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.  

       

Fortune Favors the Bold

Times are changing and, with regard to the IndyCar world, it is no less apparent than on the cusp of this new 2010 season, with new League Title Sponsor IZOD fully activating itself all over the IndyCar landscape. This momentous season will begin on another continent, in another hemisphere (Brazil) and with an other-worldly story playing out concurrently with the racing: this season will see the developing changes to the most identifiable element of the sport itself – the Indy Car.

Tweets, blogs, articles, and message boards have been energized with the recent preliminary chassis designs by four manufacturers and one… designer(?), all of whom will vie to become the next IndyCar chassis slated for 2012. Much debate has already occurred since the early days of February when Dallara (incumbent chassis manu), Delta Wing, Swift, Lola, and finally BAT all had turns at revealing their preliminary concepts. 


Then, there’s Maude:

Unveiled at the Chicago North American Auto Show, this stunner seemed to leave mouths agape and searching for proper descriptors, of which few were found. To many, this potential design was neither ‘IndyCar’ nor attractive. Infuriating and repulsive to a web-vocal bunch, yet supported by those who would actually be responsible for the purchase and use of such machines. I’ll admit my skepticism was running high at first blush, until I put away the emotion and became interested enough to spend some time reading ‘Why?’. The factors and criteria which led the Delta Wing team to this point became more illuminated after reading the method behind the madness. With so many comments and thoughts swirling around IndyCar at this point, I doubt I’m saying anything that has not already, however, it is my opinion, as a fan of well over 30 years, that this opportunity, at this time, will be the defining moment of the sport’s survival or plummet into obscurity.

As a longtime fan, I’d rather not see such a great American institution as the Indy 500 and the sport, with a storied lineage so rarely found in this country, lost at the short-sightedness of a few. The time is right for something as truly inspired as the DeltaWing. The time also is right for inclusion of multiple propulsion systems. Vast freedoms of propulsion, with the limits set by efficient use of power, not by sheer power itself.

This opportunity has presented itself to be something new, exciting, and relevant. Right here, right now. Draw a bead and pull the trigger IndyCar, before something else draws faster. You can only be too late, never too early.