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2018 Point Standings
After Barber
Rank Driver Points

1 Josef Newgarden 158
2 Alexander Rossi 145
3 Sebastien Bourdais 119
4 Graham Rahal 119
5 James Hinchcliffe 118
6 Ryan Hunter-Reay 113
7 Scott Dixon 107
8 Robert Wickens 97
9 Marco Andretti 88
10 Will Power 81
11 Ed Jones 79
12 Tony Kanaan 79
13 Zach Veach 77
14 Takuma Sato 70
15 Simon Pagenaud 66
16 Spencer Pigot 61
17 Gabby Chaves 55
18 Matheus Leist 51
19 Charlie Kimball 50
20 Max Chilton 44
21 Jordan King 38
22 Zachary De Melo 31
23 Ed Carpenter 26
24 Jack Harvey 25
25 Kyle Kaiser 23
26 Rene Binder 22
27 Pietro Fittipaldi 7

Rookie of Year Standings
1. Robert Wickens 97
2. Zach Veach 77
3. Matheus Leist 51
4. Jordan King 38
5. Zachary De Melo 31
6. Jack Harvey 25
7. Kyle Kaiser 23
8. Rene Binder 22
9. Pietro Fittipaldi 7

Manufacturer Standings
1. Honda 338
2. Chevy 271

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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