Robin Miller's Mailbag for December 4, 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: You already know the answer, and the interview with Mike Shank that Marshall did was the basis for my question last week. The answer is basically “to make 0.3 seconds a lap, we spend $500K-$1m per season or about 9-13 percent of the budget to get that.” A fan will never recognize this at a race, so, at the end of the day, you blow up budgets for that last 0.3s at best. I would bet that if the IndyCar season budget dropped by that amount, certain teams that do not have currently would have funding to compete the full season. The sponsor equation would fall into place more easily when assessing value. Further, the driver becomes even more important, and those funds would be better spent on driver salaries which we all know are pretty pathetic overall.

As a fan that watched IndyCar at Road America in the late 1980s, the real deal is the pure acceleration and blinding speed those cars had. Going 200 mph into Canada Corner was the thing. That 0.3s gained from a $1m shock program was irrelevant to fan experience. Mike Shank has great points. Also, pointing to joint weekends with other series makes a ton of sense. The pie is not growing.

Emmett

RM: The owners voted not to have spec shocks/dampers a few years ago and Shank is spot on in that it does nothing for the fans or the experience. So sometimes you have to protect the inmates from themselves, and I guess if IndyCar got real serious about cutting budgets, it would intervene and adopt that rule.

Q: What’s to keep a Joe Blow from somehow acquiring a DW12, working on it in his shop with a small crew, and haulin’ it to races behind an F-250 in a Featherlite trailer? How much equipment is necessary vs. keeping up with Mr. Penske? (Isn’t that what it’s all about, anyway?)

Todd in Southern Virginia

RM: I think you just described what Clauson/Marshall did last May, and while they didn’t keep up with R.P., they did make the show with a very small budget and not many spares. But it was all about getting in the race for them.

Q: Robin, a note from a guy as old as you who cut his Indy teeth watching races at Trenton. I can still remember the thrill and the hair standing up on the back of my neck when the cars came around the grandstand. I love tradition as much as anybody but you must adapt to survive. I’m glad you were so direct responding to the idea that the Indy 500 naming shouldn’t be touched. It would be a huge boost in more ways than one to sell the naming rights. It might even be a game changer. Everything you keep repeating about the economic realities is spot on, as the Brits say. I hope Roger does a great deal for the rights; if anybody can, he can. Keep speaking the truth even if it rattles a few cages. Keep up the good work!

Jeff, Bernardsville, NJ

RM: Thanks Jeff, I always find it amusing when people get up in arms about messing with Indy’s tradition. Really? Other than 11 rows of three, what tradition is left? And as difficult as sponsorship is to secure why wouldn’t real fans welcome Indy’s purse getting a big boost from a title sponsor that R.P. locates? If Indy paid what it should we might have 45 cars again.

Pato O'Ward was warmly embraced by IndyCar fans in the U.S. Could he be the key to a successful IndyCar return to his homeland? Image by Levitt/LAT

Q: In order to have a race in Mexico, first Mexican fans need to embrace "Pato" as they did Adrian Fernandez. In my opinion, Adrian was a very good driver but a better PR person and businessman. This year we were able to watch Indy in "Clarosports" paying $45/year. That is OK, but we are hardcore fans. Average fans need to have the races on open TV. In the CART golden years it was TV-Azteca -- they made such a fan base that they built Fundidora racetrack at Monterrey. To fill the Autodromo Hermanos Rodriguez track is no problem, the fee no problem, etc. But people need to know who "Pato O'Ward" is, and, at the moment, he is a very well-kept secret.

Juan Langarica Renteria

RM: If Arrow McLaren SP provides Pato with a good car, then Mexico will become very familiar with him because he could be another Montoya in my book. As for your TV options for 2020, that’s something I’ll have to ask IndyCar about; but I do remember the ESPN-type show back in the CART days.

Q: We hear time and again that Honda spent all its money on Rossi. We also hear that Honda has a beef with Alonso and McLaren. We also keep hearing that Honda US and Honda Japan are different companies and that the IndyCar Honda and F1 Honda are separate companies. I know that international companies have distinct entities in each country for tax and legal reasons, but aren't they all the same? Honda of America doesn't have the $1 million to get Hinch or Conor a ride, but Honda Japan has the tens of millions to fund Red Bull. But somehow Honda of Japan has the pull to tell Honda of America not to give Alonso a ride. No money attached, would they not have the pull to tell them to write checks? By the transitive properties (at least in my bourbon fueled mind), Honda has the money.

Shawn, Maryland

RM: Honda of Japan is the boss, makes the major decisions and controls the resources. Obviously, with its international TV audience, F1 dwarfs IndyCar so the big money spent is justified. The fact that Honda of Japan felt insulted by both McLaren and Alonso played directly into their not supplying engines for the IndyCar effort last May. Honda Performance Development makes its deals with IndyCar teams and HPD president Ted Klaus was instrumental in keeping Rossi on the team. But, as much as HPD likes Hinch, it doesn’t have millions to get him a ride. It can help with an engine but that’s about it. Maybe Honda of Canada could help, but I can’t imagine it pitching in $5 million. And, as much as HPD likes Michael Andretti and his team, it’s not going to go against the home office and run Alonso unless there’s a change of heart in 2020.

Q: I just read a report on Wheels.ca that says it’s a good possibility Hinch will replace Bourdais at Dale Coyne because of his ties to Honda -- specifically that he has an engine lease that Coyne has now been left to pay for with the recent sponsorship deal falling through. Do you have any further details on this? Are you of the same mindset as I am that IndyCar needs a Canadian in the full-time field (Wickens notwithstanding) in order to nurture and grow the sport in Canada? I for one would not be satisfied if Hinch just drove the Indy 500 and Toronto.

Rick Fokkens, Port Colborne, Ontario

RM: The popular opinion is that Coyne and Honda are going to rescue Hinch, but I don’t think so unless Honda of Canada writes a big check. If Honda pulled its support of Bourdais for last season’s lack of performance, then why would it justify a freebie for the guy who finished right next to him in the points? Don’t get me wrong: HPD loves Hinch and is very fond of Seb; but, again, it’s all about business. Even though James has gone underground, I’m hearing he still might have a shot at a third RLL car so I’m going to call Bob Rahal this week and inquire. IndyCar definitely needs The Mayor in the series because Canada still represents a big part of the fan base, despite the unhappiness over the lack of television coverage.

Q: Enjoyed the insight on the current state of IndyCar, and the small insight you indicated on how engine leases works. So, do I understand correctly that Honda offers free engines to some if not all teams? How is this program structured and is it available to some or all Honda engines? If the program exists, is there any IndyCar rule(s) that covers it?

I agree with your comments that the current system is bad for drivers -- as you stated, contracts don’t mean a thing anymore. More concerning to me is that we are seeing that talent is no longer important when it comes to the final decision on selecting a driver. If this trend continues, then the series is less compelling for fans as we will be watching the drivers who bring the money required to get behind the wheel. For me, in this scenario, it won’t be worth my time to watch, and I won’t be spending the money to attend the one race near me.

Warbird Willie

RM: Driver talent is still important and I think you see that with Oliver Askew, Pato O’Ward, Colton Herta, Spencer Pigot and Conor Daly (for five races last season) because they were hired to drive without bringing money. We aren't privy to the deals Honda and Chevrolet have with their teams, but I think there are freebies or discounts depending on one’s status in the series. Drivers have been buying rides for 40 years, so I don’t know why everyone is suddenly in an uproar. Yes, it sucks that a driver with a sponsor could have a ride instead of a former champion like Bourdais, but that’s the reality of racing. And so far it hasn’t diminished the fierce competition in IndyCar.

Q: With Michael’s hectoring for value adding franchises (son of IRL), is there any talk of paying drivers (less ride buyers) so they can make a real living in line with risks? How about paying the boys in the shop turning wrenches more money and benefits? Not just engineering. I’m guessing ... not!

Mary M.

RM: I think the salaries for IndyCar’s front-liners range from $2-5 million, so it’s nothing like CART’s heyday when Honda and Toyota were throwing money around and big names made $5-7 million a year. But it’s still better than the mechanics that no longer get percentages of the purses and were castrated by the Leader’s Circle.

Q: Please pass along to Michael that now any Marco, Dick or Harry can have his daddy buy a car and truck, and just show up at the track, race after race, to be a backmarker, when real drivers like, Hinch, Seb and Daly have to stay home.

Randy Silberman, Columbus, OH

RM: I’ll let you tell him Randy.

Q: I've been an IndyCar fan since my oldest brother took me to Winchester to see his favorite driver, Pat O'Connor, when I was three. I've gone up and down with triumphs and travails of IndyCar -- even through the IRL/CART days -- always telling my friends that the best racing is in IndyCar and that "real race cars don't have fenders." I've been delighted with the Mark Miles/Doug Boles era, seeing the sport pulling itself out of the low point of Las Vegas in 2011; watching a truly outstanding crop of American drivers develop and get good equipment; observing the development of a real plan for the future; building strong relationships with NTT and NBC; improving safety with the aeroscreen; and finally the Penske deal putting IMS in solid hands for a nearly unlimited future.

Then, the bottom seemed to fall out. Hinch, the best spokesman for the sport, is let go with what appears to be a backhanded move after Schmidt announced Hinch was his driver for 2020. Then, Bourdais is cut loose without any of the respect he deserved. And Conor Daly is still without a ride. I know it's a money sport. I think your mentor Bob Collins used to write, "Speed costs money. How fast do you want to go?" But for the first time ever, I think I will find myself actually cheering against two teams -- something I've never done. Never. It's nothing against the drivers, but I want to see those teams fall flat on their face.

It's not that Hinch and Bourdais lost their rides; that has always been part of IndyCar. And both had difficult 2019 seasons. But the way it was handled was appalling. I always wanted to see Sam Schmidt in Victory Lane, just like I always cheered just a bit louder for John Barnes and Panther Racing; but no longer. Next May, I'll be back in my seats at the top of Turn 3, but I'm not sure I'll feel quite the same. And that's a shame.

Stephen Terrell

RM: I think you feel like a lot of fans do, and I imagine Dale and Sam both wish they would have handled things with more dignity and honesty.

Coyne and fellow team owner Sam Schmidt have drawn IndyCar-fan wrath of late. Image by LAT

Q: Robin, you have said that Arrow was upset with James Hinchcliffe's "spread" in ESPN's The Body Issue. Really? Really? In this day and age? It wasn't like Hinch was hanging out all his junk for everybody to see as if he was in Playgirl. I seem to recall Helio a few years back was in The Body Issue and nobody at Penske or their sponsors threw a hissy fit. And, anyway, how many athletes have appeared in that issue? Probably hundreds! I don't recall any of them suffering any repercussions from their appearance. I guess it just gives me another reason to dislike Arrow McLaren since first they can Hinch and now they are acting like the Church Lady.

Rick Owens, Fort Wayne, IN

RM: All I know is that the team president and PR person lost their jobs and it was supposedly because Arrow wasn’t informed of the ESPN shoot ahead of time. Is it petty? Hell yes. That was great publicity for all concerned, but I guess Arrow didn’t see it that way. I do like the idea of Hinch dressing up as the Church Lady at the season opener.

Q: With the recent news around Pigot, and then Bourdais, it seems by my recollection that there are six or seven seats that have not been "confirmed" for 2020. Interested to hear any insight you have, or rumblings of who might fill the seats at Foyt, Coyne, Carlin and ECR? Lastly what are your insights to ASPM? It feels like McLaren is running the show there now, and SP's days are numbered before they are completely bought out. If ASPM is taken over by McLaren, do you think SP would start another team?

Rod, Fresno

RM: All Marshall and I hear every day are rumblings. I think Tony Kanaan will run the ovals for A.J. with maybe Seb or Charlie Kimball on the road races and Dalton Kellet supposedly in line for the No. 4 car. Marshall reported F2 driver Sergio Sette Camara was a Coyne possibility, and Honda Super Formula winner Alex Palou was also in the running. Hoping Conor Daly gets the nod for Indy and the road races with ECR and there might still be hope for Hinch in a third car at RLL. I think if Sam and Ric sell, then obviously McLaren is the logical buyer.

Q: Since there are only three IndyCar events that conflict with IMSA -- all three ovals -- and Sebastien Bourdais now drives for GM again, what are the odds he could fill in for Carpenter in the No. 20 for road course events? I'm still pissed, and wish nothing but the worst for Dale Coyne -- especially in light of the fact Hinch and Seb could have just swapped rides and made everyone happy. I hope Seb wins the IMSA championship and sends the trophy to Dale.

Paul H.

RM: I think we’ll find out about the driver of the No. 20 car this week, but don’t think it’s going to be Seb. But he would be a logical candidate if ECR didn’t need sponsorship.

How 'bout Seb as driver for ECR's No. 20 on road courses? Image by Galstad/LAT

Q: I usually watch the F1 races with a group of guys in the suburban Detroit Area. Mostly the same guys and mostly the same BS every race. Yesterday I heard repeated complaints about Indy situation and specifically what I believed was unfair criticism of Dale Coyne. I have always believed Dale was 100 percent racer, and the SeaBass termination seemed more about losing a sponsor than look for a 'rent-a-rider'?

There hasn't been any comment on the SealMaster sponsorship, or any comment from Vasser/Sullivan. Can you fill us in on the specifics of this sponsor and the DCR with Vasser-Sullivan relationship for next year?

Also, one of the guys here works for a big Tier 3 OEM who has one division that does prototyping for Cosworth and Ilmor. He believes that McLaren is simply contracted by Arrow to manage the IndyCar team in the same manner that Ganassi was contracted to manage the Ford GT Program. Is this your take on that team now?

Jon Clarke, Harrison Township, MI

RM: Dale has always done what it takes to field a car or cars, he’s a racer to the core and this was business. Having said that, Seb didn’t deserve to be treated like some rent-a-driver and get booted with no chance to get another ride, and that’s why most people are pissed off at DC. As for McLaren, all I know is that they made the call on the drivers and I think Gil de Ferran and Zak Brown will make the major decisions even if McLaren is “only” a sponsor.

Q: While watching the broadcast of F1's season finale from Abu Dhabi, Fernando Alonso was quoted during an interview as saying he would be running in the Indy 500 again. Would you please to give us fellow degenerate gamblers the odds on what team Fred will team with come May?

Steve, Indianapolis

RM: If Honda gives Mikey the OK, he’ll run for Andretti. If not, a Chevy with Zak Brown and Arrow McLaren SP. I’m leaning towards Fred in a Bow Tie.

Q: Just how bad are things in IndyCar? If guys like Seb and Hinch can't get sponsors to fill the gap that Honda put up then there's a really huge underlying problem. They finished 11th and 12th respectively last season. That's mid-pack. It's not Honda's fault because they're already spread thin sponsoring many of the races and teams. It's not even Dale's fault: You can't run a team without money. This is depressing. I thought things were looking brighter for the series.

Jon L., Chicago, IL

RM: Racing in general is scrambling for sponsorships and don’t forget that even Roger Penske paid for one of his own cars when he was running four a few years ago. I imagine that with his personality, Hinch could probably find a sponsor but not in November because the budgets are set back in late summer. I keep saying people don’t realize how lucky we are to have 22-23 cars given the economics of IndyCar.

Q: Love reading your Mailbag every week. Your insight and access to all things IndyCar is unparalleled in all of motorsports. I've been thinking a lot lately about the drivers that have come and gone since the development of the DW12 -- Aleshin, de Silvestro, Huertas, etc. I was going to ask what your dream team of drivers with recent IndyCar experience would be if you could fund three or four full-time rides, but I think that answer would pretty obvious in light of recent news.

So my question now is this: Is there a specific third OEM that you think could be immediately beneficial to IndyCar? I would think a Ford or similar could partner with Cosworth for 2020-2021, build up a team or even two, all for minimal cost while developing their program for the 2022 ruleset. But the question is which OEMs, if any, can give IndyCar a boost in terms of marketing, exposure, or simply funding some of the many talented drivers who have been left out?

Ed in Dayton

RM: I would put Kyle Larson, Chris Bell, Bobby Santos, Tyler Courtney and Kody Swanson on my Indy 500 team and find some wheels for Aaron Telitz in IndyCar. Obviously, Ford or Toyota would be ideal since they’ve got the wherewithal to promote IndyCar in addition to building competitive engines. And thanks for being a loyal reader.

Q: Why is development of shocks and dampers different than the way they do engines? Right now, the competition in engines is between Honda and GM. Granted, the changes are not every year (are they?). Though the teams participate in the development of engines with whichever manufacturer they are partnered with, it's the manufacturers that carry the development cost burden and not the teams. Why can't we move the competition of shock/damper development to the actual manufacturers of of shocks and not the teams? Let the teams buy their shocks from a set of pre-approved shock manufacturers that are all competing for the best shocks and dampers.

Doug B.

RM: We’re going to ask RACER’s Dr. Damper (Marshall Pruett) to handle this one:

“Hi Doug. Best note I can offer up front is that 'dampers' and 'shocks' are the same thing, similar to how 'soda,' 'pop,' and 'soft drink' all describe the same beverage. As for moving damper competition from the teams to the damper manufacturers, that would have to be a decision those manufacturers made on their own. So far, they haven't found value in funding such a thing; they make products to be purchased by the teams, and that's their business model.

"It's also worth mentioning that, in most cases, teams buy dampers from a vendor and perform customization of the internals to meet their needs. Think of it like buying a crate motor from GM and swapping out the pistons, cams, and crank to change the power and torque characteristics as desired. I do like the idea of IndyCar requiring damper vendors to register with the series and make their products available to any and all teams who want to buy their goods. At present, there's no formal link to the series, nor are the vendors required to serve the paddock in an unbiased manner. Here's how important dampers have become: Some drivers won't consider a team unless they have the dampers that driver wants; and if the team can't get the vendor to sell them those dampers, which happens, the team is out of a driver and possibly out of the series. It's a broken system.”

Q: I watched the F1 race on Sunday and it made me realize how important driver personalities and public following is. Back in the day, Mario, the Unsers, etc., were well known to the public; that is no longer the case with IndyCar stars. NASCAR's success is strongly based on drivers that fans follow. Increasing public awareness of IndyCar drivers is critical. Any thoughts about how to do this?

Bill from CA

RM: National TV commercials, a racing show year-round and some kind of weekly podcast on YouTube would be a good start. IndyCar drivers are very accessible compared to NASCAR and F1, and the fans attending races get an autograph session and up-close access with a paddock pass. But taking the champion to the Detroit Auto Show doesn’t move the needle.

Q: I'd suspect many Americans, asked to name a 'race car driver', would come back with A.J. Foyt or Mario Andretti, though neither has raced for a generation. Why is this? If I can answer my own question, I'd say for their tremendous accomplishments and because each is 'beloved', but for different reasons: Mario for his lovability and openness, and AJ for his irascibility. Do those two know that, are they OK with that, and are they competitive about it?

Jenkins, Ontario, Canada

RM: They both appreciate the indelible mark they left on the American public in their racing days and they’re also aware their fame isn’t fading. Although A.J. sometimes professes he doesn’t like Mario, that’s an act because they have great respect for each other and Tex even calls him on his birthday. But they’re beloved because they’re the two best ever and they both survived the most lethal time of motorsports.

Foyt and Andretti are surnames that will forever say 'racing driver'. Image courtesy IMS

Q: I feel that the conversation about a possible third engine manufacturer is missing the point. The real question is when will IndyCar have one or possibly no engine manufacturers interested in participating with fossil-fuel-powered engines? In my mind, it’s when, rather than if, and my horizon is about five years. I quote: “Honda’s automotive COO Seiji Kuraishi is a man said not to be in favor of the F1 engine program. In a presentation from 2018 he said, ‘One of our goals is to make Honda a company that society wants to exist. In order to achieve this objective in the fast-changing environment, we have formulated the 2030 vision to provide new value unique to Honda. One of the keys to achieving this objective is in reducing CO2 output.’ A petrol-burning formula, hybrid or not, might not resonate much with an automotive company looking to move to electrical, hydrogen and fuel cell technology.”

Oliver Wells

RM: I imagine there will be some kind of major adjustment made to a racing engine in the next decade, but I’m certainly not smart enough to tell you what it will be. But if it’s electric or silent, I know myself and that guy who runs a bulldozer in Houston won’t be watching.

Q: How are manufacturer points awarded?

Redding

RM: Thanks to Honda’s Dan Layton for this explanation: Here’s the IndyCar section on how Manufacturers’ Championship points are awarded. It’s basically "the top two finishers for each manufacturer, unless an entry is on its fifth (or higher) engine, in which case that entry can no longer score points for the Manufacturers’ Championship."

The last paragraph is worded funny, but basically awards bonus points for engines “mileaging out” at Indy. Extra points are also available at Indy for qualifying: "Engine manufacturer championship points will be awarded to the top two finishing full-season entrants for each manufacturer in a race using the same points structure as used for entrant and driver points (50 points for first place, 40 for second, etc.). Also, five points will be awarded to the race-winning manufacturer while one point is awarded to the engine manufacturer that qualifies in the pole position at all races except the Indianapolis 500. Two points will be awarded to the engine manufacturer that wins the pole position at the Indianapolis 500 and one point will be awarded the engine manufacturer that is the fastest on the first day of Indianapolis 500 qualifying.

Additional bonus points are available to manufacturers for an engine that meets the 2,000-mile threshold during the Indianapolis 500. A one-time bonus equal the number of manufacturer points scored in the Indianapolis 500 will be awarded."

Q: Now that the dust is starting to settle with Mr. Penske buying the Speedway, do you think it’s possible down the road that Tony George could become part owner? I truly believe -- and I think most would agree -- that this sale would have never had happened if not for Tony’s sisters. I would love to see, somehow, the Hulman-George family name still associated with the track. After all, if not for Mr. Hulman, the track would have been long gone!

Brian Lancaster, West Lafayette, IN

RM: No, I don’t ever see that happening, but TG remains president of the IMS Museum and between that and whatever role he plays in May with ECR, he’ll still be visible and part of IMS. But I’m sure Roger will always honor Mr. Hulman’s and the family’s legacy in some form.

Q: For some reason, I got to thinking about the IndyCar Triple Crown. They need to have an oval, street, and road course to compete on. What would be your pick to maybe spike some interest in the series? I'll go with Long Beach, Road America, and Gateway.

Eric, London, OH

RM: Probably have to be Indy for the oval if you tied in a major sponsor but your other two choices are good. The only reason to have a Triple Crown would be if it was funded with enough money that people paid attention, and I’m not sure that’s feasible -- even with The Captain in charge. I’d rather see him get Indy’s purse up to where it belongs.

Q: Short-track open-wheel racing seems to be growing an audience faster than anything else recently. Could we possibly see a return of this type of racing to television (Thunder Series) or has streaming (FloRacing, DirtVision, etc.) taken over completely? I’ve recently rediscovered sprints, midgets, late models and modifieds, and I firmly agree with you that if IndyCar reaches out to these fans, it would be a positive for all types of racing. A special heat and feature for some IndyCar drivers at the Chili Bowl or BC39 would be ridiculously positive. Those series bring more eyes to IndyCar than a commercial during a Week 1 NFL game. Do you think Roger Penske will recognize this, or will the great disconnect between big time open-wheel racing and short tracks continue?

James Panther

RM: I imagine that if USAC found the funding it could approach NBCSN about a weekly short-track series or selected USAC races, or maybe pay one of those streaming sites to shoot it for NBC’s web page. Penske was the grand marshall at the Chili Bowl a few years ago so he saw the crowd and enthusiasm. I know IndyCar is aware the Chili Bowl is an untapped resource for them, but not sure if they’ll do anything with it.

Midgets, sprints, late models and modifieds form a wide short-track world that remains largely untapped by IndyCar. Image courtesy USAC

Q: I fervently hope that you will report live from the Chili Bowl. Perhaps it would be too much to hope for that you can get at least one IndyCar driver to enter and ride the cushion.

Ron Ford, Muskego, WI

RM: Planning to go if I can get up the strength to walk as much as it requires, and if not, I’ll cover it off streaming like I have the past two years. Conor Daly ran there last year and I think he’s planning to return and hopefully take Alex Rossi with him since he just finished another run at Baja.

Q: With Thanksgiving in our rearview mirror, there several things I am thankful for: a good job, good health, friends and family, etc. But the one thing I was thankful to do this year was knock one item off my bucket list: getting a Bronze Badge for the 500. As soon as I stepped into the garages on qualifying day for the Indy GP, I was wondering why I didn't start this earlier in my life. (For the record, I am 46 in December.) I went four days during May -- GP qualifying, Bump Day, Carb Day, and Legends Day -- and I got to see about everything.

Seeing the work being done in the garages to get a little more speed out of the cars; catching up with old friends and making new ones; getting autographs and pics from drivers past and present; and enjoying the Mario exhibit at the museum during the rain delay on Bump Day was great. I even got a picture of me with some old grumpy racing writer at the Memorabilia Show on Legends Day. All I can say is: Get the Badge. For what you get -- free GA during practice/qualifying, garage access, and one hour early access to the track -- it is hands down the best value for any sporting event I have ever seen.

Alex Westgerdes, Sidney, OH

RM: I’ve always said that in today’s over-priced sports world of NFL, NBA, and NHL,  the Indy 500 remains the best bargain for the money. And the Bronze Badge is a close second because it affords fans a look inside that nobody else gets in NASCAR or F1. Next May I’ll tell Marshall not to be so grumpy.

Q: I got an e-mail from COTA, Could not get it to you for the Mailbag in time, but people might want to check out their web page periodically. They were offering a "Black Friday Special": a three-day General Admission ticket to the IndyCar race for $89. It started last Friday and ended on Dec. 2. Got another e-mail today (12/1) for 20 percent off Birmingham race but ended that night so people might want to check that web site as well.

Tom in Waco

RM: Good info Tom. Wish they would keep those discounts alive for another month or so.

Q: As we think about the reality of Hinch and SeaBass being dumped and your answer last week saying, "Hell yes, IndyCar is that desperate," along with the landscape of racing in the United States in the last 20 years, I think something no one is talking about is racing as a cultural phenomenon. I am from the Midwest, am 41 years old, and have been an IndyCar fan my whole life. I've been to 22 Indy 500s and countless races at the Milwaukee Mile. 15-20 years ago, when I told people I'm an IndyCar fan and went to the 500, people thought it was cool and got it. However, for the last 10 years, when I tell people I'm a racing fan and go to the Indy 500, people think I'm a straight-up redneck and I get laughed at. All. The. Time.

You mentioned in last week's mailbag that the Daytona 500 gets six million more viewers than the Indy 500. We all know that's not because of the racing (the Indy 500 has seen the best races ever in the last 10 years). I believe it's a cultural thing: In the Midwest (and, really, just the northern part of the country), nobody cares about cars. The days of being loyal to Fords, Chevys, Chryslers, etc., is done. Nobody cares. In the South, car culture is still a thing -- loyalty to brands; horsepower; hot rods; racing, etc. I fully believe IndyCar's fade has had more to do with a cultural shift than with The Split -- too many road courses, spec cars, etc. Racing is a niche sport in the North and a major sport in the South; but the South identifies with NASCAR and sees IndyCar as a rival -- it's that simple.

I'm convinced that no matter what major sponsor for the Indy 500 is signed or third manufacturer signs on, nothing major will change for IndyCar, mostly because it's historically rooted in the Midwest and North, and very few people in the Midwest and North care about racing. I get the responses of the huge attendance at Road America and Gateway, but let's be honest: Those are exceptions to the rule. I hate to be so negative as an IndyCar lifer, but, as I look around me in one of the historical hotbeds of IndyCar in the nation (Milwaukee), I can tell you, very few people care at all about IndyCar, or any other type of racing.

Randy, Milwaukee

RM: You present an interesting analogy with some good points. We go to Pocono and nobody has a clue there's an IndyCar race. Last year at Iowa, I had on my NBC hat and a man asked me if there was a race and I told him IndyCar was in town. He turned to his friend and said, ‘Oh, the big boys (NASCAR trucks) won’t be here until next month.” I agree that three out of four people would say "NASCAR" if you asked about racing, and between ESPN, marketing and The Split, stock car racing left IndyCar in the dust.

As for Indy vs. Daytona: One is held during the day in May when it’s usually nice outside so maybe people just record it on their way out the door, while NASCAR’s crown jewel is run in the winter when everyone is inside and pro football is finished. No comparison to the potential audience. But keep the faith: IndyCar still has the best racing and Indy remains the greatest spectacle in racing; it just doesn’t pull viewers like the days when we only had three channels.