The RACER Mailbag, February 16

Welcome to the RACER Mailbag. Questions for any of RACER’s 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: OK Marshall, let me try to understand this. First IndyCar had a delay with race times to accommodate NBC. Because of the delay, fans who travel (by air) had to wager that the race would be in the evening, but no, it’s a noon-er. So it cost us additional flight fees to have us meet the schedule and coordinate flights. (Sorry R.P., my private jet isn’t paid for yet). However, we would get to see qualifying on Sunday morning, but wait, another possible change because of the "Sebring amendments"?

They better keep Sunday as is, or add a Indy Lights race Sunday morning, or lose dedicated fans!

Skip Ranfone, Summerfield, FL

MARSHALL PRUETT: I asked the series if they had a final schedule I might see and was told there are still a few things being finalized at the moment. I doubt Indy Lights will get added – unless someone wants to pay for all the teams to do an extra race – so we’re stuck with an old fashioned "wait and see" on what the Texas schedule will offer.

I’m hoping IndyCar will use a giant Sharpie and write "DO NOT PUT FUTURE RACES ON SEBRING’S MID-MARCH WEEKEND" on the walls of the offices where such decisions get made. It has left absolutely no-one, from either paddock, happy or impressed.

Q: I am researching and learning more about fuel cells and tanks in motorsport. The IndyCar website describes the cell used in the IR18 as "rupture proof" but does not go into any detail. Do you know who supplies these fuel cells, and what kind of material they are made of? (I can see that a supplier may want to keep specifics under wraps, but I'm very curious).

Grant from Colorado

MP: Premier Fuel Systems out of England supplies Dallara with the DW12’s fuel bladders. The most common open-wheel fuel bladder construction method I know of uses woven Kevlar fabric as the strong and (nearly) impenetrable material that lives between a sandwich of inner and outer rubber coating. The more caustic the fuel, the more specialized rubber used on the interior to prevent erosion. And since the bladders live in a smallish void built into the back of an IndyCar tub – between the seatback in the cockpit and the rear firewall where the engine mates – the bladder needs to be flexible so it can be shaped and compressed to fit through one of the refueling ports and stuffed down into its compartment. One thing that’s always been a pain in the ass to install or remove? Fuel bladders…

Q: What’s up with IndyCar’s non-existent 2022 online store offerings? I’ve been checking every week for Sato’s new jersey (gotta support my hometown team), and nothing. I understand some drivers/sponsors got announced late, but come on… it’s two weeks to the first race! 

Esteban from Chicago

MP: Funny thing here is, I went to the IndyCar/IMS Shop site and yes, they only have seven driver jerseys available, and none of them feature Taku or David Malukas. So I went to the Dale Coyne Racing site, found their shop page, and here’s what it said:

“If you are looking for Alex Palou, Santino Ferrucci or Dale Coyne Racing with Vasser Sullivan merchandise, be sure to check out…”

So, while there’s no question that IndyCar is short on driver merch leading into the new season, the one place where you’d think would be on top of things – DCR – is still trying to sell you stuff from drivers who left after 2020 and a co-entrant that departed after 2021… 

Santino's done with IndyCar full-time, but his spirit lives on in merchandise form. Michael Levitt/Motorsport Images

Q: I’m currently working through attending every race on the IndyCar schedule. I’ve been able to attend the 500 and last year I was able to go to Texas, the GMR GP, Gateway and Portland. This year I’m planning on going to Detroit and Iowa, and hopefully Nashville and Laguna Seca. My question is: what the current contract status for all the races on the calendar? I know the 500, and for that matter, the Indy GP aren’t going anywhere; St. Pete and Long Beach announced long-term extensions, and Gateway did when I was at the race, so they’re not in any danger, but how about the rest of the races?

Justin F., CT

MP: Might be easier to just mention the ones that I have on my mental list as question marks for long-term viability. You’ve been to Texas, so that’s good. There was a recent St. Pete council meeting where using some of the land where the race is held for other purposes was raised as something to consider after its current contract runs its course. Toronto needs to have a strong return this year to show it’s financially viable for its promotors to keep alive. Iowa, on its return, also needs to show its promoters that it deserves to stay as a staple on the calendar.

Nashville appeared to be a hit, but with any new street course, I’m always worried about whether it will survive to earn a second multi-year contract. And the last two races of the year at Portland and Laguna Seca give me acid reflux over the small crowds and appearance of limited income to warrant paying seven-figure sanction fees for years to come.

Q: Full disclosure: I am not a NASCAR fan at all. But I did turn on the “race” at the Coliseum just to see what it was like. Visually, it looked even stupider than I would have imagined. Does NASCAR or its fanbase really think this is a way to increase popularity? Thank goodness F1 and IndyCar fans aren’t subject to this same line of thinking with these gimmick “races” by our leadership. For those who enjoy actual racing, the Rolex 24 At Daytona was fantastic

Josh Meier, Louisville, KY

MP: On a weekend where there were no major races, NASCAR stepped in and, at least based on the TV ratings, scored big. I did watch some of it, and yes, it was a typical bump-and-run short track event where clean passing was in short supply. But I actually felt jealous for IndyCar; a decent crowd showed up, singers sang, and FOX had a quality audience that consumed the gimmick. I’d welcome that "problem" any day for IndyCar.

Q: With the very serious and real possibility that the United States may impose economic sanctions against Russia, how would that impact the Mazepins’ investment in the U.S.-based Haas F1 team?  Or the Russian Grand Prix this year?

John Barnard, Little Elm, TX

MP: Hard one to answer before knowing if and what the sanctions are. I do recall that past economic sanctions against Russia brought the IndyCar career of Mikhail Aleshin to an end. Robin and I loved that guy – the throttle pedal was his best friend – but when then sanctions hit, the Schmidt Peterson Motorsports team was unable to receive payment from Russian banks, which had been targeted in the sanctions.

Q: I´ve just finished reading some great racing books purchased online on Motorsport Collector (Indy Split and Time Flies by John Oreovicz; Chris Pook & The History of the Long Beach GP by Gordon Kirby). Is there any chance that someday we will get to enjoy a book by you filled with some great memories, stories and awesome pictures?

Daniel Borges Martins, Belo Horizonte, Brazil

MP: Two great titles there. I have a few books I’d like to write, with all but one focused on racing. I have one on IndyCar, another on racing photos, and one on IMSA that have floated around in my brain for quite some time.

It’s been a few years since life at home was normal and filled with a bunch of free time between races, so once my wife conquers breast cancer and overcomes the mobility challenges she’s faced since 2019, things like penning a book or two would be a treat. But first, having some trouble-free time for my wife and I do a bunch of things – mostly travel – that she’s been unable to do will certainly be the top priority. Kind of you to ask.

Q: Was looking at some old IndyCar and F1 pics, and what has been of interest to me is, with all the safety improvements, drivers don’t wear those mean-looking two-hole balaclavas anymore. That doesn’t make sense. In case of fire, you’d think your face would be better protected –well, at least your nose. Nor do they look as badass as in the past.

Any idea why this got out of fashion? To my knowledge Marco was the last one in IndyCar and Johannes van Overbeek in IMSA. Curious if you can find an answer to my million dollar question!

Luc, The Netherlands

MP: Can’t say why the move away from the "goggles balaclavas" happened, but I would assume that if there was a strong demand for them, or they were indeed deemed superior, we’d see them offered and used. Looking at the HRX racewear site, it’s all single-port. Same with Alpinestars and Sparco. At least among the most popular vendors for what you’ll find today in top-tier open-wheel racing, the industry is all-in on singles.

Marco rocked the twin-window balaclava later than most, but even he's switched to the now-conventional single-hole version in recent years. Jamey Price/Motorsport Images

Q: I am disappointed that the program Force Indy brought in last year with much fanfare is basically gone after one year. Sure, they are going Lights racing, but from everything they said last season about helping  young drivers whom may never get the opportunity to become involved with the RTI, it’s over. They basically dumped Myles Rowe and going straight to Lights from USF, and then picked up a driver who has been racing in professional series for years. This is no comment on Ernie Francis Jr., who I am actually a fan of.  So if you read what path they are now on, forget any help to break into the RTI, you better have the means to go Indy Lights racing.  Really seems the whole program was a waste of effort. Best of luck to Myles, hope he can put something together for the season to continue learning and building a career. 

Brian, Ontario, CA

MP: I’ve been waiting to speak with Roger or his righthand man Bud Denker in person to get a feel for where the Race For Equality & Change program is headed, and more importantly, what purpose it’s meant to serve when it comes to the racing side of the initiative.

In the original RE&C press release which presented a number of the program’s intentions, the second bullet point said this was a stated goal: “Diversifying the competitive driver field at the grassroots, Road to Indy and NTT IndyCar Series levels.”

It sure looked like that was happening last year with Myles and Force Indy doing USF2000, and Paretta Autosport being supported in some key areas for the Indy 500. By the end of 2021 Rowe, who won a race after being out of open-wheel for something like four years, was released, and Paretta’s support was also removed. Francis Jr, who Willy T. Ribbs and I brought to the attention of Roger Penske last summer, is a heck of a talent and is definitely worthy of the RE&C opportunity he’s been given with Force Indy in Indy Lights.

But if I go back to that second bullet point, we assumed Ernie would be seen as a great new addition to the RE&C, and not as someone who would knock Rowe out of the development system. In 2021, the initiative had one Road to Indy driver and one female-owned Indy 500 team it supported. In 2022, the initiative has been halved, supporting a single new RTI driver. Maybe my mind works differently than others, but when I think of the word "diversifying," this isn’t it. In the second season of RE&C, we’re witnessing shrinkage, rather than growth.

Rowe’s put together a GoFundMe page to try and raise the budget to run the full season, and if you look, there’s an anonymous donor who contributed $200,000, just under half of what he needs. I assume it was Penske who helped, which is certainly a praiseworthy thing if it’s accurate. But if the RE&C is going to have a real and lasting impact on open-wheel racing, I’d like to understand how it’s going to be achieved by putting all the effort behind one driver.

Q: Has there been any discussion about this year’s Indy 500 having any capacity changes or is it safe to say the race is planned to be back to normal?

Ryan, Michigan

MP: I’ve only heard the 106th Indy 500 will be back to normal.

Q: Ho hum. I don’t care about a livery or sponsor announcement. If you’re going to have fanfare and call it a car launch, then launch a representative car  If you want to protect the IP then schedule the launch for after the test in Barcelona like Alfa Romeo did.

Ryan is bitter in West Michigan

MP: Sounds like someone peed in your Cheerios, Ryan.

Q: I love IndyCar. In my book, it is the greatest racing on earth. I love the Indy 500, it is my Super Bowl. Screw the other one I keep hearing about. But I have a bone to pick with those who schedule the races. Why are we waiting almost a month between races? Twice! It drives me crazy. Here we have another major racing series that can't seem to get off TV. While this other series is relevant in people's minds, IndyCar is in the background. When will they step up and challenge some of this? We want more IndyCar! We want more IndyCar!

Mike L, From a really small town in Utah

MP: Well, I love IndyCar, too, so that’s one thing that unites many of us. Another uniting subject is bitching about IndyCar’s schedule. If there’s one thing most fans seem to agree on every year, it’s their dissatisfaction with the calendar the series has produced. It’s too long and it’s too short. It starts too soon and starts too late. It ends too soon and ends too late. Too many races and not enough races. The pacing is great and terrible, and the gaps are too big and too small.

Granted, I also have annual complaints about some aspect of the schedule, so there’s that, but I’m also aware that IndyCar plays second fiddle to NASCAR with TV scheduling. So if IndyCar wants to be on network TV and get its best ratings, we’re also going to get some weirdness with the calendar where IndyCar needs to fit in where it can. The only reason we’re doing Texas in mid-March is because of a network TV opportunity it was presented by NBC.

Q: I recently found your documentary on Senna's 1992 IndyCar test with Team Penske. I recommend it to anyone who hasn't seen it. The story is that Penske's sponsor, Marlboro, called Roger and asked to have the test set up. I have two questions. Do we have any idea of the annual dollar value of the Marlboro IndyCar sponsorship from the '90s through its termination after the 2006 season that would allow that call to happen? It had to be a huge number. Secondly, the Penske cars continued to run the Marlboro color scheme from 2007 through 2009 with Team Penske graphics in place of Marlboro. Was money still flowing to Penske from Marlboro? I can't imagine that Roger was underwriting the cost of two cars himself for three years.  I noticed that the Forsythe cars kept the Player's colors with Indeck sponsorship for several years as well.

Between Marlboro, Player's, KOOL and Hollywood, tobacco companies

sponsored nearly a third of the IndyCar field at one time. I've never smoked and consider it a nasty habit.  But as an IndyCar fan, I sure miss cigarettes!

Bill Carsey, North Olmsted, OH

MP: I remember hearing rumors of $20-30 million per year for a two-car tobacco team in the mid-1990s, so with inflation, that’s a whole lot of dollars in 2022. But that also wasn’t an unheard of sum for a big box store (Kmart, Target) or big booze sponsors (namely Miller).

Yeah, when the sports advertising laws kicked in against the tobacco industry, we did have an "overtime" period where the familiar colors or racing liveries associated with those brands were allowed to continue, minus the names of the cigarette brands, in deference to the multi-year sponsorship contracts that were in motion.

Racing was about the only thing on the planet that actually got healthier because of cigarettes. Motorsport Images

Q: You brought back some memories with the mention of Holtzberg’s Polimotor in IMSA in the mid-1980s. While it competed in a professional racing series, I viewed it as more of an extended proof of concept exercise. As an engineer, I appreciated taking an unusual concept and showing that it did work. Hats off to Holtzberg and his crew!

I can’t say why the technology wasn’t adopted in some way by Detroit, but I would wonder if it was a case of "the devil you know." Folks knew how to build engine components out of cast iron, steel and aluminum, but it almost seems like every engine component would require its own R&D effort. Also, I would think that the failure of the Vega would still be in people’s minds as a reminder of what can happen if a new technology isn’t developed thoroughly enough.

Regarding the BoP in IMSA, we have to remember the demise of the original Can-Am series and the GTP cars in the Camel GT Series. Both were the victims of a thin rule book and very effective factory teams; Porsche-Penske and Toyota-Gurney AAR, respectively. Once both rose to dominance, it was the beginning of the end and shows what can happen in a "run what ya brung" situation. People understood what it would take to be competitive and no other teams signed up to challenge. BoP is a necessary evil, unless someone else can come up with a good way to do something that accomplishes the same goal.

Don Hopings, Cathedral City, CA

MP: I’ve always assumed the powerful steel industry applied pressure and made sure the auto industry understood plastics weren’t the wave of the future in the engine bay.

You’ll never convince me BoP is a necessary evil. F1 doesn’t use it. IndyCar doesn’t use it. I’d rather have Can-Ams and GTPs where, decades after their demise, people speak about the cars and the times like it was the best thing they ever experienced (I can attest to the GTP part). What aren’t people professing their love for? S***-shows like Grand-Am’s super BoP-minded Daytona Prototypes, which kept costs down, etc., but stoked zero passion among racing fans because the cars spit in the face of human innovation and ingenuity. I’d rather live with amazingly inventive and blindingly fast cars for a shorter period than have decades of bland nonsense that isn’t worth remembering.

BoP is racing’s version of "everyone gets a trophy." Its close cousin is spec racing, and that’s another virus to manage. Thankfully, if Chevy or Honda have a better engine, it’s respected and allowed to race without penalizing the winner and giving assistance to the loser. Same with dampers; the best handling solution isn’t balanced to ensure a better idea is neutralized. I don’t love how heavily spec IndyCar has become, but at least the series’ leaders have been smart enough to reject BoP.

Q: I am a long-time reader, this is my first story and inquiry. This past 500 was my favorite for many reasons. My mom's side of the family has attended the race each year since 1920. (My great-great-uncle Bruce McConnell owned two entries in the race; one was the Cocktail Hour Cigarette Special – cool name). My third race as a youngster was the '91 duel between Mears and Michael that gave The Rocket his fourth. It captured me. Fitting that the first race my daughters attended this past year, exactly 30 years later, saw Helio the first four-time winner crowned since '91. I find it hard to believe that last year will be topped for me!

OK, finally, here's my questions. I always look forward each year to hearing how ticket sales are going for this year's spectacle. I hope to see a mostly full house at IMS and with normalcy, is that too much to ask? Also, considering the four-time winners’ club picture snapped on the yard of bricks took place months before we lost Al Unser, do you think there is a lucky soul who got all four autographs on that picture, and if so what will it be worth someday in your opinion? RIP Robin Miller, and thank you RACER for excellent coverage of IndyCar!

John Echelbarger, Santa Claus, IN  

MP: Those are some great family memories and connections to the Speedway. I don’t know if IMS has any special marketing plans, but it sure seems like a "Come home for a family reunion" campaign would fit the feeling of holding the first "normal" 500 since 2019.

If someone was fortunate enough to get that four-timer photo printed and signed by all four before we lost Big Al, I’d hope they’d realize its value goes far beyond money. That’s something you pass down to a daughter or son.

Q: I read your recent article about a possible third IndyCar engine manufacturer. A lot of fans have grown skeptical over the years, so honestly, what percentage do you give the likelihood of this finally coming to fruition by 2024? I believe a third engine is huge in order for continued growth of the series, for many reasons.

Brian Joliet, IL

MP: I’ve shared in the skepticism at times, and had a conversation with a team owner a few days ago who reckoned the whole Ferrari thing from last year was nothing but a red herring from the outset. But skepticism isn’t a judge of whether something is true or false; it’s a feeling born from too many failures and untruths.

As is customary, there’s a lot I had to leave out of the Toyota/GR/GRMN story, and while I can’t make them go forward with the project, I can tell you as I did in the third-engine piece that they are genuinely interested. What I can’t do is give you percentages or odds because I’m not sitting in on those meetings, but of all the brands I’ve heard express an interest over the last decade, this one has more meaningful indicators of being real than any other.

Q: It’s now three Indy Lights champions in last four years for Andretti in O’Ward, Askew and Kirkwood, yet the IndyCar team never picks them for a race seat the following year. I think this is "rookie with no money does not fit," but would be interested in your thoughts.

Oliver Wells

MP: I hear you, but Michael runs his IndyCar team as a business where open seats need to have a full budget behind them before a ride will be offered, and in the case of all three, there was no money to make it happen.

Arrow McLaren SP did have a funded seat and an opening, which fit Askew. We know the story of Harding Racing and all the budget shortfalls that left Pato by the wayside and a bunch of others chasing money to keep Colton on track despite a major sponsor defaulting and all manner of nonsense making his rookie season a stressful mess. Even so, he took two wins in 2019…

O'Ward was one of Andretti's strongest weapons in Indy Lights (above); now he gets to be a thorn in the team's side instead. Road to Indy

Q: Maybe it’s just me, but it seems like Alex Palou is quietly flying under the radar so far in 2022 when it comes to talked about title contenders. Am I off base? He is after all, the reigning, defending, undisputed IndyCar champion of the world from 2021. Everywhere I look I see the names of Colton Herta, Pato O'Ward and Josef Newgarden as seemingly locks to be in the conversation in 2022 (and rightfully so.) Just wondering if people are giving Palou the credit and recognition he truly deserves. He's a super talent in my book. 

Eric Amenda

MP: That’s a mighty fine invocation of Paul Heyman, and yes, I’m struggling to think of a recent IndyCar champion to receive less sustained fanfare and push from the series in the months following their title win than Mr. Fried Chicken himself, Alex Palou. There’s definitely a lingering feeling of "Did that just happen?" with what took place in 2021 from someone Robin would have dubbed "The Smiley Spaniard."

I feel like a broken record here, but he won an IndyCar championship in his second season, and in his first while driving for a real contender. Last guy to do that? Scott Dixon, in his first full season with Ganassi back in 2003. Imagine what Palou will do with more experience, and gets his first oval win, which feels like it’s coming soon… He’s ninja-like among the other contenders and does love flying under the radar and spoiling everyone else’s day. I really can’t think of anyone like him in IndyCar or F1.

Q: As they are right now, Indy cars are started and restarted with an external crank. With the 2023 IndyCar engine hybrid system doubling as an onboard starter, in the event that the energy storage runs out of juice and the car stalls, will there still be a socket to crank start the engines or will that be replaced with a port for a power cable to give power to the hybrid system?

Victor, New Haven, CT

MP: I wouldn’t expect to see the AMR Safety Team carrying giant jumper batteries for the ERS units, so look for the same external starter and splined shaft system to continue as it’s used today to start the cars.

Q: Two questions. First, one of my favorite things about race day at Indy is post-race when the winning driver is driven around in the pace car. Why not have his pit crew behind him in a couple more pace cars so they can get the recognition that they deserve?

Second, can you briefly describe what types of stipulations goes into an engine manufacturer contract? Like number of engines they will provide, race sponsorship, TV commercials, details like that.  

Chris

MP: That’s a great idea about including the pit crew; most join in with the kissing of the bricks, so why not let them complete the journey with their driver with the 2.5-mile lap of honor?

Engine supply contracts are rather secretive things, so it’s not like IndyCar or the manufacturers readily divulge such information. We know there are supply percentages that say if there are two manufacturers, each brand has a minimum and maximum number of leases to cover, and if there’s three, the min/max changes for all three, etc. We’ve seen manufacturers dial back on event sponsorships, so I’d assume marketing expenditures aren’t necessarily tied to supply deals.

Best thing I can share is IndyCar’s pitches to potential manufacturers in recent years has been in the five-year, $50 million range, and that figure includes the manufacturing, servicing, support, and marketing budget from start to finish. I’d also bet Chevy and Honda haven’t spent that little per year at any point since the series went to turbo V6s in 2012.

Q: Did IMSA ever look for another tire supplier for any of its categories after Continental left the series a couple years ago? Other than using the General Tire brand in the ARCA Menards Series, has there been any word on Continental looking into supplying tires for another series lately?

Brandon Karsten

MP: I’d imagine IMSA sought proposals from multiple tire suppliers, but there was no question as to which brand was going to be chosen when Michelin was already involved with one IMSA class back then (GTLM). Nobody comes close to Michelin in sports car racing, so that decision was easy. I appreciate Continental for supporting my friends Sean Heckman and Ryan Eversley in the podcast world, but don’t keep track of the brands that aren’t active in the series I cover.

Cue angelic music. Motorsport Images

Q: I’m a fan of two- and four-wheeled motorsport, and while RACER is my go-to site in general, I love the idea of a one-stop motorsports destination. All that’s missing at RACER (for me anyway) is MotoGP and perhaps a little from WSBK and a sprinkle from other categories. I wonder if something on the order of the excellent F1 content we get from Chris Medland is something that gets considered?

George, Albuquerque, NM

MARK GLENDENNING: We’re fans of two- and four-wheeled motorsport too, and it definitely gets considered. Bikes offer some of the best racing on the planet. But covering any championship costs money and we don’t have an infinite editorial budget. We do run some supercross and motocross pieces on the site and our audience for two-wheeled content is growing, so when it reaches the point where it makes sense to scale up, we'll respond accordingly. In the meantime, RACER magazine runs some pretty great MotoGP and WSBK features, so if you’re not a subscriber, you’re missing out.

THE FINAL WORD

From Robin Miller's Mailbag, 16 February, 2016

Q: My problem is that the current IndyCar looks like a four-wheeled Veg-O-Matic. My proposal: no appendages allowed other than a single element front and rear wing. Everything else must be integral to the tub.

Gary Valente

ROBIN MILLER: So you’re saying Dan Aykroyd should drive the pace car?