. Sounds like the teammates to the winning car slowed intentionally behind the pace car so McLaughlin and Premat could pit and not lose their track position. I’m sure it’s happened before and will again but it’s the largest fine I’ve ever seen.

Q: You mentioned that in spite of the rule against cheering in the press box, you were rooting for Ed Carpenter at the close of the 2018 Indianapolis 500. Purely as a fan, what were your most joyful moments?

Scott R., Portland, OR

RM: A little team like ECR beating the Big 3 in qualifying is inspiring, but to win the race would have been phenomenal. I like Ed because he’s a USAC racer, old school in that he always speaks his mind, has a cool family, keeps his little team going and he’s damn good at Indy. And I didn’t cheer openly, just to myself.

Q: I am curious about something from last week’s Mailbag. What makes Verstappen a logical choice for Indy? I appreciate your insight and the time you take with the Mailbag which, sadly, I just happened upon this year. I am a lifelong Indianapolis resident and a longtime fan of your reporting and of the stand you took against TG and The Split back in the day. I appreciate all you do to keep us fans in the loop.

Fletch

P.S. Any thoughts on the best place to sit at St. Pete. (reserved vs Gen Ad.)?

RM: First off all, thanks for the kind words and finding The Mailbag. As for Verstappen, he’s young, brave and talented and would seem up to the challenge of Indianapolis. Sit outside Turn 1 in the grandstand at St. Pete, best seat in the house.

Q: Would IndyCar ever consider returning to the UK again? With a British team within the series, and British drivers/UAE, and the fan base getting bigger here in the UK, wouldn’t it make sense to expand into a new (previous) market? Brands Hatch, Donington Park, Snetterton and Silverstone are a few I’d pick – personally, Donington Park would get my vote. What are your thoughts on IndyCar going global?

Mark Whitelegge, England, Derbyshire, Clowne

RM: I’ve been to the IndyCar races at Brands Hatch, Silverstone and Rockingham and they were well-received, so going back would be great except you have to find a promoter willing to invest in an IndyCar race. If you could score a ride for Lewis Hamilton, it would be a box office hit and a no-brainer to promote, but that’s easier said than done.

Q: I agree with ending the season before football season, but this break is way too long. Has IndyCar ever considered putting on events overseas where they could build and develop more of an international fan base and the audience isn't pre occupied with American football? Have two or three races in Australia and New Zealand, and then head up to Japan before the start of season in St. Pete.

Alex H.

RM: CART use to open the season in Australia, and Mark Miles had talks with Surfers Paradise earlier this year but the price was too high. Not sure it’s ever smart to open the season outside North America, but if enough money was thrown at the teams, hell yes.

Surfers was a popular stop, but you could probably rally some support for a return to Japan, too. Image by Shunck/LAT

Q: Last week you answered John’s question on VIR by saying Kevin Lee wondered about where people would stay. Hotels are 15-20 minutes away in Danville, Raleigh/Durham 40 minutes, and Greensboro about an hour. Many Air BnBs and cottages. VIR and area handles several high volume events each year just fine. Camping and amenities are equal to or better than Mid-Ohio.

As for safety, I agree there would need to be a few improvements, especially barriers and run-offs. Come down and do some research. I’ll buy you a lunch on par with Mug’n Bun. Thanks to you and all of RACER.com and NBCSN crews! IndyCar Gold is the best ticket in sports.

Todd in Danville, VA

RM: Great, thanks for that infomercial Todd. The track looks great and maybe some day there could be a Richmond/VIR back-to-back with one priced ticket. But I think upgrading the track would be the main obstacle.

Q: Regarding Cam in LA's question last week, I believe he was suggesting IndyCar join NASCAR at its existing date in Fontana. And I think it's a brilliant idea that checks off all the boxes. Cup usually runs there near the end of February, so we get a slightly longer season. We add a much-needed superspeedway oval that everyone would love to see return. Perhaps some extra teams would run as a prep for Indy. And NASCAR isn't selling the place out anymore, so this would be a good experiment to see if doubleheaders move the needle. If we can't end the season on an oval, why not start it on one?

Dennis, Lake in the Hills, IL

RM: The key to the NASCAR/IndyCar doubleheader is NBC because it has both series, and NBC’s Sam Flood is big on the idea. But it needs to be in July after FOX is done covering NASCAR, so unless there was a NASCAR/IndyCar twin bill in September or October, it wouldn’t work. Dave Allen of Fontana is a big proponent of IndyCar but understandably doesn’t want to run a race when it’s 100 degrees like the last time, and Mark Miles doesn’t want to end the season in October.

Q: Alright Miller, we see eye-to-eye on one thing: IndyCar needs a big presence at the Chili Bowl. That presence does not need to be in the trade show area. That presence needs to be on the track in front of cameras! Remember the show Stewart hosted at Eldora, Prelude to the Dream? IndyCar would be wise to work with the promoters to put on something similar. Bring in 15 to 18 drivers. So many routes to go here. Put the guys in regular cars, or you can step down to Kenyon's or Focus midgets if the cost is too high. The average fan watching it would have no clue. Move-in days are Saturday Jan. 11th and 12th. Run it either night. Put it on Prime Time during the week. It would give the Chili bowl guys premium advertisement for their TV broadcast on Saturday. Invite some high-profile driver coaches – Tony Stewart, Christopher Bell, and Kyle Larson. There are many charities that we can tie into to gain the TV support. I know I'm just a simple race fan, but I really think something like this could work.

J.R. Rouse

RM: A little background. I had Josef Newgarden set to be teammates with Bryan Clauson at the Chili Bowl a few years ago, and met with IndyCar and they seemed interested. Then a marketing man who is no longer there told me that “Tulsa and those dirt-track fans just didn’t fit IndyCar’s demographic.” Of course he was wrong, and Tulsa just happens to be one of IndyCar’s top 10 TV markets during the season, and having a booth and a driver or two competing would endear 12,000 fans to drivers they know very little about. But having JoNew, Power, Herta, Dixon or Rossi try their hand at midget racing would be great PR. Conor Daly gave it a go last year and really didn’t get much support from IndyCar so it needs to be a full-fledged effort, but one or two drivers would be perfect.

Q: Robin, in your Mailbag this week you wrote "I think Marco tested a quarter midget in AC a few years ago." Um, it was a three-quarter midget (I know you know the difference) and it was in Allentown, near Marco's home, not Atlantic City. If only there was an online resource accessible to you for confirming such facts before you guess.

But as you noted, having IndyCar do some promotion at the wintertime indoor races is a natural. The cost to do so would be peanuts in the grand scheme of things. Send a different driver to each event, set up a booth as you suggested, have that driver appear on-track for an interview as I did with Marco, and if by chance that driver wants to try a car as Marco did, we can make it happen. It's a no-brainer, but if IndyCar fails to take advantage of it, they may be demonstrating that they have no brain.

Robert Marlow

RM: Thanks for the correction, Robert. When you are off the radar for six months like IndyCar you had better do something besides the Detroit Auto Show to stay relevant, and Marco in one of those races would be perfect (along with an IndyCar booth passing out hats, schedules and autographs). I think Jay Frye understands the importance so hopefully he’ll make something happen.

Q: I really appreciated your Salute to Print. I still grieve the loss of On Track (in my opinion, the best print racing magazine ever) and was sorry to hear of the demise of Autosport. While it was too expensive for me to subscribe to, I occasionally bought single copies when the local Barnes and Noble carried it, or on rare trips through Gatwick and Heathrow airports to and from other places in Europe. I still subscribe to Autoweek (in both print and digital forms) but I often ask why, as it is a pale shell of what it was when I first subscribed in 1970.

Of course, RACER seems to have hit some bumps, too as it is down to six issues per year (instead of eight as originally planned for the reboot). I hope it endures. Thank Paul Pfanner, you, and all the rest for RACER and RACER.com.

Paul Lewis, Macon, GA

RM: Not a month goes by that I don’t find an Open Wheel or Autoweek or SSN to peruse, and they’re all great for research as well as fond memories. I was fortunate enough to work for all them before Paul Pfanner gave me a job at RACER, and I’m very lucky because I’ve still got the best job in motorsports.

A fan checks out the May, 2004 issue of RACER while waiting to watch Jeff Gordon beat Jimmie Johnson at that year's Auto Club 500. Image by Miller/LAT

Q: I really enjoyed your piece on the “glory days” of racing journalism in print. I enjoyed Autoweek when it was a tabloid. I subscribed when it became a slick paper magazine, but it wasn’t the same. In the '60s Denver had a tabloid dedicated to the local racing scene, which I read avidly. There was a great variety of short track racing in the Denver metro then, along with drags at Rocky Mountain Raceway and big-time road racing at Continental Divide. I want to say the paper was called “Speed Wheels,” but that was a lot of brain cells ago.

Tim Adams

RM: When I raced USAC in the 1970s when went to Erie and Colorado Springs and I always remember a racing paper that concentrated on Colorado racing. There seemed to be a half dozen scattered all over the country that covered midgets, sprints and local stock cars. Good times.

Q: Your Salute to Print column was spot-on and made me nostalgic for the good old days. I discovered auto racing in the late '60s and the worst part about being a fan back then was not being able to get any live coverage of the events. In the late '60s/early '70s the best we had was ABC’s Wide World of Sports, which would show highlights of a NASCAR race or the Indy 500 in between darts or billiards on a Saturday afternoon. They would also show the Monaco GP, Sebring 12 hours, and Le Mans 24 Hours highlights, and the occasional Can Am race (I remember ’69 Riverside Can Am). If we got a total of 30 minutes of race highlights, it was a lot. Don’t get me wrong, I was grateful for the coverage we got, and I would be there in front of the TV on any and every Saturday that Wide World of Sports had auto racing to show.

Looking back now, though, I suppose I have been spoiled by live coverage of races and would certainly hate to go back to those days. In addition to the print magazines you mentioned, I remember (and still have copies of) a few others that came and went. Autoweek and Autosport are the mainstays (I have been a subscriber to the former since 1970 and the latter since 1979), and have saved a complete set of On Track. Numerous monthly magazines have come and gone over the years. Sports Car Graphic( '60s), Auto Racing ('60s to early '70s), Formula ('70s), Race Car (late '70s to early '80s), Grand Prix International ('70s to '80s), On Track ('80s to 2000), Auto Racing USA (only 3 issues ever published in the late '70s) and probably a few more that I have forgotten, are magazines that I subscribed to and watched go out of business.

With the IndyCar season over, is there any update you can give regarding the Dan Gurney book? It sure would be nice to have a good book for the long winter. Thanks for all you do to promote our favorite sport!

Paul, Lockport, NY

RM: When Al Michaels left the Cincinnati Reds to go to work for ABC in the early 1970s, one of his first assignments was to cover the Hulman Classic sprint car race at Terre Haute. He’d never been to any kind of a race and asked if I’d sit next to him and give him some help. So I wrote notes for 40 laps, and he sounded like he’d been calling races all his life because he was obviously that good. My point is that as much grief as I gave ABC in the past 20 years, they would cover DuQuoin, Springfield and the Hoosier Hundred on the WWoS, and gave USAC a nice ride. Evi Gurney is working feverishly to get the first of The Big Eagle’s installments finished, but not sure it will be ready for this Christmas. But I’ll have a Xmas video in December with several new books you will want to buy.

The definitive book on the Big Eagle is still in the works – but it'll be worth the wait. Image by Bloxham/LAT

Q: Your "Salute to Print" brought a tear to my eye. I read and loved all of those except the Indy Star, which we in Arizona knew nothing of – thank you. I'm sure that I am close to being voted off the island after my recent letter about electric car racing and this will probably find me banished forever, but I can’t help wonder if, after all these years, the split wasn’t for the best. CART, a series run by the car owners and overseen by a series of clowns and stooges for the owners, would have collapsed anyway, and racing is struggling to attract fans in today’s world.

The only thing that ever made sense for IndyCar racing was for the series to be run by the management of the Speedway. Sure there have been missteps like the firing of Randy Bernard, but the strategy and personnel that Mark Miles has put in place has resulted in the best racing on the planet. What do you think – do I need professional help?

Pete in Tucson

RM: No, the problem with the IRL is that it tried to get traction at the height of CART’s popularity and the result was devastating for the Indy 500 and open-wheel racing in general. The owners were succeeding in spite of themselves and it turned out TG really didn’t have a better plan. It’s been steadily making little gains since 2008, but we will never see the popularity CART had in the 1990s.

Q: Did you see the F1 series on Netflix? It is fantastic. The human element it depicted makes me want to return to an F1 race again after an absence of 20+ years. What would it take for IndyCar to do the same? It seems to me that this is the sort of thing that is needed to grow the IndyCar Series.

Dennis Watson, Loda, IL

RM: I didn’t, but I heard good things about it. What would it take? Money. But IMS Productions has the capability to shoot it and produce it, so you find a sponsor, take 15 percent and we’re in business.

Q: I always thought we didn’t get to see Roberto Guerrero’s full potential due to the tire test wreck at Indy in 1987, even though he had won twice that year. Seemed that he had bad luck on numerous occasions at Indy and leading other races. Was very happy to see him join SVRA. Thank you for all the work that you do! Long live Robin Miller 4 ever!

Mark

RM: He made a miraculous recovery from that head injury but never won another race after that, and likely wasn’t the same driver. His CART days were definitely impressive (winning Phoenix and Mid-Ohio in 1987) and he was still quick upon his return, but didn’t have the same success and seemed to crash a lot in the IRL. He was magic at Indy and damn good at road racing besides being one of the nicest guys on the planet.