The RACER Mailbag, September 11

Welcome to the RACER Mailbag. Questions for any of RACER’s writers can be sent to mailbag@racer.com. We love hearing your comments and opinions, but letters that include a question are more likely to be published. Questions received after 3pm ET each Monday will be saved for the following week.

Q: First off, Milwaukee was awesome. Great racing. Nice crowd. Really happy for Conor Daly. Just a really good deal. However… this Mexico stuff is a really bad look for IndyCar. It’s a really bad look for Mark Miles and a really bad look for Penske. Forgot complaining — what I am (and I think others as well) is just plain confused. I don’t understand the plan.

NASCAR and F1 clearly have plans. Like them or not, you understand where they are going. I don’t think IndyCar fans understand where IndyCar wants to go. The biggest (and truest) question — does IndyCar?

Justin Brown

MARSHALL PRUETT: It does, but if IndyCar has learned anything in recent weeks, it’s that relying on Mark Miles to be its primary spokesperson is worthy of reconsideration. As it was recently confirmed to me, Roger Penske has stepped back from speaking to the press on a regular basis and in his place, Miles has been appointed to field questions on Penske Entertainment’s behalf. And how’s that going?

Making matters worse, they won’t let others speak, including on the competition side, on all but the rarest occasions. For example, when I have questions about doing a new chassis or new engine regulations, it’s Miles who speaks, and no disrespect, but he knows absolutely nothing about that side of the sport.

So, if IndyCar wants to help itself and reduce the WTF interview material, the company might rethink its change in communications strategy.

Q: Is there any word on landing spots for Jack Harvey next season? I know there are a lot of naysayers out there about his capabilities, but I am not one of them.

Kasey, Indy

MP: I’m with you, Kasey. Jack found a perfect situation at Dale Coyne’s team this year where he didn’t have much sponsorship to bring, but the team needed a veteran it could rely on, so Dale made up a lot of missing budget on his own. I don’t foresee that same scenario happening again, and Jack isn’t confident of the same amazing deal being offered, so he’s seeing if and what he can make happen and also looking at other options, including FOX, where he’s inquired about a driver analyst role for next year.

Q: I just want to point out the nonsense of the Adrian Fernandez argument. Champ Car had two races in Mexico from 2004-06, and then one in 2007, but Fernandez left the series after 2003. To me, it sounds like someone is passing the buck for their inability to do their job effectively. Of course having a popular driver from the area helps, but you should be selling the series as a whole. That being said, Pato O’Ward is definitely popular. I was at Milwaukee both days, and that was very apparent.

Speaking of Milwaukee, it’s ironic Mark Miles made comments about the series not going back to tracks from the past while not having the self-awareness that he’s describing Milwaukee. The disconnect between want the fans want and what the series leadership wants could not be any more stark. Just a suggestion from a fan to Penske Entertainment: Listen to the fans and you might get Milwaukee-type results in other places. Like Richmond or Watkins Glen. Having said that, I cannot wait for the next street race announcement!

Brian, Joliet, IL

MP: I don’t believe Mark would know if Adrian was standing next to him, and he wasn’t around when Fernandez was at the peak of his popularity, so he was obviously speaking with information he was given, rather than what he experienced.

If you’re in danger of not knowing if Adrian Fernandez is standing next to you, this is what he looks like. (Adrian’s the one in the middle). Dan R. Boyd/Motorsport Images

Q: Please tell me this isn’t my imagination, but I could swear that when IndyCars are driving in a straight line on an oval (pit lane, etc.), they look like they’re driving a bit cock-eyed. Assuming my eyes don’t deceive, is this because the cross-weight (or some other aspect of the setup) has been set so that they do “crab” a little when straight?

Steve, Woodinville, WA

MP: They do. The cars, like you’ll find in NASCAR, are set up to turn left, which is why you see in-car shots of IndyCar drivers turning their steering wheels to the right on the straights due to the suspension settings that intentionally force the car to go left in the corners.

Q: I found this remarkable color film of the 1962 Monaco Grand Prix on YouTube purely by accident and thought there must be some of your readers that would enjoy it.

Doug Mayer

MP: It’s glorious. I watched it when it was posted and it’s just sublime.

Q: Mark Miles: With respect to comments made about Richmond, Mexico, Pato O’Ward or Watkins  Glen — I take umbrage. I’ve been a locked-in IndyCar fan since the age of 9, watching the finish of the 1992 Indy 500. For years I have written into this Mailbag with suggestions and comments on how to improve the series. I’m just a fan, but I’m a passionate one. I know the series reads this, so let me be clear: Do better.

The first thing to do to get out of the hole you’re in is to stop digging. Please, no more statements about venues or drivers until you have something firm to announce. This drama you’ve unleashed upon the fans is not a good look and makes me question why I should remain a fan. One more thing: Respect The Glen.

Rob, Rochester, NY

MP: Jay Frye seems to agree about The Glen, per his “random” post last week…

Q: I’m a little behind because my wife and I were busy attending the
fantastic Milwaukee Mile races put on by the by IndyCar teams and
drivers Saturday and Sunday, but judging from the incredible amount of
Pato O’Ward supporters we saw over the weekend, I can only guess that Mark Miles is yet another clueless ivory tower exec that never actually mixes with peon fans like ourselves at races. Can you change my mind?

Ben Malec, Buffalo Grove, IL

MP: Never did I imagine I’d be asked to act as Miles’ PR agent. Glad you enjoyed Milwaukee, Ben. It was a magical weekend.

Q: As a long-time IndyCar fan living in the Northeast, I am extremely disappointed with Mark Miles and IndyCar.

The fact that Mark Miles feels that Pato O’Ward is not even close to the equivalent of Adrian Fernandez in terms of fan engagement is mind boggling, and the fact that they lost out to NASCAR on going to Mexico City is just disheartening. And now, he seems completely closed off to the idea of ever going back to Watkins Glen or Richmond again. It seems that any possible idea of Loudon is off the table, too. So… it appears that the Northeast will not have IndyCar racing for the foreseeable future.

IndyCar just came off a pretty damn good weekend of racing at Milwaukee. Nice attendance. Good racing. And it was a venue they didn’t draw flies too the last time they were there. And yet, Miles seems completely closed off to the fact that a return to The Glen, Richmond or New Hampshire could possibly bring similar results as Milwaukee.

And Lime Rock. It’s just a fraction smaller than both Detroit and Toronto in length, and yet IndyCar seems to have no interest in reaching out to possibly race there. They had solid attendance for both the Memorial Day and July All-Star Trans-Am races this year. IndyCar would likely pack the place with massive crowds. NASCAR figured it out. The Truck Series is there next year. But IndyCar? Nope!

Miles is clueless. Utterly. Really sad. IndyCar wonders why it can’t grow, when some of the answers are in front of their noses. Time for him to go.

Paul Oke

MP: I know I’ve written this here a dozen times before, but Miles is more of a spokesperson for Penske Entertainment than a major policy maker, which is different from his role prior to Penske buying everything leading into 2020. It’s probably splitting hairs, but it’s worth reiterating that while Mark is the number one voice for the organization; most of the big decisions are made by those above him.

Q: There have been too many instances of oval tracks that have come back to the schedule with a lack of spectacle/visual product only to be removed (Phoenix) to get excited about IndyCar oval racing.

So I want to give credit to the IndyCar technical team for the product that was on track at St. Louis and Milwaukee. I could watch those races weekly for a season because they were so entertaining. The old aero fuel mileage races at St. Louis seemed like they were in the distant past. What I am so encouraged by was the fact that Firestone and IndyCar got to the end result on each track with different combinations of aero and grip.

I watched the 1993 Milwaulkee race as a tune-up to last weekend. Although fewer cars were on the lead lap in those past races, the spectacle of watching cars constantly passing each other throughout the race was nearly replicated in these last three races. That visual is so needed and encouraging for IndyCar ovals. Is it just me, or does the sample size of this technical collaboration, if continued, resulting in an eye test win for the sport and open the door for future ovals?

Jordan Glenn

MP: I sure hope so. I didn’t grow up with ovals, but it only took a few seconds to fall in love with them at my first Phoenix CART IndyCar race in the 1980s as a junior mechanic on a Super Vee team — akin to today’s USF Pro 2000 cars — where I saw Mario and Rick and A.J. and Emmo and the other legends fire into the turns and around each other up top or down below at mind-bending speeds.

Just as Iowa was a reminder of how bad oval races can be when the technical package is off, WWTR and Milwaukee reminded everyone how awesome ovals are when all the necessary ingredients are there. If IndyCar can find a 1.5-mile track to add into the schedule after losing Texas, the calendar would be incredible.

Looking to the past paid off for IndyCar in Milwaukee. Brett Farmer/Motorsport Images

Q: Mark Miles seems off the mark with his latest comments about IndyCar. Anyone who has been to an IMSA race recently understands that crowd size records were meant to be broken. I attended the last three races at Watkins Glen for IndyCar as well as the last six 6-Hour IMSA races at The Glen. Miles’s comments that, “I don’t want to go back to places we have been, I think I am winning that battle,” shows a disconnect with what race fans want to see.

He mentions in the same article the need for “innovation.”It seems like he is talking about innovation in terms of location/venue. What is ironic is how far behind they are in technical innovation versus other series. Since the DW12, NASCAR is on its third car. IMSA’s top class is on its third car. F1 is on its third set of regulations. Is there an older racing chassis in motorsport?

What fans want to see is technical upgrades that lead to better racing. You can send IndyCar to The Glen again and be successful. If anyone wants to see some of the greatest visual entertainment in racing, I challenge you to sit at the toe of The Boot at The Glen during an IMSA event, in changing conditions, when four categories of cars enter the turn three-wide. The reason for IMSA’s record crowds is the innovation of the GTP cars coupled with dynamic passing at traditional tracks that is forced due to the speed differences of the classes.

Miles is starting to sound more off the mark each time he speaks as to why other series attendances are doing well compared to IndyCar. If you combine the excitement of GTP technical/visual with the racing we saw at Milwaukee, you will have the best racing product, period. Will IndyCar get back to cars that push the technical envelope while also creating a product that is visually appealing, or is that still a pipedream?

Jordan Glenn

MP: I’m unaware of any tech breakthroughs coming to IndyCar, Jordan.

Q: FOX has 4K. I’ve watched some NASCAR races and football in the format. I’m just putting it out there in case their execs are big Mailbag fans: if the Indy 500 isn’t broadcast in 4K, I’ll eat my hat.

Bernardo, Texas

MP: I will have bottles of BBQ and hot sauce ready just in case they’re needed.

Q: Thinking about the Foyt/Penske technical partnership: A few years ago, I was able to spend some time with a top engineer from one of the IndyCar teams. He told me that dampers were the key to finding performance due to how tightly most other aspects of the engine/chassis are regulated. His team spends significant time and money developing their dampers. Then their improved damper performance allows them to unlock other aspects in the set-up that standard dampers would not.

Does Penske actually provide its dampers to Foyt? Do they have them sealed or controlled in such a way that the Foyt people could not figure out their secrets?

Ed Kelly

MP: Yes. Think of the Penske dampers as four little bank vaults where the contents are guarded under lock and key. It’s the same thing for Andretti Global with Meyer Shank Racing.

Related to this, I remember being at Sonoma Raceway in 2018 for the test day right before the race weekend started where Andretti Indy Lights champion Pato O’Ward and runner-up teammate Colton Herta made their first IndyCar starts with the former Harding Racing team.

It was early — before 8am — and the two Harding cars were sitting in the garages, up on stands, minus dampers, as the crew waited for the Andretti Technologies designee to wheel over the Pelican case with the two sets to put on the cars. I believe I recall those dampers being removed and placed back into the case at the end of the day and being wheeled back to the Andretti trailers. Leaving the dampers on the cars overnight and creating the opportunity for teams to open up the shocks and document all of the trick components and build specifications is exactly what the Penskes and Andrettis are preventing because that’s the source of the speed and secrets they use to win and make money.

Q: A while back there was a letter asserting that the Astor Cup does not include the name of Barney Oldfield and his 1905 AAA National Championship because the championship was then discontinued for several years.

Are you able to ask anyone at IMS or the Speedway Museum for a photograph of the base and some comments about if the assertion is true? Oldfield was among America’s first racing superstars, and its very first on ovals. His 1905 AAA championship (an all-oval championship) is one of the early pieces of the lineage leading to the construction of IMS, the creation of the Astor Cup, and by a small extension, to IndyCar ending its season on oval tracks.

If this guy’s name is not on the trophy I guess it is just another example of the slow-footedness and unpreparedness of the stewards of IndyCar.

Jason, Muncie, IN

MP: Busy week with the matters of today and the season finale that’s upon us, but feel free to ask again in the off-season.

Q: Two-part question if I may: Can you tell us what is up with Andretti Global seemingly not being affiliated with WTR when it goes to Cadillac next year? Also, can you provide any info on why I haven’t seen Jarett Andretti and his team in the recent IMSA races? I know they weren’t doing fighting for wins, but I was a major fan of his dad so I’ll always root for his family. Is he going to be racing anything else?

John

MP: We wrote about the name change in the main story about the switch to Cadillac, and Jarett’s doing the five enduros, which is why he hasn’t been racing in the non-enduros.

Q: I can’t believe IndyCar is wasting time and energy on an international series. When someone asks, “Why don’t we go back to Surfers Paradise?” or, “Why don’t we have a race earlier in the season in a warm climate?”, all hear is, “Who’s going to pay for it?”

If they think some super-sponsor is going to come in and pay for this thing, why don’t they focus on getting a super-sponsor for races during the season? Meanwhile, NASCAR once again tops IndyCar by going to Mexico. Besides Sergio Perez, IndyCar has the best-known Mexican driver on the planet. Pony up the money and go to Mexico. With the fan base Pato O’Ward has, it will pay for itself.

Joe Mullins

MP: Swipe that credit card, IndyCar.

Andretti kept a close eye on the shocks it supplied to Harding at Sonoma in 2018. Michael Levitt/Motorsport Images

Q: Saw this in a X post last week from Jay Frye:

“A new lighter chassis is in works but the current @DallaraGroup chassis needs to be celebrated — our drivers continue to walk away from +100G hits as well as breaking venue speed/passing venue records- fast/loud/authentic/safe- MSH/GSD”

Is this really happening, or has Jay’s account been hacked for a cruel joke? If this is real, will it have the higher-voltage hybrid that has been discussed in dark corners of the Interwebs?

Or should I not get my hopes up?

Ed Joras

MP: It’s happening-ish, whenever Penske Entertainment decides it’s happening. They’re aiming for 2027, but it could be 2028. Here’s a story I wrote in May that answers the rest.

Q: Will the new, lighter chassis be an evolution of the current chassis, or will it be a new chassis from the ground up to accommodate a larger battery slot?

Jimbo

MP: It would be a brand-new tub, at minimum, and there’s no space for a battery in the current car, so that would be a major addition to the design for IndyCar.

Q: I’m not going to say dumpster fire; but in the second to last race of the season; senioritis was on full display. Drivers, the series, the cars; all of them were melting down on Sunday. I’d love to see a 20-race schedule, especially one in Mexico — even with an unknown such as Pato O’Ward or whoever that is on the grid. Not sure though they can keep their collective **** together that long…

Shawn, MD

MP: We haven’t had that many reliability issues in a long while, which I loved. See you in Mexico!

Q: Just back from Milwaukee and all I can say is, that was awesome! The whole vibe of the weekend was great, with the coordination among the event, IndyCar, and the State Fair seemingly ironed out to perfection. Concessions were plentiful, diverse, well-run, and tasty. The weather couldn’t have been better. But most importantly, the drivers and teams put on a hell of a show. There was great racing with difficult but executable passing all over the track, and the strategies were varied and interesting. I went with a lot of uncertainty, half expecting a parade both days, but we got anything but that.

Did you have the sense in the paddock that the drivers, teams, and league were pleased with the event? Is there as much momentum among them as there seemed to be among the fans during the weekend?

Bert C. Reiser

MP: It had the same special feeling as Road America and Indy; love flowed in from fans to the series and from the series back to fans. I haven’t felt that kind of a vibe at a new IndyCar event in a really long time.

I’d rather go to MKE twice a year and kill one of the duds on the calendar.

Q: Given the successful return of the series to Milwaukee last weekend, and the evident momentum at Road America, what are the odds of a return to Cleveland and/or Watkins Glen? Yes, the series needs more ovals, but the 1990s schedule formula clearly resonates with this generation and this sport. I know events are always sponsor-dependent and the Midwest  is saturated, but both are far enough east to check the box for the void in the Northeast market — and both tracks have similarities to Milwaukee and Road America, particularly as it relates to authentic and deep history with IndyCar.

I’m probably preaching to the choir, but I wanted to ask the question.

Ben Hartford

MP: Well, as Mark Miles said to another outlet, the series doesn’t want to go back to old venues like Watkins Glen. I also believe he gave that interview while sitting in the infield in Milwaukee, so thankfully, irony isn’t a thing.

IMSA saw a rise in ticket sales for June’s race at The Glen, so I’ve got to believe a decent crowd would welcome a return. Cleveland’s race hasn’t existed for a long time and does not have a promoter, so a lot would need to happen before a return could be discussed.

Q: I’ve discovered the in-car cameras inside the IndyCar app. We are hooked. Is there any way IndyCar or NTT can make this app available on Fire TV sticks?

Jason Morrison, Terre Haute, IN

MP: Unlikely, but depending on the device you’re using with the app, and your TV, you should be able to cast it from a phone/tablet to a modern Wi-Fi-enabled TV.

Q: Last week, JRW asked about single-car IndyCar qualifying on road courses. You may recall, probably 20 or more years ago, F1 did that for a season, maybe two. Many of the drivers lobbied for it but after they had experienced it many said they did slower times because of the lack of competition on the course (and of course there was drafting and teammate “assistance”). Of course then you can’t put blame on anyone but yourself, and why would you want to eliminate bitching and moaning?

I think the way F1 does it is better than IndyCar but it seems single-car quals are not in the picture.

Tom in Waco

MP: Yep, and in response to another submission a little while ago on the same topic, I mentioned IMSA tried single-car GTP qualifying 30-plus years ago and I found it to be fantastic, but IMSA didn’t have 27 cars in the class to wait through. How about a hybrid? Run all the knockout rounds like they do today, and try settling pole in the Fast Six by having them go one by one in reverse order?

Q: It’s beginning to sound as if some in IndyCar are adopting the F1 financial attitude of, “I got mine, who cares about you?” The idea that there is no financial reward for longevity in the series is what makes me say this. Dale Coyne is in the verge of getting no Leaders Circle money, despite 40 years of loyalty to the series. If Williams scored no points in a season, they still get millions. I’m certainly not advocating for that, but shouldn’t some consideration be given to Coyne? Without it, the team finds itself in the vicious circle of less skilled pay drivers scoring minimum points, resulting in no LC money, forcing more paying drives, etc.

Mike Talarico, Charlotte, NC

MP: Nah. The Leaders Circle competition is a merit-based deal. If Coyne’s going to get special treatment, I’d expect the teams with entries who missed out on Leader Circle contracts since the program was formed 20 years to ask for their special $1 million dispensations.

Q: Will we see a full-time female driver in the series? I’m assuming that Andretti puts Jamie Chadwick in a car, and unless Katherine Legge finds another IMSA seat, she might get the No. 51 car at Coyne full time. With Hallie Deegan’s future still in question at any NASCAR level, IndyCar would have something that they haven’t had since Simona de Silvestro ran full-time in the series: A female driver at all events, which NASCAR hasn’t had since Danica retired and F1 has never had. Thoughts?

Matt Wiser

MP: Yes. It’s a matter of when. Andretti does not have a car for Jamie Chadwick. Jamie also does not have a major budget to offer teams. I wish Penske Entertainment realized how important it is to its newer and younger fans — men and women alike — to have Kat, and Jamie, and badass female drivers in the series.

Chadwick leads the new crop of female IndyCar aspirants, but finding a seat will be a challenge. Chris Owens/IMS Photo

Q: Do you see Daly as a viable option for Juncos Hollinger in 2025, or does he need to bring money with him to secure the seat?

Steve, Ontario, Canada

MP: The more important question is whether JHR sees Conor as an option, and they do not. I wish they did, but they don’t. They want and need money, but they also have someone like Alexander Rossi, who is a better solution, to consider.

Q: As a die-hard IndyCar fan, should I be worried about the future of the series? How does NASCAR beat IndyCar to Mexico? Come on, man!
When Penske drivers do something other drivers question, race officials say it’s OK then the very next race they decide to make a “rules adjustment.” Come on man!

For survival of the series maybe Penske should sell to Liberty Media. Look what they have done in F1.

David Tucker

MP: Not sure I’d associate a lack of going to Mexico with a sign the series is in peril. F1, MotoGP, and IndyCar. That would be a strong roster of racing properties, now wouldn’t it?

Q: My understanding is that Firestone is under contract with IndyCar through 2025. Where do we stand now? Is the feeling that Firestone and IndyCar want to continue and just need to figure out the money? Is IndyCar actively courting other manufacturers? I think at this point, fans and IndyCar itself would be best served to have a long-standing, consistent partner rather than starting new.

Tom, Greenwood, SC

MP: There’s a press conference on Thursday to announce an extension. We’ll remain in good hands.

Q: Any news on a console IndyCar game post-MSG termination/iRacing resumption? It would be great for the growth of the sport.

Willem

MP: I asked Miles about it at Milwaukee, and in short, no.

Q: I was just reading this story about IndyCar evaluating an off-season international series. It reeks of desperation. Did RP sign off on this? Doesn’t this run smack against the narrative that IndyCar can’t go up against the NFL season? How do we suddenly, magically get Mexico as a part of the regular season if this happens? And how does he not consider that “international”? I’m sorry, but Mark Miles barely sounds coherent in his quotes. I’m all for more racing. If there’s room for more racing, expand the season. If not, don’t create something that’s just a series of exhibitions. What are they thinking?

Ryan Ware, Jasper, GA

MP: Before I filed the story, I was on the phone with a friend in the IndyCar paddock who asked the same thing: Why bother with all of the insane travel and hassle to put on races with poor TV ratings when you can just stay home and do that here?

The main point that gets lost, which is also part of the pipe dream, is for Giant Company X to give IndyCar a zillion dollars to pay for the jets and travel and sanction fees and to pocket a lot of that money and to share some of it with the teams. I’d love for that to happen — who wouldn’t? — and the only way the International IndyCar Series concept works is if it’s an overwhelming financial success.

And not to be Debbie Downer, but when’s the last time anyone paid IndyCar a ton of money to do anything? Best we can do is hope a company wants to change that.

Q: When was the last time before Mexico City that an international NASCAR Cup Series race counted for the Cup Series championship?

Chris Fiegler, Latham, NY

KELLY CRANDALL: NASCAR has not held an international points-paying race for the Cup Series since 1958. It was in Toronto at the Canadian Exhibition Stadium and won by Lee Petty. 

THE FINAL WORD
From Robin Miller’s Mailbag, September 11, 2013

Q: Why does IndyCar think that non-points races will work better in Europe than (European) points races worked for CART a decade ago when the economy was better?

Jim Overmeyer, Islip, N.Y.

ROBIN MILLER: Not sure I follow you. Mark Miles wants to generate more money for his teams and hopefully keep mechanics from being laid off for six months. Whether its points or non-points is moot; the goal is to provide revenue.

Story originally appeared on Racer