The RACER Mailbag, December 1

Welcome to the RACER Mailbag. Questions for Marshall Pruett or any of RACER’s other writers can be sent to mailbag@racer.com. Due to the high volume of questions received, we can’t guarantee that every letter will be published, but we’ll answer as many as we can. Published questions may be edited for style or clarity.

Q: IndyCar has to bring back Chicagoland.

Kind regards,

Jan-Niklas Itzeck

MARSHALL PRUETT: I mean, you’re not wrong, Jan. And let’s not stop there.

Also, bring back the Apron, Cleveland, Milwaukee, Gene Simmons, Fontana, Ontario, Ken Hamilton and the Eagle Aviation Chevy, Brazil, Cosworth DFXs, Caesar’s Palace, Las Vegas, Cedric The Entertainer, the Hanford Device, Jason Priestley, the Hut 100, the Freedom 100, Baltimore, Willow Springs, David Hasselhoff, Qingdao, Trenton, Mexico, mechanical pop-off valves, Nazareth, bias-ply tires, and the Panoz DP01.

Q: We see every kind of electronic online gaming at the college sports level, but never motorsports. Why?

On another related subject in motorsports engineering… not all engineering schools with mechanical engineering degree programs can afford the $1m Indy Lights Autonomous Challenge car and have a chance to compete. But why not an F4 car, and give many more colleges and a real competitive chance for more young men and women to use their skills as a team to learn engineering, computer technology, and so many other skills that racing can provide? More schools, more competition, more coverage on TV and more money in more states, and eventually a national competition. That would be the better approach, maybe?

Jim Radmann

MP: I like to think I can answer many things about motor racing, Jim, but answering why Esports and motorsports has not taken off at the university level seems like something where I’d need to take a few months off work, travel throughout the country, perform hundreds of campus interviews, and then publish a book on my findings to properly answer a question that you, nor I, can provide at the moment. I do, however, appreciate your faith in the Mailbag.

On the second question, which I can answer without a leave of absence, IndyCar and IMS have no affiliation with the F4 series or its car maker. But Dallara, and its Dallara USA base, which is less than a mile away from the IndyCar/IMS offices, is definitely a known partner to trust with autonomous Lights cars lapping the big oval. And for what it’s worth, the Lights car wasn’t the crazy-expensive part; it was all of the autonomous tech. Going to an F4 car would reduce the cost, but not enough to double or triple the field size.

Q: I don't know the best way of getting this suggestion to IndyCar's ears, but I hope this is it.

When IndyCar and NBC announced the whole season starting in 2022 would be live streamed on Peacock, one of the perks that was specifically mentioned was that fans at the track could see the TV feed on mobile devices. While this is great, it causes fans to have to switch constantly between the Peacock app and the IndyCar app for timing and scoring. Something that would make for the best solution is to allow fans to enter their Peacock account into the IndyCar app and view the Peacock feed over the live timing and scoring, which would make it a true one-stop shop for fans.

I don't know if four months is enough lead time to implement this, but I wanted to get the idea out there.

Best regards,

Victor, New Haven, CT

MP: Interesting idea, Victor, and as you figured, this isn’t happening now. But what I do hope will happen is for IndyCar and NBC to make damn sure the graphics package for all future races takes a step out of the 2000s and follows F1’s approach by turning the screen into a powerful timing and scoring resource so that you and all the other fans have no need to frequently switch back and forth between the Peacock app and IndyCar app to know what the hell is happening.

Q: One thing I think would be cool, considering the importance that the crew plays in the overall performance of the racing car in any given race, would be to have the crew members' names listed on the car like they used to do back in the day.

Who can I see about that?

Doug Garrison, Senoia, GA

MP: That is a delightful throwback suggestion that deserves serious consideration by the series. If they can require all manner of logos and graphics to be placed on every car in the same places, why not add a box in a visible area where all the men and women who make the cars function are listed by name?

Chicagoland, which is Jan's pick to return, regularly delivered some of the toughest and most breathtaking racing during its time in IndyCar, as Helio Castroneves (No. 3), Ryan Briscoe (No. 6), and the late Dan Wheldon (No. 10) demonstrate above. Michael Levitt/Motorsport Images

Q: Very sorry about Robin Miller. I really enjoyed his work both on television and in print. He is and will be missed.

Is there a chance that you could talk to the powers that be about the IndyCar website? It's terribly outdated in style and content. It looks like a first-year web design student takes care of it. I do, however, really enjoy the RACER website. Usually very up to date and informative.

Thanks!

Barry, Fort Wayne, IN

MP: Thanks for the kind note about RACER, Barry, and for the thoughts about our man Miller. Just as Coke doesn’t send over notes to Pepsi on how to improve its formula, I’m not sure we’re the right ones to urge other websites to improve their product.

(And at this rate, we also might need to start a separate ‘Can you talk to __________ for me?’ Mailbag, or just ask someone to develop an IndyCar Tinder app to connect passionate answer- or change-seeking fans with the right problem solver at the series.)

Q: If Roger Penske is able to procure a third engine manufacturer (such as Ferrari, Porsche, Toyota, or Kia), who determines what teams or drivers receive these new, untested race engines?

What’s the process to spread these new engines around for 33-plus Indianapolis 500 entries and the full-timers in the IndyCar Series?

Thank you.

Roger Hancock, Gilbert, AZ

MP: Totally free market here, Roger, so if a team is at the end of its contract with Chevy or Honda and wants to go with MFG X, it’s between them and the new manufacturer to do a deal, assuming the manufacturer wants to do business with that team. Other than setting a cap on the annual lease prices, today’s IndyCar does not get overly involved in the business side, unless it’s the Indy 500 and a few underdogs ask for help with finalizing deals.

When a third manufacturer joins on, trust me, there will be no lack of testing. Just as we saw in 2012 when teams got their new Chevy, Honda, or Lotus powerplants, pre-season testing will reveal plenty about who’s got the goods and who’s headed back to the drawing board. (I also don’t expect to see another Lotus-like situation again in my lifetime.)

Although there’s no word as to when a third will sign on, I can guarantee you that two excellent organizations like Chevy Racing and Honda Performance Development have already game-planned which teams they’ll fight to keep and which teams they’ll encourage to look elsewhere for an engine partner.

That’s the fun (and occasionally dramatic) part of this process. Right now, the field is always something close to a 50-50 split. Add in a third manufacturer, and the two who’ve been here forever can cut bait with some of the lower achievers without fear of repercussion from the series. At the same time, a third manufacturer will certainly need to sweeten the pot if it wants to take one of the big IndyCar teams away from Chevy or Honda. Otherwise, it might only have second- and third-tier teams to rock with, and that would be a giant waste of time and money.

Q: Marshall, any idea where Felipe Nasr will land next year? He left a heartfelt message on Instagram regarding his time at Whelen but gave no clue what his next move would be. I know he's been linked with the Porsche/Penske sports car program, but news from that camp has been slim to none of late. I'm pretty sure the not-so-secret night test of an LMP2 at IMS involved Penske with Felipe behind the wheel, but still no announcement. If Felipe does become part of the Penske organization, do you envision any scenario where Felipe is entered in an IndyCar for selected races?

Jonathan and Cleide Morris, Ventura, CA

P.S. - Felipe is my wife's favorite. Both born in the same city.

MP: The awesome Mr. Nasr, who should be racing for a top team in IndyCar, is expected to be confirmed within the Volkswagen Group’s IMSA LMDh prototype family. Although I first heard and wrote about your wife’s favorite driver going to the Audi LMDh program, changes there with Audi dropping out of IMSA with a full factory team in 2023 has led to an anticipated change for the Brazilian. If what I’ve heard over the last month-plus is accurate, Nasr will be re-routed to Porsche Penske Motorsport’s IMSA LMDh effort.

Talk about things coming full circle. When I first saw Felipe at Watkins Glen IndyCar in 2017, he was there at the urging of countryman and Penske driver Helio Castroneves, who introduced him to Roger and was trying to get him into the team. It might not be IndyCar, but if Nasr is indeed with Porsche and PPM, I’d bet Roger will recognize Felipe could be winning races for him in open-wheel and sports cars. Stay tuned.

Q: Why the constant mocking by you of the idea of IndyCar LED panels to indicate driver position? I attend about five IndyCar and IMSA races each year and love the excitement of being at the track. But it is very difficult to follow the on-track action without help from either the on-track announcers, the various available apps or the on-site video screens. I always watch the tv replays when I get home to find out what I might have missed.

So, LED panels are/were another piece of information to help me know what’s happening. I know IndyCar had multiple problems getting them to work, finally abandoning the effort. I was not happy when that happened. 

So, educate a faithful RACER.com subscriber. What is the inside joke about LED panels?

Sincerely, 

Jim Bentivegna 

MP: I would NEVER mock the almighty LED panels (RIP). I loved them, actually but it’s been a running joke inside RACER and with IndyCar president Jay Frye since they debuted in 2015.

RACER.com editor Mark Glendenning compiles a monthly traffic report for all of use, with the top 10 overall stories and the top 10 for each major form of racing we cover (IndyCar, NASCAR, F1, IMSA, etc.), and while they were on the cars through early 2019 or so, the smallest, dumbest, most meaningless LED panel update I’d write would generate giant traffic. If, for whatever reason, three LED updates appeared in the same month, all three would be at or near the top of the IndyCar top 10, and maybe one would be in the overall top 10. Honestly, Jim, it made zero sense.

I could spend days interviewing people for some grand IndyCar feature that should have produced a zillion views, and if I happened to file a silly 200-word LED story that took 10 minutes to write the same day, it would obliterate the feature that took 10 hours.

And so, after a few too many reports landed that showed the no-effort LED stories were indeed the kings of traffic on RACER.com, I shared that note with Jay, and it became a running joke that if we ever needed a big bump on a slow news day, I just needed to call and get an LED update and the site’s traffic would be banging off the rev limiter.

So, that’s where the joking tone comes from with LED panels. And because it was such a nonsensical traffic champion, Jay -- displaying his sense of humor -- had one of his awesome timing & scoring techs grab an old LED panel, wire it up to be powered off a wall socket, and surprised me with it as a hilarious gift last year. It sits in a place of honor next to one of Justin Wilson’s helmets in my office, and unlike most of the LED panels, this one actually works!

The unicorn of all LED panels rests peacefully in House Pruett. Image via Marshall Pruett

Q: Thank you and RACER for keeping Robin’s spirit alive with the Mailbag. A Question regarding silly season. What is the update on Juncos and Carlin? It’s been reported that Carlin is officially no more, and all the assets are owned by Juncos. And the possibility of a second car in that case? Also, in the same report it was all but certain that Foyt is on for a third car. What is your take?

Rick Riva

MP: Thanks for the kind note. As we said when it returned, the Mailbag belongs to y’all, so as long as the questions keep rolling in, we’ll keep posting new editions every Wednesday morning.

When I broke the news of Juncos Hollinger Racing and Carlin Racing looking into ways they might collaborate, all the options were on the table, from co-entries to the outright buying of assets, etc. Despite what you might read or listen to elsewhere, all is not done on the JHR/Carlin topic and some of the finer details need to wait for a story at a later date.

We also did a story in September about Foyt looking to go to three cars (might be worth visiting RACER.com to get the reports when they’re fresh and new) and have added to that reporting with mentions that team sponsor ROKIT is the driving force behind wanting two cars carrying its branding to go along with Dalton Kellett’s K-LINE Chevy.

The Foyts run a business, so if ROKIT (or another quality sponsor or funded driver) comes along to fund a third entry, and it will make the team better -- either with its financials, in competition, or both -- I’m sure it will be given a hard look.

Q: I’ve been obsessed with IndyCar since the age of six when Nigel Mansell went across the pond. The series is starting to pick up again over here in the UK, particularly with motorsport fans of my generation, who are bored with F1 becoming a marketing parade for foreign billionaires. IndyCar gives us that real, wheel-banging, hell-for-leather racing. The last proper motorsport still standing!

It’s been a long running fantasy of mine that we one day see IndyCar back over here. I know it’s a long way away and not happening any time soon, but my question is, if you could pick any track over in the UK to host IndyCar, which would it be? Rockingham is sadly gone now, but how cool would it be to see Colton Herta, Pato O'Ward, Romain Grosjean, etc., fighting through the sweeping corners of Donington Park? Or would it be back to Brands Hatch on the little Indy circuit? Would they go the Formula E route and look for a street race in London? Take your pick.

PS; I got one of my best mates into IndyCar this year and put a bet on Herta to take the 500. He’s convinced he’s the source of Colton’s bad luck last year, so please pass on his apologies next time you swing past the 26!

Cheers,

Rikki Holt, UK

MP: I was standing in Turn 11 at Laguna Seca in 1992 when I looked across the track and snapped a photo of the new F1 world champion leaning on the pit wall and observing during an IndyCar session. My heart just about exploded; you’d see lesser F1 drivers rock up and have a look at IndyCar, but not a new title winner.

My pick would be Silverstone. (Kidding. Yawn.) Hey, if we can get Dario Franchitti on the job of convincing the Duke of Richmond to make the necessary safety upgrades, I’m voting for Goodwood. Fast, flowing, with dashes of opposite lock. And if we’re going to go all the way with my idea, qualifying is held at the Goodwood Festival of Speed hill climb. A single trip up the hill for each driver set the grid, and then we go back to the Goodwood road course and get to racing, with all of the teams decked out in 1950s and 1960s Indy 500 fashions. This must happen.

Tell your pal he’s got nothing to worry about. The special edition Andretti Cartoon Anvil from ACME has a blind spot in its tracking system because it finds everyone but Colton.

MARK GLENDENNING: I had the opportunity to visit a lot of UK tracks when I was living over there. The Brands Hatch GP layout would be fun, although the noise regulations would probably make Donington more viable. But since we’re not constrained by reality, my vote goes to Thruxton just because it would be hilarious.

In 1992, Pruett caught F1 world champion Nigel Mansell (center) taking in an IndyCar session at Laguna Seca. Image via Marshall Pruett

Q: Nashville was a very cool race and layout, except for Turns 1, 7 and 8, which experienced quite a few track blockages. How are they going to fix that for next year?

Thanks,

Jim Cox, Rock Island, IL

MP: From our pal Tony Cotman from NZR Consulting who designed the Nashville circuit and is working on a few changes for 2022:

Thanks for the questions, I’m not sure if the corner numbers referenced are accurate but you can expect to see a few changes

T1 - will not change as it’s currently 50’ wide

T7 - will not change as it’s currently 60’ wide

T8 - will not change

You can expect to see changes to T11, which leads onto the straight in front of the stadium. Plan on moving the apex back about six feet. The other tight area was T5, but it’s not changeable due to underground utilities. IndyCar is discussing moving the restarts to the same point at starts; if so, that will solve most issues. Other than that, just working on some transitions on and off the bridge

TC

Q: Now that steer-by-wire is in use everywhere, how about putting steer by wire in the two-seater and have the passenger ride up front for a real driver's eye view?

Thanks,

Mckenzie, Canada

MP: You’re a man of mischief, I see. We’d also need to install a defibrillator to jump start their hearts and add a portajohn to the bottom of the seat with a quick connector to evacuate the system. Even better, we’ll leave the disconnected steering wheel and pedals up front so they feel completely helpless as they turn and stomp on the brakes -- all to no effect -- while blasting towards Turn 1 at Indy. You’re cruel, Earl, just cruel. And I love it.

Q: Why does no one call out Little Al for his recollection of his Williams F1 test at Estoril? He is wrong about the date. He claims 1992 after his Indy 500 win. It was 1991. He claims he was faster than Hill and Patrese. He is wrong here, too. Both Hill and Patrese were faster. I doubt Patrick Head was the only reason he was passed over. Also, has anyone looked into Little Al's claim that Ecclestone offered him a ride at Brabham in the 1980s? Facts matter, right? 

Joe E., Philly, PA

MP: Well, Joe, you just called Al Jr. out, so that’s worth acknowledging. Two things come to mind: There’s nothing like having an awesome editor and fact-checker, especially when topics from decades ago are being recounted. He didn’t write the book, nor was he responsible for editing or fact-checking, so let’s cut our 59-year-old friend some slack. As Miller always said, if you want to read one of humankind’s great works of fiction, give his uncle Bobby’s autobiography a spin.

So, whether it’s mistakes that should have been caught before it went to print, or outright fabrications and twisting the truth, it’s hard to find an autobiography that’s 100 percent factual.

As for why he was passed over, I recall reading Al’s comments about the test back then in either On Track or Autosport (my memory’s fuzzy, too) after learning he wouldn’t be receiving a contract from Williams, and he wondered if the fact that he smoked cigarettes was a deterrent to the team. Granted, Williams won the 1982 F1 championship with Keke Rosberg, Marlboro’s No. 1 customer, and the car Al Jr. tested and hoped to drive was sponsored by Camel cigarettes, so this has been a topic of varied thoughts and wandering conclusions since 1991.

Q: Four questions: 1. What is the best motorsports YouTuber? 2. Who has the best motorsports YouTube channel? 3. Will NASCAR ever get rid of stage racing? 4. And will NASCAR ever return to Milwaukee?

Kurt Perleberg

MP: Four answers: 1. I have no idea. That’s a question better asked of fans who like to watch other fans talk about racing on YouTube. 2. RACER.com, obviously. 3. Yes. 4. Yes.

Q: Does IndyCar and NTT Data plan to make upgrades to the IndyCar app? I am thankful to have it and appreciate there is no cost to fans. However, I am continually frustrated in four areas of the Live Race Center. Here are my suggested improvements:

1. Offer live on-board cameras for more drivers each race and limit the use of the nose camera. While the nose camera gives a good sense of speed, I want to see more of the road ahead along with the driver's hand movements (car control).

2. When using live audio and scanning all drivers, display the driver's car number and name for who is talking.

3. For the leaderboard, use smaller, more accurate car representations. The circled car numbers overlap too much, and it is difficult to know if a car is really alongside another one or if they are just nose-to-tail.

4. To really hit a home run, allow not only the Live Race Center in the IndyCar app, but also IndyCar Timing and Scoring to be viewed as replays. That way, if I can't watch a race live, I can still experience these things later while I watch the recorded TV broadcast.

Travis W., Sussex, WI

MP: I’m fairly confident the app is being upgraded on a constant basis, Travis, but I’ll have to lean on you here for the suggestions since I’ve maybe spent 15 minutes of my life with the app open on my phone.

Travis wants more on-board cameras to capture the on-track action. Michael Levitt/Motorsport Images

Q: One quick response to Mr. Cook from two weeks ago, who was asking about how to learn about IndyCar coming from an F1 background. I was very much in the same mindset until I went to the GP of Baltimore. Until then, I hadn't attended a race event. Being able to get up close and personal with the drivers, the crews, and the cars is unlike any other series. Getting to meet and see the drivers as real people and not just television stars is fun, eye-opening, and truly unique. After that race I couldn't get enough of finding out more about IndyCar. All I can say is go to a race with a paddock pass, and you will be hooked.

And now for a question. With hybrid power trains looming in the future, do you see teams having to modify their engineering staff in order to better understand how to use electric power? Do you see more crossover happening with staff and drivers from other series like LMP1, FE, F1, etc.? And finally, this is probably obvious, but I'm sure there will have to be updated safety protocols in the garage and on-track. I recall one incident (maybe FE?) where the marshals had to wait until an indicator light came on showing the car was safe to touch. That aspect seems like a heavy lift in terms of updating operating procedures, etc.

Kyu Lee

MP: Yes, I’m always pleasantly surprised at how many newer IndyCar fans end up linking up with and making new friends at the races. There’s a social aspect to IndyCar that’s unique and increasingly powerful among those who attend the events.

No doubt on the same handling training that’s coming to IndyCar, just as it arrived in the FIA WEC when it went hybrid, and F1, and FE, etc. From some of what I’ve learned about the new energy recovery system coming to IndyCar, it will absolutely require teams to dedicate more engineering staff and resources to figure out how best to harvest and deploy the 100-plus electric ponies. Same for the drivers -- smarts and race craft should play a role in getting the most out of the hybrid powertrains.

Q: With the holiday season upon us and all the festive decorations, I have a thought. I think if LEDs return the color should vary based on season/holiday. Obviously, 4th of July weekend at Mid-Ohio would be red, white, and blue, and Texas would be green for St. Patrick’s Day. I am not sure about other races, but since Laguna Seca is after Labor Day, it can’t be white. Thoughts?

Jamie Carr

MP: Well, if we’re talking Laguna Seca and Northern California, I think Highway 420 Green would be the natural color, Jamie. I love the patriotic July 4 LED color mandate.

Here’s my question: Do we force the British drivers to carry the red, white, and blue as well as we celebrate our independence from their ancestors? And would IndyCar penalize Jack Harvey, Max Chilton, Callum Ilott, and any others if NBC produced footage of them using small hammers they hid in the cockpit to smash the Team USA LED panels with a free hand early in the race? Inquiring minds want to know.

Q: Can you provide a "casual fan" explanation of how the timing of a pit stop can hurt a leader’s position? Specifically, pitting just prior to a yellow coming out (or being caught in the pits). The TV booth crew always mentions that a driver got screwed by those two situations, but never give a "position description" of how the driver got impacted. A simple example of how that impacts track position that's easy to explain to the casual fan would be helpful.

Keep up the good work.

Pat, Indy

MP: All depends on whether we’re at a road/street course or oval, Pat. Let’s say someone in P15 pits on a road/street course, and they fall back to P18 after exiting the pits, and then there’s a big caution moments later and the pits are closed. At most tracks, that driver in P18 will benefit by moving to the lead (or close to it) as most of the cars from P1-P17 stop when pit lane opens.

Since the field bunches up behind the pace car, the huge gap from P1 to our driver in P18 is erased, and when P1-P17 pits, our driver in P18 should leapfrog to the lead. That’s how the leaders get hosed.

Same scenario, but with, say, the drivers in P2-P5 pitting, having a yellow come out, and the leader being hosed because…they will need to stop under caution and watch as the P2-P5 bunch jumps to P1-P4 and they come out somewhere well behind that group.

On a big oval like IMS, the same scenario can have unfortunate consequences since the time lost going down pit lane is big, and with the time it takes to get back up to speed, a driver in the middle of the field or towards the back can easily lose a lap while pitting under green. If they pit and we go full-course caution and the pits are closed, they often get hosed -- trapped a lap down -- while the leaders get in and get out with the field running slowly behind the pace car.

That same situation can also hurt the front-runners, which is why we hear about teams having their contending drivers pit to "cover off" a stop by someone they’re chasing. If the leader pits late in the race, it’s almost a guarantee you’ll see P2, P3, and so on follow them in, or dive in the next lap, out of fear that a caution might close the pits and lose them a ton of track position.

Q: A recent mailbag question about Paretta Autosport reminded me that Simona de Silvestro is still without a top-flight ride. I know she’s a contracted Porsche factory driver. Can we expect to see her in an IMSA or WEC Porsche LMDh?

Ryan in West Michigan

MP: Yes, the former, Ryan. Details to follow.

Q: Not really a question, but since it’s important to CART/IndyCar history in Japan I thought I’d share -- as of March 1, 2022 the name of the facility will change from Twin Ring Motegi to Mobility Resort Motegi, which, to me, is basically a confirmation that the oval will never be used again for competition. It’s a bit sad really.

Keep up the great work. Cheers.

Dimitar

MP: That’s a shame, Dimitar. I loved that place. Great people, food, and culture. Plus, I could never spend enough time in the Honda Museum just behind the main grandstands. Thanks for the update.

Q: My question is about Paretta Autosport. Paretta was a great story around the Indy 500 and the amount of women on the team was a great step forward for the sport.

With all the rumors flying around of drivers being added and teams filling out, rumors about Paretta have been very quiet. I know de Silvestro was signed overseas and the pandemic likely made travel back and forth challenging, but is there any news of Paretta being more than a one-race team?

Chris Kulawik, Wheaton, IL

MP: If you haven’t had a chance, Chris, give the interview we just posted with Beth a read. It contains all the latest info she has to offer.

Simona de Silvestro and the rest of the Paretta Autosport crew made an impact at the Indianapolis 500, and it's likely just the start. Michael Levitt/Motorsport Images

Q: Ferrucci is entered in tonight's Sprint Car event at the Merced, California fairgrounds Speedway (1/3 mile bullring), along with some guy named Chase Elliott and some other dude who goes by Kyle Larson. Whatever he's doing next year (Ferrucci) he seems to be having fun getting ready for it.

Bill Bailey, Fresno, CA

PS: If you want to engineer on weekends, go help Foyt!

Thanks again for keeping Mailbag going, and keep up the stellar, exacting work that you do!

MP: Santino has made an entire life out of having fun with whatever he’s doing. More people should follow that example. I appreciate the engineering note, Bill, but since I want to see the team succeed, the last thing they need is an old hack from the CART/IRL era.

Plus, do I really want to write the story of my own firing?

“Kirkwood says, ‘Thank goodness we got rid of that idiot Pruett,’” by Marshall Pruett

Q: With Mazda’s great involvement in other racing series do you know if they have ever considered or been approached to run in Indy?

Thanks,

Stan Frame, BC

MP: I know they were approached more than once, Stan, but the potential costs were seen as being far too high for what a smallish car company like Mazda could afford while maintaining its place at the top rungs of North American endurance sports car racing. As I was told each time I’d ask, the funding for an IndyCar engine program would force Mazda to shutter its ALMS/Grand-Am/IMSA programs, and since the company trades hard on its sports car "zoom-zoom" DNA, IndyCar was never going to win that budgetary battle.  

Q: I get that Ferrucci's average qualifying position is typically in the back half of the grid, but then he seems to race ahead and reel in most of the field anyhow. Santino brings the underdog excitement I like to see in racing, passing the well-heeled and unapologetically taking calculated risks. I am hoping Kirkwood will let his hair grow wild and bring it on this his rookie season. Also, I am looking forward to attending St. Pete for the first time!

Norm-Bob, New Bloomfield, PA

MP: St. Pete’s a fun weekend, Norm-Bob, so outside of the racing I hope you take time to walk around downtown and enjoy some of the restaurants. You raise a great point about Santino; he’s only driven for a midfield team in Coyne and then had a handful of races with RLL, so it wasn’t like he had a race-winning car at his disposal, but I do agree with you on the fact that if he’d been able to snare a pole and a couple of front-row starts, I think more teams would be interested in him today. On ovals, he’s a beast, but with ovals only taking up one-third or less of the recent schedules, there wasn’t enough to go by to give the top teams a reason to stop and pay more attention on the road and street courses.

Q: With all but lost on the Sauber deal, Michael Andretti will have to wait to field a team in Formula 1. But as far as drivers go, the glimmer of hope now lies on Oliver Askew, who just signed with Andretti Autosport to compete in Formula E. I could consider this as a consolation prize for Oliver becoming the first full-time U.S. driver for a team. Marco Andretti, Scott Speed, and Matthew Brabham only raced part-time. Askew is a great driver, but his season is like becoming a mouse in a snake pit because of a top-notch field that he will compete with.

As far as U.S. drivers go, how about the drivers that represented in the Formula 1 feeder series. Jak Crawford had to endure two series where he would have become a champion in one of them if it was not for his commitment with a Formula 3 team, but he wanted more seat time. But Crawford was a part of history for any U.S. driver in 2021. And Cameron Das comes to mind. Das had to endure a four-year drought without a win before sweeping a Euro Formula season opener at Portimao during its Formula 1 race weekend. Crawford was unable to compete on that weekend because he had to be 16 to compete. At the same time, Jak raised eyebrows to the team. But his absence of two Euro Formula weekends, we had to understand that he had to commit with his Formula 3 team. Cameron was considered as the most experienced driver in any F3-type feeder series.

Between Cameron and Jak, they scored an unprecedented 15 wins between with Das becoming the first U.S. driver to win a European International open-wheel series since Scott Speed did it in 2004 when he won the Formula Renault Eurocup series title. They also matched a feat when Das won the title and Crawford finished third in the Euro Formula Open (Speed won the Eurocup title with Colin Fleming finishing third). Das also was a driver that never relied on development teams to reach this goal. He let experience speak for itself because sponsorship never comes easy. Cameron and Jak would have had a possible USA one-two in the series.

Which comes to this topic. Will Michael consider into investing into U.S. drivers like Das to cover his season? It is a 50/50 standard whether he wins or loses. And back with Askew: Will his signing provide any drop of hope to get exposure in the international scene and get a U.S. driver in general in Formula 1 once he makes another shot to establish a team (Even if he becomes team No. 11)? And what are Michael's thoughts on Cameron Das after winning the Euro Formula Open series title? Is he worth investing while Das pursues his shot in Formula 2?

Juan Solano

MP: Happy to have you join in the Mailbag fun, Juan. A suggestion, however: a 500-word submission with four questions thrown in isn’t something most people will read, so in the tradition of Brian Barnhart, gimme three or four good sentences going forward!

Outside of his son Marco, Michael’s business is being paid to run drivers, not to spend his money on other peoples’ children. If Das is interested in IndyCar, he’d be wise to focus on the Road to Indy. Until that happens, I doubt Michael has enough time to care about a kid who isn’t part of his seven-team racing empire. Askew just completed his first official Formula E test, and since none of us can predict the future, it’s hard to say how his performances in FE would then inspire an F1 team to hire an American.

Well, that’s your Mailbag for the week. How in the world are we already into December?

THE FINAL WORD

From Robin Miller’s Mailbag, December 4, 2013

Q: I haven’t missed an Indianapolis 500 since 1970 and wanted your opinion on Montoya’s drive when he won the race. I know he had an elite car, but the way JPM drove and where he put it in the corners and on passes was one of the best drives I can remember. Is my memory hazy?

Fred Cunningham, Simpsonville, SC

ROBIN MILLER: Let me give you the best perspective I can think of to answer your question. Rick Mears was spotting for Jason Leffler at Indy in 2000, and after the race he said the only time he thought JPM hustled the car all day was when Buddy Lazier got within striking distance. Then Montoya vanished in traffic. It was a clinic, and even got Mr. Foyt’s admiration: “That Montereier is a helluva driver,” said the Indy legend afterwards.