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2017 Point Standings
After Texas
Rank Driver Points

1 Scott Dixon 326
2 Simon Pagenaud 313
3 Takuma Sato 312
4 Helio Castroneves 305
5 Will Power 286
6 Graham Rahal 283
7 Josef Newgarden 277
8 Tony Kanaan 264
9 Alexander Rossi 254
10 James Hinchcliffe 232
11 Max Chilton 229
12 Ed Jones 228
13 Marco Andretti 210
14 Ryan Hunter-Reay 194
15 Mikhail Aleshin 192
16 JR Hildebrand 191
17 Carlos Munoz 180
18 Charlie Kimball 143
19 Conor Daly 140
20 Sebastien Bourdais 136
21 Ed Carpenter 124
22 Spencer Pigot 124
23 Juan Pablo Montoya 93
25 Gabby Chaves 83
26 Oriol Servia 61
27 Fernando Alonso 47
28 Sebastian Saavedra 33
30 Pippa Mann 32
31 Esteban Gutierrez 27
32 Jay Howard 24
33 Zach Veach 23
34 Sage Karam 23
37 James Davison 21
38 Jack Harvey 17
39 Tristan Vautier 15
42 Buddy Lazier 14

Rookie of Year Standings
1. Ed Jones 228
2. Fernando Alonso 47
3. Zach Veach 23
4. Jack Harvey 17
5. Esteban Gutierrez 11
Texas underscores what is right with IndyCar

by Tim Wohlford
Friday, June 7, 2013

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Justin Wilson won last year for Dale Coyne
Ah yes, it’s time for Texas again.  And once again, Texas is a case study in all that is good in IndyCar – and all that can go wrong.

Bluntly stated, I came to Texas last year fully prepared to write about bad news.  After all, it was the first high-banked super speedway race with the new Dallara chassis, and the first high-banked track race after the Vegas event the previous fall had taken the life of Dan Wheldon. 

And as CART fans remember, in 2001 drivers suffered vertigo due to the speed of the cars – which was, arguably, the beginning of the end for that series.

However, a strange thing happened – it was one of the best IndyCar races ever.  The cars were competitive without racing in the dreaded pack.  The better drivers went to the lead, although a few bemoaned having to race there at all. 

First Scott Dixon, then Graham Rahal, dominated before hitting the wall, handing the victory to a surprised Justin Wilson in front of a stunned crowd.

So what happened?  In a word, IndyCar changed the aero formula, and got it right.  Working with Firestone and the engine manufacturers, IndyCar tries to provide a safe, entertaining and cost-effective race.  (And yes, this means that I believe that IndyCar blew it for the 2011 Vegas race.) 

Some Indy drivers, as well as some AutoRacing1 editors, lobbied for lower down force on the big ovals for years.  This effectively turns them into mechanical grip cars instead of down force grip cars, and at the Texas race last year, they gave it a try.  And, it worked, as it did for California later in the season. 

“The cars are safer than they used to be” due to a lack of pack racing comment Helio Castroneves this morning.

So, fast forward to this year.  Although IndyCar is keeping last year’s spec for the high-banked races, IndyCar is nothing if it isn’t a place where all old ideas seem to be dragged out of storage once in a while.  Now we’re hearing new IndyCar management talking once again about “aero kits” for, well, sometime in the future. 

And even worse yet, talk of “new track records.”  The concerns are obvious – will IndyCar be able to strike a balance between safety, cost and “the good show” if it has multiple aero configurations?

And if IndyCar tries for a “new track record” at Texas... well, it’s just not possible.

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