2018 – Ground(ed) Effects

A Season for All Fans

Two thousand and eighteen.

A year in which I imagine, in the long history of the sport of Indycar racing, will be seen as a bright point in a long history of ups and downs. Perhaps seen as one of the finest in terms of the sanctioning body meeting the challenges presented by attempting to satisfy such divergent factions as fans, teams, manufacturers, drivers, venues, sponsors, and media – all with whom the desire to see something “special” exists. “Special”, however, in Indycar is often defined as many different ways as the number of people you ask. It’s never more evidenced than by the oft-tossed opinions that splatter the walls of Twitter.

Of course it takes a team to make any endeavour successful, but the one person that many attribute a majority of the wider success of the 2018 season is Indycar’s President of Competition and Operations, Jay Frye. Jeff Gluck’s recent interview with Mr. Frye is a must-read/listen for Indycar fans who care to know more about this man, whose efforts are widely regarded by those diverse factions of the Indycar environment.

A Season That Satisfies:
As to the entirety of the 2018 season, I cannot recall in my 40-plus years of following the sport, a season where this level of equipment parity has also allowed such a variety of strategies, outcomes, and winners in both drivers and teams. Here is a brief overview of some statistics of this highly competitive season, through 16 of 17 rounds:

Number of different winning drivers = 8
Bourdais (1), Newgarden (3), Rossi (3), Power (3), Dixon (3),
Hunter-Reay (1), Hinchcliffe (1), Sato (1).

Number of different winning teams = 6
Coyne (1), Penske (6), Andretti (4), Ganassi (3), Schmidt-Peterson (1),
Rahal Letterman Lanigan (1).

Number of different pole-sitters = 7
Bourdais (1), Newgarden (4), Rossi (3), Power (4), Carpenter (1),
Wickens (1), Andretti (1).

Number of different podium-placing drivers = 14
All listed winners above plus Wickens (4), Pagenaud (3), Jones (2), Pigot (1),
Rahal (1), Carpenter (1).

Number of different podium-placing teams = 7
All listed winning teams above plus Ed Carpenter Racing (2).

Manufacturer wins and points
Honda 10 (from 5 different teams), Chevrolet 6 (only with Penske).

A Summer To Remember:
To me, all of the above statistics support my general feeling of satisfaction from the competition of this season’s races.

I think my overall enjoyment of the season was amplified because I attended more races than I ever have prior. I hadn’t planned on anything more than the Indy Grand Prix (weather permitting), Indy 500 (come hell or high water), and maybe one other race (fingers crossed) as with several of recent years past.

For whatever reason, my summer schedule freed at all the right times to allow not only a return to Gateway, but also unplanned runs to Iowa and Mid-Ohio, all of which were great racing weekends to my good fortune. I was treated to a nice variety of courses and now I don’t want to imagine not going back to those venues in addition to adding Road America for which I haven’t yet attended.

An Incident To Forget:
Despite satiating my hunger for great Indycar action over an entire season, I cannot go without saying that once again, enjoyment has been sobered with the incident of Robert Wickens at Pocono. Perhaps there can be no perfect season but as a fan, I was feeling better than I have in decades about this sport I cherish. Sadly, Robert Wickens’ crash and resulting injuries is a reminder that no matter the level of thrill and enjoyment, I cannot and will not forget that these brave drivers ante their very being in trade for the seemingly disproportionate reward of racing thrills, money, glory, and for our entertainment.

I simply can’t get beyond feeling partially responsible when supporting this sport which can all too quickly create the most painful of voids where none should be. As I age, it gets harder to deal with each time. Of course we can take a slight measure of hope for Robert’s outcome not being worse that it is. We also continue to wish for his total recovery, and for wisdom and advancement in the ongoing battle for protection of all involved.

The Championship Round:

Heading into the final round of 2018, I think the odds are with latter-day legend, Scott Dixon, not only as the leader but with a fair bit of margin to maintain over his nearest rival and hot-shoe, Alexander Rossi. It’s quite literally all in Dixon’s hands this weekend as a Top 3 finish (plus 3 bonus points) will see him Champion regardless of what any other drivers do.

Four drivers are in play for the Championship and here’s a brief rundown of some of the most basic Championship scenarios, with a maximum total of 104 points available to the winner.

Current Standings: Dixon = 598, Rossi = 569, Power 511, Newgarden 511.
1. Dixon finishes 2nd or better + 0 bonus points = Dixon Champ.
2. Dixon 3rd or better + 3 bonus points = Dixon Champ.
3. Rossi win + 2 or more bonus points + Dixon 3rd or worse = Rossi Champ.
4. Rossi win + 1 bonus point + Dixon 3rd + Dixon 1 bonus point or less = Rossi Champ.
5. Newgarden or Power win + 4 bonus points + Dixon 22nd or worse + Rossi 9th or worse = Newgarden or Power Champ.
6. Rossi outpoints Dixon by 30 or more in any combination of place and bonus points + not being outpointed by either Newgarden or Power by 59 points = Rossi Champ.

The Finishing Position points available for Sonoma are as follows (double a standard race):
1st 100,
2nd 90,
3rd 70,
4th 64,
5th 60,
6th 56,
7th 52,
8th 48,
9th 44
10th 40
11th 38
12th 36
13th 34
14th 32
15th 30
16th 28
17th 26
18th 24
19th 22
20th 20
21st 18
22nd 16
23rd 14
24th 12
25th or worse 10

The Bonus Points available for the finale are as follows:
Pole = 1, Lead any lap = 1, Lead most laps = 2.

Epilogue:
Regardless of whether we crown Newgarden or Power, Rossi or Dixon, I will leave this season satisfied as a Indycar fan and especially as an attendee. My experience with Indycar this summer has been unparalleled thanks to the ongoing work Indycar does to provide a highly competitive and versatile form of auto-racing, to the venues that worked to provide a great event experience for fans, and to the fates which allowed me to see more live races in a season than ever before.

May we have a safe and entertaining conclusion to this, a season for all fans.

Pocono – The Other 500

While other tracks have cheekily claimed 500 or 550 or 600 in their event titles, Pocono remains the only other true, old-school, 500-miler on the schedule. With the news that Pocono is considering signing for Indycar events beyond 2018, fans of this unique and legendary palace of speed will certainly be relieved if and when it happens.

What is it about ‘500’ that adds a certain cachet in automobile racing? As a number, it was rather basically developed over a hundred years ago to provide an “all-day” event in Indianapolis each May. Ever since, the 500-mile distance still remains a race that tests team and machine and driver more than most any other race, and most typically at storied venues like Pocono. Of course the 24-hour sports car races are much longer, but also utilize multiple drivers and crew members during their events. Those races, however, have also become more like a 24-hour sprints, rather than paced endurance races.

Maybe it’s the speeds attained and maintained during these races that add to their lore and attraction. In 2014 at Pocono, the top-10 drivers (all finishing on the lead lap) averaged over 202 miles per hour for the entire race distance. This currently stands as the fastest race by average speed for a 500-mile race in the history of Indycar.

It truly takes something special to win a 500-miler. Pocono also boasts a who’s who of Indycar legends as its winners. Among them you will find the legendary likes of Donohue, Leonard, Foyt, Rutherford, Sneva, Unser, Mears, Andretti, Rahal, Dixon, Montoya, and Power.

In past, venues like Ontario Motor Speedway, Michigan International Speedway, and California/Fontana Speedway all hosted 500 mile events for Indycar. Aside from Indianapolis, the only 500-mile race distance venue remaining on the schedule is legendary Pocono.

Pocono stands alone in many ways.

Currently, it can list the following titles among all Indycar ovals; the farthest east, the fastest, most unusually shaped, “tricky”, widest straightaway, longest straightaway, remote, camper-welcoming, and “green” (100% solar-powered, 75% event waste stream diverting). All of those features combine for a modern Indycar fan’s delight, deserving Indycar’s support whenever possible.

(c) unknown – aerial

While some bemoan the lack of support races found in it’s current format, it’s noteworthy to remember that this is the only other 500-mile event on your Indycar calendar. If you enjoy outright speed, history, legend, majesty, scenery, camping, or any combination thereof, you will find it difficult to match the allure of Pocono on the Indycar schedule.

Let’s hope Indycar and Pocono can secure this storied and worthy venue and the 500-mile race distance for years to come.

The Greatest 33 Update – 2018 Post-race Edition

With just hours left of May on the calendar, and in keeping with all good traditions of May, we humbly submit, in the waning moments of May 2018, the ongoing review of my “Greatest 33” following the completion of another sun-scorched and interesting Indy 500. Making this post every year also seems to serve as a bit of a salve for the sting of realizing one of the greatest weekends on my annual calendar is now over.

To briefly review, IMS took great pains to create a special interactive website for the 2011 100th Anniversary race, for which fans could log in and vote for their “Greatest 33” to race at Indy from the 100 or so nominees provided. The site survived for a few years, but has since been taken down.

I had participated in the original, but in wanting to maintain relative fairness, I devised a set of objective criteria I could use to at least help make and rank my selections. I have, as you may have correctly guessed, saved and updated a spreadsheet every year following the Indy 500. Prior posts of mine on this subject can be found by searching this blog’s tags for “Greatest 33”. On the mobile site which lacks the tags feature, you will need to go to previous posts in May find them. Today’s post reflects the changes to the standings from last Sunday’s race and include the points gained from qualifying.

Will Power’s win obviously gives him the most-improved location on my rankings, but he suffers from what many single-time winners who haven’t cracked my Greatest 33 do – notably fewer races, poles, laps led, and top-5 finishes than other single-time winners. In fact there are not many single-time winners on my 33, so only the best of the best for “one-timers”. Mario is the best with one win currently and the best active one-timer is Scott Dixon.

With yet another Top 5 finish for Dixon, he did manage to begin to move up the scoring pylon from 18th to 16th. Dixon’s raw score in my formula actually has him ranked at 13th, however, I’ve also reserved the right to a few intangible calculations in the ranking so I have a hard time pushing him beyond Vuky, Ward, and Rose, all two-time winners with many laps led and similar Top 5 finish counts to Dixon. Scott’s longevity and steady performance keeps him in a close grouping of scores with the legends mentioned, but a second win for Dixon will certainly see him vault up the rankings. As it stands, the Top 5 rows remain unchanged.

Speaking of active drivers, and since none of the three who currently reside in my Greatest 33 (Helio, Dixon, and Kanaan) won, their places are relatively cemented as previous. Tony Kanaan leading laps again moves his raw score higher than Arie Luyendyk, but remains just behind Arie in my ranking due to Luyendyk being a two-time winner in addition to currently holding the qualifying records set in 1996.

Helio would’ve become a true Titan of Indy if he had won his fourth last Sunday. Rough projections would see his score rise somewhere into the low 1900s, moving from 6th the 4th on my Greatest 33.
Next shown is the graphic representation of Rows 6-11 of my latest “Greatest 33”. Row 11, if any long-time readers will recall, is a nod the “Last-Row Party” thrown by the Indianapolis Press Club and is reserved for the three best and most notable drivers who never won it.

Will Power now joins active driver Ryan Hunter-Reay and several others just outside my Top 33. That group includes Buddy Lazier, Bobby Rahal, Sam Hanks, Jimmy Bryan, Eddie Cheever Jr., and Danny Sullivan. Other notable and currently active drivers are: Marco Andretti – 56th – 471pts., Ed Carpenter – 64th – 429, Takuma Sato – 65th – 428, and Alexander Rossi – 70th – 398.

Shown below is the spreadsheet ranking as it stands updated following the 102nd Indy 500.

W(h)ither The Oval

Upon reading this article by Robin Miller for RACER today, I’ve again returned to my thoughts and this blog in considering the existence of ovals on the Indycar schedule.

On a nearly per-oval-event basis, most longtime and/or devoted Indycar fans offer thoughts on the waning existence and popularity of the “meat and potato” ovals for which there seems little opportunity for change to satisfy the cries for more on the schedule.

Indycar has billed itself as having the most versatile menu of drivers in motorsport. Marketing slogans are often a wry exercise in embellishment, but one would be hard pressed to find the top 20 drivers of any racing series more adept at racing not only multiple styles of tracks, but also multiple types of vehicles than found in the Indycar Series of this decade.

Great drivers can drive most anything it seems, but the current depth of talent found here is worthy of comparison to the legendary greats who raced in the golden era of Indycar (I place at approximately 1960-1979). In 2015 I noted how we seem to have a habit of missing just how truly excellent the current generation of Indycar driver is, but that is another matter. The recent venues of Indycar are of which we discuss today.

Phoenix is another example of an historic Indycar oval venue, rich in golden-era legend, that apparently lacks present-day popularity if judged by crowd size and ticket sales. The same can be said for the likes of Milwaukee, Trenton, Ontario, and Michigan.

Pocono is a golden-era exception whose efforts toward modern-day Indycar have been welcome and notable, but even this grandly unique and historic Indycar speedway doesn’t begin to fill its staggering capacity for seated or camping customers.

The ovals associated with the IRL era (1996-2008) such as Walt Disney World, Nazareth, Nashville, Kansas, Homestead, Richmond, Kentucky, Charlotte, Atlanta, Michigan, New Hampshire, Las Vegas, Dover, and Chicagoland also failed multiple times to be an attraction to the ticket-buying public. Numerous factors have conspired at different times to cease those Indycar relationships, but often it seemed that in the waning years of an Indycar event at these venues, the dedicated promotion was reduced to nearly nothing instead of increased.

Gateway Motorsports Park in St. Louis is the most recent oval addition (from the IRL oval era) and they’ve impressed beyond most expectations with their commitment and execution for the return of Indycars in 2017. They have exhibited a motivated desire to see Indycar succeed by lavishing the local markets promoting their race which worked to astounding results.

I might contend, as I have for many years, that the need for an event to succeed at the ticket office, drives the effort by the track to promote the race accordingly. With few exceptions, the tracks noted above are either defunct for Indycar racing, demolished, or owned by International Speedway Corporation (a subsidiary of the NASCAR ownership), or Speedway Motorsports Incorporated (a company who hosts several of the major NASCAR events during their season). Despite Miller’s desire to see Indycar return to the few remaining legendary tracks of the golden era, often to the extent that he rarely finds fault with ISC/SMI Indycar race promotion efforts, but I think I see their efforts in a different light.

While one could argue that none of those venues want to host a failed event, I’ve always felt that the ownership with such close ties to their primary client (NASCAR), has little impetus to spend to the degree equal to a NASCAR event required to make it a success.

Fans who’ve joined this sport in the last 20 years, often have little knowledge of the significance or attraction of the golden-era or even IRL-era tracks for newer fans. When seen with an unbiased eye, the oval racing was in actuality almost always either boring processionals or horrifically dangerous pack-races, neither of which entertained in quite the manner that pleased fans of both sides and the larger audience.

In the modern era of versatility as a selling-point, it would seem preferable that the recipe of scheduling include no preponderance of any particular flavor, but a skilled blending of several. For this, I applaud the current Indycar management – especially Mark Miles and Jay Frye – for working tirelessly to continue to perfect the blend of available seasonings and present a well-balanced and flavorful schedule of events.

It also has long been a mystery to me why, when the opportunities arose, to possibly purchase a few venues along the way, none were nabbed. It makes perfect sense to seal a few locales into the schedule through ownership just as NASCAR has done in a more substantial way, but there’s little doubt the Hulman and Company coffers to do so were less flush with cash than ISC’s, but there remained a few that possibly could be available for the taking.

Nashville, Pikes Peak International Raceway, Gateway, Rockingham, and Iowa among others have all traded hands at some point in the last 10 years and IMS/Indycar would’ve benefited from having at least a couple of those.

Essentially, to lose Phoenix would be a shame as it holds an historic place as a unique track within the larger Indycar pantheon, but mainly only for those whose value as an Indycar fan is tied to the nostalgia of bygone oval-based eras. Losing Phoenix shouldn’t be viewed as a deal-breaker, nor ultimately is the loss of any venue whose bread is so heavily buttered with NASCAR dollars.

With IMS forever the crown jewel of the series, Gateway quickly cementing their place in the schedule, Texas the oft-prickly stalwart, Pocono committed, and Iowa still hanging on, the mix of ovals for 2018 and beyond should be viewed as an appropriately well-balanced blend on the schedule, each of which to be celebrated in their own way, and as a group, properly testing all manner of driving ability.

Certainly, this also represents a fair sample of the types of ovals Indycar has raced upon in the last 40 years and I will continue to rate higher the actions of serious commitment and dedication to Indycar than any lip-service toward fading historic value.

Adjectively Speaking

During ABC’s TV Broadcast of the Indycar race at St. Pete yesterday, Eddie Cheever made his beloved and dramatic ‘one-word’ prognostication for the day’s event – “chaos”. In hindsight, one cannot really argue much with that as the definition accounts for some of the action on track yesterday.

I had several adjectives that described how I was feeling leading up to, during, and after the very racy 2018 Indycar season opener; hopeful, eager, surprised, anxious, giddy, amazed, empathetic, and hopeful.

Hopefulness sprang out of the months (and, in truth, years) of waiting for a new and exciting Indycar to hit the track. One that justly rewards driver skill and management and also manages to entice a viewer with classically attractive aesthetics.

Eagerness began in earnest with news of testing in January and February. Positive and even glowing reports on the new chassis “raciness” and the good initial function of the potential safety/windscreen flushed my racing cheeks with positivity heading into the new season. Dare I dream to believe that Indycar once again could be the amazingly entertaining (and even sexy) racing product so many fans knew it could? Could spring signal a rebirth of positivity, excitement, and optimism for one of my favorite sports?

With the twist of fate brought about by moisture on the track during qualifying for the first race of the new season, nothing but surprise could describe most fans’ reactions to the qualifying results. The final six in the Firestone Fast Six shootout contained three rookies, three veterans, and for the first time that I could recall in many years, six different teams in the top six spots. One of those rookies – Jordan King, driving for Ed Carpenter Racing – even set a new track record in the first round of qualifying.

Surprise gave way to the anxious feelings when the green flag is about to fall at St. Pete and especially when there are three rookies up front leading this burgeoning pack of hungry Indycar racers, all eager for those first true racing laps of the new season. Safe to say that I always fear turn one at St. Pete because the symbolism of the long-runway-straight reminds me of the stark off-season, long and slow to build in momentum until the green reminds us we’re full-throttle into a hard and opportunistic right-hand 90 degree turn, begging for the most aggressive of lines, before the tires are even warmed. What happens in that first turn of the first race of the new season often signals what to expect. Especially after the abysmally long wait, to finally have an Indycar that this fan could proudly hold up as the exemplary essence of this type of racing, I still remained anxious for the possible carnage of turn one at the Alfred Whitted Airport race circuit.

With some tenuous and unsurprisingly eventful laps in the book, the race never failed to hold my attention. I was able to eagerly concentrate on as much racing as the TV coverage would show, despite the expected drone of uninspired and anemic commentary. I would add the caveat that Allen Bestwick gets a pass from me for his work because his job as ringleader of the clownlike coverage is subject to so many things beyond his control, including the bland color commentary. Expecting as much, I tried to focus all of my attention on the visual information we were given and I was liking what I was seeing, especially with the new and revised camera views which added a great deal of excitement to the broadcast. This feeling that had come over me, I hadn’t felt in far too long a time. I was giddy with excitement that the racing had given us.

(nose-camera image via Indycar YouTube screen capture)

With the movements of drivers up and down the scoring due to mostly all racing-related variables, I was amazed at the skill of the driving and the passing we were seeing. All except at the front, where rookie Robert Wickens had shown us why he was so highly rated by Schmidt Peterson Motorsports. He was building a lead over several veteran drivers. How could you not like the fortitude on display? I was genuinely amazed at how this race was playing out and especially for this driver, so new to Indycars, scarcely putting a wheel wrong all day, deservedly leading in a manner that only exemplified his considerable skill and his team’s preparation. This guy, and this team deserved to win.

As we watched the late-race dramas unfold, a race fan of any seasoning would’ve known we were in for a seriously tense finish. It did not fail in that regard and unfortunately Mr. Wickens was the recipient of a ‘racing incident’ that in my view could’ve been avoided and not sent him spinning into the wall after completing, what was to that point, as near-perfect a race as one could have. I would consider myself a fan of Alexander Rossi, but I certainly empathized more with Wickens. He deserved to be on the top step of the podium without question but, as we know so well, racing doesn’t always reward the best on that day. So too could I empathize with Sebastien Bourdais’s victory as it emotionally and fully closed a circle of high and low events he experienced in the previous 365 days. From his race win here a year ago, to the horrific crash at Indy qualifying, to the rehabilitation of his mind and body, and now a return to victory circle at his adoptive hometown and site of his previous Indycar win, it was a result worthy of celebration.

In all, yesterday’s race was one of the best races I can recall at St. Pete and I am beyond impatient to see the next race. I think that’s a sign of the hopefulness I am feeling about each practice session, each qualifying day, and each race this season.

Catching Up with Portland International Raceway

The addition of Portland International Raceway to the 2018 Indycar calendar was one that came as some surprise to me and forces me to connect with the sport’s past in a new way during this off-season.

This track originally existed on the Indycar calendar at a time when I was often preoccupied with the matters of adolescence and young adulthood, and also during the time of year (June) when still satiated of racing from the Indy 500.

Early-summers for me meant being fully into my golfing practice schedule (for which I dedicated the most of my time, playing competitively in high school and college). Summer weekends of the 1980s through mid-1990s rarely found me in front of a TV in the mid-afternoon.

As a result, I cannot say that I ever watched the Grand Prix of Portland live on TV. Once the track stayed with the CART/ChampCar calendar in 1996-2007, I felt no significant reason to prioritize its viewing. Now I find myself, decades later, researching the history of the race and wanting to become familiar with the track layout. In doing so, I found a very interesting history of the track’s emergence into being. For some more dedicated than myself to Indycar during those years, this will probably be old news, but for fans newer to the Portland International Raceway and the Grand Prix of Portland, these are the bits I found of most interest:

1. Portland International Raceway was built on the site of a former small city.
Vanport, Oregon was essentially washed from existence during the Memorial Day weekend of 1948, by the massive flooding of the Columbia River. The existence of Vanport, built on a low-lying area between Portland, Oregon and neighboring Vancouver Washington to the north (hence the portmanteau of Vanport), began as a wartime public housing project conceived, designed, and completed in less than a year (1942) to house an influx of workers involved with the local shipbuilding industry. At it’s peak, over 42,000 people inhabited the residential city, the second largest in the State of Oregon.

In late-spring 1948, after a heavy, late-season snowfall followed by torrential seasonal rains, the snowpack and rainfall across the Columbia River watershed (from as far away as Montana and British Columbia), coverged into the Columbia River, pushing the oncoming water to over the dike system developed to protect Vanport. The entire area was flooded by as much as 20 feet of flowing water, releasing the housing and structures from their meager foundations. With much of Vanport’s population transient workers, the decision was made to not rebuild the public housing and the young residential city ceased to be.

(l – Vanport City, r – current day PIR)

The City of Portland annexed the area in 1960 and began contemplating how to use what little remained – the city streets of Vanport. Alas, as racing was a burgeoning post-war sport and, when combined with the Portland Rose Festival, automobile and motorcycle racing became staples of those grounds.

As the danger of remaining building foundations and precious little protection for drivers and fans existed, fulfilling the requests by racing sanctions saw the reconstruction of the area into a fully-dedicated drag-racing and road course facility, now what we see as Portland International Raceway. Trans-Am (SCCA sanction) racing in the mid-1970s brought attention to the track by those in charge of CART. Some of the remaining visible Vanport city features have been highlighted in yellow in the photo above.

2. Longtime Sponsor – G. I. Joe’s was not related to the toy of the same name.

With the decision to bring Indycars to PIR for the 1984 season, Stroh’s Beer was the first title sponsor to come on board for two years. Following thereafter, local military surplus-turned-sporting goods chain – G. I. Joe’s – began it’s run of being primary or co-primary sponsor of the race for 20 of the next 21 years. G. I. Joe’s was originally a military surplus store which grew into a local chain and expanded offerings to include outdoor gear, automotive parts, and sporting goods as military surplus dwindled.

Joe’s, as it came to be known following an equity buyout, suffered in the mid-2000s, fell into bankruptcy proceedings in 2007, and was liquidated in 2009. The event’s return this year is simply listed as ‘The Grand Prix of Portland’.

3. Justin Wilson holds the track record.
Set during qualifications, Justin Wilson set the current track time record of 57.597 for one lap of the current 1.964 mile layout, driving the RuSport entry in 2005. His time equates to an average speed of 122.756 mph. Previous layouts and measurements in the history of the event show a quicker time and the slightest of faster average speeds, but those layouts are not the current one in use today.

(Justin Wilson on a qualifying run at PIR, 2005)

4. Pole and Race Winners are a ‘Who’s Who’ of American Open-Wheel racing.

If the history of this Indycar race says anything, it’s that only a titan of the sport will win at Portland. Multiple Pole Winners include; Danny Sullivan and Emerson Fittipaldi, 3 times, and Justin Wilson twice. Currently active driver Sebastien Bourdais is the defending Champion (2007). Past Race winners listed following;
1984 – Al Unser, Jr.,
1985, 1986 – Mario Andretti,
1987 – Bobby Rahal,
1988 – Danny Sullivan,
1989 – Emerson Fittipaldi,
1990, 1991, 1992 – Michael Andretti,
1993 – E. Fittipaldi,
1994, 1995 – A. Unser Jr.,
1996 – Alex Zanardi,

1997 – Mark Blundell

1998 – A. Zanardi,
1999, 2000 – Gil De Ferran,

2001 – Max Papis,
2002 – Cristiano Da Matta,

2003 – Adrian Fernandez,

2004 – Sebastien Bourdais,

2005 – C. Da Matta,
2006 – A.J. Allmendinger,
2007 – S. Bourdais

I look forward to delving into more of this race’s history and watching older race footage if available online. At the very least, I’ll be watching what I expect to be another great race and for the first time in my history, live.

Dear Aerokits, Thanks for Everything. Sincerely, This Old Fan

As we draw to a close this latest of Indycar seasons, we also dedicate to posterity what may be labelled as the ‘Aerokit Era’.

I see it as the last remnant of the Randy Bernard era or the second half of the DW12 era (2012 through 2014) pushed on by Derrick Walker, and spanning from 2015 through 2017.

How it will be viewed is a matter for time to decide. Marshall Pruett has a fantastic article in Racer Magazine that reviews the Aerokit era from a more technical point of view including the feedback of several drivers during that era.

Some may judge it harshly for the on-track product, possibly labelled as a step back from to the previous and surprisingly-racy DW-12 spec chassis era. Expenses related to development, expenses related to repairs, extensive clean-ups times from in-race contact, ineffectiveness of abating contact via the rear bumper-pods, detrimental effects on trailing cars’ handling, and even serious questions of safety for both driver and race fan from flying debris and flying cars when not retained or pointed in the prescribed direction, were all unintended consequences and valid concerns which needed addressed only weeks into the practical application of the aerokits. Maybe those who judged them harshly were right. History will also show they weren’t a significant “needle-mover” with fans or TV ratings.

What I had hoped for and saw from this era, however, is something less practical and more widely symbolic – a significant turning point in American open-wheel racing. The DW12/aerokit era represented a new way of thinking about many things, one of which was a perceived shift in sport-to-fan relations.

In an age of unprecedented access and information to the mass public, what remained of the dwindling legion of AOWR fans had multiple platforms to make their voices heard, often and loudly. Demands for progress in the sport on many fronts were frequent. None perhaps more frequent or symbolic than the car itself. While the relative cost to own and race an eight-year-old spec chassis design may have been more owner-friendly, it also wasn’t providing the fans or sponsors with any confidence that the sport was moving in a positive direction.

Count me among those, so when the earthquake of leadership at Hulman and Company brought in a fan-focused and visible leader in Randy Bernard, there was finally reason for fans to embrace a bit of optimism for progress. Perhaps quite emblematic of his tenure, the Bernard era that begat the Aerokit was also not without a raft of unintended consequences.

On a larger scale though, I still deem it to be an overall success as the tumult from what became the Aerokit era, was also a seismic shift away from the stale and somewhat rudimentary past, providing Indycar fans, sponsors, and teams a fresh glimmer of hope for the future.

While only two manufacturers committed to the aerokit era, what was discovered through their competition and experience formed the foundation for what could be one of the most impressive overall eras for safety, performance, driving, racing, and watching Indycars we’ve ever seen. So much so that teams, drivers, and sponsors in the staid and classist Formula 1 series, have cause to take a serious look at what is going on in Indycar.

Much of the credit goes to the Mark Miles era of leadership and more specifically to the appointed work of Jay Frye and Bill Pappas in taking the lessons of the aerokit era, amplifying the positives, reducing the negatives, and developing the new spec chassis for 2018 and beyond. Many great fan-produced liveries also attest to, and are emblematic of, the enthusiastic reception this new car has received. Dare I say I cannot wait for February 2018 already?

When weighed against past eras, I am very optimistic that this era we approach, the IR18, with the all-around amount of technology, safety, performance, and aesthetic appeal, coupled with one of the greatest generations of drivers, Indycar should see a revival of sorts. All of this would not have been possible, however, without the engaging experiment that started with the Randy Bernard leadership and ended with the Aerokit era.

Never a fan of the concept of spec racing, I see the oncoming Indycar era as what might represent the pinnacle or ‘best possible solution’ of spec racing in its most overall sense. The next step (and final piece), in my opinion, should include more variety of power plant configurations (and manufacturers). If this proves to be true, the coming era of Indycar may very well be at the forefront of the best auto-racing on the planet.

The Future is Now

February 25, 2017 – Austin, TX

Good morning everyone from sunny Austin, Texas and welcome to the first on-track open test of the inaugural season of the 2018 RedBull Hypercar Series.

Ever since the purchase of the nearly-defunct Indycar series by RedBull in late 2016 and the subsequent debut of the RedBull X1 chassis as the spec chassis for the new RBHS, fans have flocked to to the internet, track, and television to get their first impressions and follow the development of this amazing “hypercar” powered by a very unique, hybrid propulsion system.

Fascinated by cutting-edge auto-racing, yet also unhappy with the fractious divides, polarization, and lack of transparency in the governance of F1, RedBull founder Dietrich Mateschitz vacated his teams and money from Formula 1 and devised his own series, and made an audacious offer for the failing Indycar Series that the Hulman and Company board could not refuse.

The concept for the new series, born out of the twilight of the Indycar Series following the 100th Indy 500, was to open a new outlet for forward-visioning, single-seat, monocoque, single-spec chassis, incorporating a hybrid propulsion of various internal-combustion motors and electrical motor systems.

Multiple settings will exist for the motors and even can be altered during the race based on strategy and in-race conditions. Teams will be allowed to devise their own fuel of choice prior to the race (from traditional ethanol, methanol, compressed natural gas, or biodiesel) and also their own downforce configurations from the bodywork options as well.

Paid winnings will also be coupled with a points system including a graduated bonus system for minimal energy input usage. A baseline for energy units (combustible fuels or electrical storage in the battery configuration) will be established for each race. Teams exceeding the baseline will receive a graduated-scale of reduced winnings while teams staying below the baseline will receive an increasing scale of bonus winnings and points in addition to their placement payout.

The new Redbull Hypercar Series will incorporate sprint and endurance racing, and span two divisions (one each in the South and North American continents) culminating in the Inaugural Championship of the Americas to be held at Circuit of the Americas near Austin, Texas in October 26-28, 2018. Each division of the Series will contest their own race series. Based on the results of those ‘seasons’, each division will produce 8 contestants for the final Championship race with a purse of US$20 million going to the winners.

Several existing racing teams from the former Indycar series have shown up for this weekend’s testing fielding multiple cars piloted with an illustrious list of drivers for the new series.

In the North American Series, 12 events in the US and Canada will be held on a variety of race circuits, and run from May to late-September. The Central and South American series will see 8 races hosted in Brazil, Argentina, and Mexico, with the season running from July to September.

The Top 8 teams from each division will contest the final 6-hour race at COTA with the Champions receiving the all-new traveling RedBull Hypercar Cup Trophy.

The inaugural 2018 season will launch in North America at Mazda Laguna-Seca Raceway on May 5th, with stops at Indianapolis on May 27, Road America on June 9. Night races also feature in the North American series including stops at Daytona International Speedway (road course) in late June, and again in Indianapolis for a 12-hour endurance race on the road course in late-August.

Excitement and interest in an American racing series has not been seen like this for decades. Citing pre-sales of tickets already well-beyond 50% capacity at many of the venues, RedBull expects the inaugural season to be a success with likely expansion of new divisions to Asia and Europe following in 2019.