Pop Off Valve

Chassis favorites spread across generational lines

2010-03-09T18:56:50Z

Johnny Rutherford's "Yellow Submarine" Chaparral 2K took overall top-prize honors in our informal survey of favorite IndyCars of all time (Photo: Wikipedia)

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It's been a great pleasure to sift through the responses to our informal survey about IndyCar fans' all-time favorite chassis.

The nominations ran the gamut from old cars to new, from front-engined roadsters to rear-engined bullets. And yes, even the DeltaWing got a nod or two.

But in the end, the most interesting result of our survey was how the responses grouped fans into their respective generations.

The ever-popular debate over front-engined versus rear-engined race cars was well-represented, with the 1963 Watson-Offenhauser squaring off against the 1961 Cooper Climax for several fans' affections. But in terms of numbers, it was all rear-engined glory for most responders who preferred 1960s-vintage IndyCars. Easily the most popular car from that era ended up being Jim Clark's Lotus 38/1:

The 1970s-vintage IndyCars received the highest number of total votes, and in the end the fight was on between the mid-1970s McLaren racers and Johnny Rutherford's 1979 "Yellow Submarine" Chaparral 2K. "Lonestar J.R." ended up with the bragging rights as the ever-popular Pennzoil special came out as the top vote-getter in the survey.

The next grouping of submissions centered around the mid-1980s, as the 1986 and 1987 March chassis monopolized the votes for that decade. The March-Cosworth 86C narrowly edged out its older sibling to take top honors.

The early 1990s seemed to draw the most diverse collection of favorites from Indy fans. 1991 drew the most votes for a single year of IndyCar competition than any other in our survey, but fan votes were more or less equally spread out between all three chassis designers that competed that year (Lola, Penske, Truesports).

The most modern IndyCar chassis votegetter that actually competed at the Brickyard was the 1994 Reynard. The shark-finned droop-winged car was one of the last turbocharged cars to compete at the Indy 500 before the advent of the Indy Racing League.

It is significant to note that our survey responses arrived in groups that centered around particular decades and, at times, on specific years in those decades. Although no detailed demographic information was collected in the survey, the most oft-repeated sentiment from our responders was that their favorite car achieved that status when they were younger - which would seem to make the choice of the 2012 IndyCar chassis' aesthetics even more critical.

Poll

Which would you consider to be your favorite decade for IndyCar chassis?

BAT unveils challenger for 2012 IndyCar concept prize

2010-03-05T16:42:45Z

BAT Engineering, a company formed by IndyCar design veterans Bruce Ashmore, Alan Mertens and Tim Wardrop, launched their concept at their new website today, complete with render images of the new car.

In a press release, BAT leaned heavily towards the "safety" angle, mentioning that the design team met with Dr. Terry Trammell and IndyCar's safety team to help guide the design's form and function.

Renders of the new car after the jump...

Use - don't lose - your heads

2010-03-04T20:06:31Z

Milka Duno signed with Dale Coyne Racing for the 2010 IZOD IndyCar Series season - a race seat that could have gone to Graham Rahal (Photo: St. Petersburg Times)

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There is a time and place for everything.

There is a time to vent one's frustrations, and there is a time to keep those frustrations to oneself.

There is a time for righteous outrage, and there is a time for sober objectivity.

Today, I'm advocating the latter option in both situations. Someone needs to, especially today, because advocates of the former in two separate instances are making complete fools of themselves - and it really should stop.

Where to begin? Let's start with Gordon Kirby. Many of you readers may know Mr. Kirby from his writing - much of it in respected racing outlets like Autocourse and Autosport. He's a writer who has very, very strong opinions and very, very strong biases which have a worrying tendency to creep into his work.

Mr. Kirby was a guest on fellow racing journalist Michael Knight's radio show recently along with ESPN's John Oreovicz. The interviewee was Terry Angstadt, president of the Indy Racing League's commercial division. At about the 30-minute mark in the show, Mr. Knight presents Mr. Kirby with the opportunity to offer Angstadt the first question.

Instead of asking a question, however, Kirby launches into a minute-and-a-half diatribe on the state of IndyCar racing, loudly condemning Angstadt and the rest of IndyCar's management and accusing them of "15 years of mismanagement."

It was great radio, as they say in the entertainment industry, but it was a shocking and reprehensible lapse in professionalism from a man who - considering the length of his CV and his career - really should know better. It was an accusatory, vitriolic outburst that might issue from, say, a blogger or irate fan - an outburst that one assumes a journalist of his history and stature would frown upon in the strongest of terms.

Make no mistake - every journalist who has had to sit through a round of doubletalk or a "massaging" of the truth from a suit or a shill feels the kind of frustration that Kirby vented on Angstadt. And given the state of IndyCar racing today in an era of spec technology, dull racing and a paucity of financial health, the prospect of having sunshine blown up his skirt may have compounded things for Kirby. Of course, with Kirby's own history of sunshine-blowing as an official mouthpiece for Champ Car several years ago, one would hope that he might have enough perspective to keep his emotions in check on the other side of the fence.

But any journalist worth his salt knows that feeling frustration is one thing - venting it on the people you are supposed to be covering as an objective and impartial observer is unacceptable and inappropriate in the extreme.

The incident was - or should be - an embarrassment for a man who styles himself as a journalist from the old school. Unfortunately, he's also a guy who claims to tell it "The Way It Is" - which means that he is more likely patting himself on the back this afternoon than feeling any remorse or second-guessing his enormous lack of judgment. And that more than anything speaks to the sad state of motorsports journalism today - a state of affairs where reporters fashion themselves into actors and insert themselves into the story instead of covering it objectively.

The other bit of foolishness on the slate today has to do with the news that Dale Coyne Racing has signed Milka Duno to drive the full 2010 IZOD IndyCar Series schedule.

Let's be honest here - Milka Duno is not a popular figure among IndyCar fans or, it must be said, the IndyCar media. Robin Miller can't even bring himself to say her name - he refers to her as "Milk and Doughnuts." The perception out there is that Milka is a talent-free ride buyer who wouldn't come within a mile of a real race car if she didn't have girl parts or Venezuelan oil money. She's also a former model which, since obviously nobody else in IndyCar has any experience in swimsuits or photo shoots, casts doubt on her legitimacy as an athlete.

Now, in the interest of full disclosure, I like Milka Duno. She's funny, charming, absolutely terrific with the fans, and probably smarter than most of them. (If you doubt me on that last bit, you might want to check her wall for the four master's degree diplomas.) The fact that she isn't the greatest racecar driver in the world is worrisome at times - especially at Indianapolis, where the margins for safety are at their thinnest - but let's be frank... there have been many drivers who have competed in IndyCars with less qualifications.

Still, I'm used to the anti-Milka sentiment and I don't expect it to go away. That CITGO money she has opens doors for her and gets her into seats that, it could be argued, should go to more talented and deserving drivers. I won't dispute that.

What I will dispute is the notion that it's a crime that Milka Duno got the DCR seat and Graham Rahal still doesn't have a ride.

What, truly, was Dale Coyne supposed to do? Coming off a year where his team scored its first-ever victory, Coyne saw the driver who achieved it bolt to another team, along with his sponsor and more than a few of that race-winning crew. Whereas before he might have had hope that his team had turned a corner with a car and driver proven to be capable of winning, now Dale Coyne was back to square one.

Give him credit - Coyne grabbed the dice and rolled them on a huge gamble, offering a huge salary and a two-year contract to Graham Rahal. Perhaps, he likely reasoned, the fact that his cars might no longer be considered backmarkers - as well as the pile of promised money - might entice the young Rahal to come on board. With a hot young budding star at the wheel, maybe DCR's fortunes would turn and his team might find itself moving out of the bottom bracket of IndyCar competition.

Sadly for Dale Coyne, the prospect of driving for DCR didn't sit well with Graham Rahal. No guaranteed salary or full-time ride could compensate for being contractually tied to a team for two years - particularly when there remained the possibility that an opportunity at Penske, Ganassi or Andretti Autosport might open up at season's end. So Rahal turned Coyne down.

So here was the situation - Dale Coyne had one car with very little financial support for 2010. Along came Milka Duno with her smile, cheery disposition and fat pocketbook filled with CITGO dollars. Exactly what was Coyne supposed to do - turn her away?

No, the crime is not that Duno got the seat and that Rahal is rideless. The real crime is that fans are looking at this out of context - blaming Coyne for signing a ride buyer while Rahal is kicking the bricks, when in reality Graham had every opportunity not only to take that selfsame seat but get paid big bucks to do it. Rahal, Duno and Coyne all made decisions based on their own self-interest and thus will live with the consequences thereof.

The point is this - things are hard enough in the IndyCar world these days without people losing their perspective about things. In fact, part of the reason why the sport is in such trouble is that over the past decade and a half, people have willfully blinded themselves to the need to move forward in favor of constantly beating the dead horses of the past and second-guessing other people's choices. The times call for level-headed coolness under pressure and smart, informed choices - and while IndyCar has not been known for either of those lately, it doesn't help when the fans and the media jump on the craziness bandwagon.

In other words, take a breath, people, and instead of worrying about who was right or wrong, find a way to hope for the future. If you can't do that, then it's time to move on.

The Paddock Pulse: Mar. 3 Edition

2010-03-03T18:43:52Z

Today is NHL trade deadline day, and because I'm an enormous hockey fan I'm actually typing this with one hand while Twittering madly about the ongoing trades that are happening as we speak. But fear not, folks, because we still have some good stuff for you to read from our peers in the 'sphere. Check them out:

Dim stars and faded stripes [Indy Racing Revolution]
These days, it's easier to find a Canadian hockey fan that thinks Phoenix should have an NHL team than it is to find an American driver with enough sponsorship to drive in IndyCar. And that's saying something. Chris Estrada analyzes what it might mean for IndyCar to have such a low percentage of domestic representation among its driver ranks.
Thus begins Simonamania [My Name Is IRL]
Figures that Iannucci would bust out the awesome with Simona de Silvestro's new nickname: "Swiss Miss." Definitely beats "My Simona." Learn more about the latest threat to Danicamania here.
The Art Of Avoiding Clichés [Oilpressure]
George Phillips knocks one out of the park with this look under the microscope at the clichés used in racing broadcasting. See what I did there? I used clichés myself... to introduce an article on clichés! Man. Can you believe I took classes for this?
Dallara Eager to Build on 14 Years of Success with IndyCar [pressdog.com]
Pressdog continues his frustrating trend of introducing actual journalism to the blogosphere with his in-depth look at Dallara and their concepts for the 2012 IndyCar. If Bill keeps this up, he might get hired by a legitimate mainstream media outlet. And we can't have that. (I hear they actually outlaw snark in their employment contracts.)

Final Thoughts

Ryan at our partner site Junior Open Wheel Talent is going to be holding a live Q&A with Jonathan Summerton on Monday at 8pm ET. Make sure you show up for that - not just because Ryan is comprised of skin, hair, teeth, blood and EPIC WIN, but because Jon Summerton is quite possibly the closest any race driver will ever come to Tony Robbins in sunny disposition and "can-do" attitude.

What's in a (nick)name?

2010-03-02T20:38:56Z

A couple of weeks ago, Danica Patrick cast her net on the Twitter grounds trying to reel in some ideas for a new nickname.

Apparently, racing's #1 diva felt that she needed a moniker that her crew could call her that was amusing without being insulting. "DP" was too simple, and I'm pretty sure that her other nicknames - the ones she accumulated involuntarily from her IndyCar career - were not what she had in mind.

It then occurred to me that some of the newer drivers in IndyCar probably feel the same way. New to the paddock, they might benefit from having a nickname like some of the more established drivers (i.e., Briscoe Inferno, The Iceman, Shoe Boy, etc.).

Well, Pop Off Valve is only a couple of months old so it's not like we're paddock fixtures yet either - but since we want to be as helpful as possible to the folks we cover, here are a few of our suggestions for you drivers out there.

Simona de Silvestro - "My Simona" The Knack wrote exactly one good song in their entire careers. I think, therefore, they wouldn't mind if we optioned it, since by doing so we will remind people that they existed in the first place:

Oh my little pretty one, pretty one
When you gonna give me some time, Simona?
When you make my motor run, my motor run
Gun it coming off the line, Simona!

Pippa Mann - "Pippa Longstocking" Astrid Lindgren's immortal children's book character has superhuman strength (she can lift her horse with one hand), doesn't take any guff from pompous adults, and can always be relied upon to make her friends' lives fun and entertaining. Tell me that doesn't describe Pippa Mann. I dare you. (Except for the horse part.)

Mario Romancini - "Romancini the Stone" I don't know Mario Romancini virtually at all, but it was either this pun or some sort of vague allusion to pasta.

Jay Howard - "The Fisher King" Sarah might not like that one - unless Jay ends up winning a race.

Takuma Sato - "Takuma Matata" Ain't no passing phase!

Sebastien Saavedra - "Saavedra Night Live" ...or, the Not-Ready-For-Primetime Player? Give him a season or two...

Jan Heylen - "5150" Of course, if he gets in a wreck, I give the announcers one race - two at the most - before one of them makes a "Driver Down" pun.

Rodrigo Barbosa - "The Pirate" Come on now, what else could it be?

Gustavo Yacaman - "The Big Yac Attack" Or, if we want to go really retro, "Yac Man." Yes, we all have Yac Man Fever.

Ana Beatriz - "The 'Triz Surgeon" Yeah, booooooo. Not all of them can be winners, eh?

And last but not least, here's one for Danica - 'Tricky D. She's done swimsuits, leather plumber's pants, and evening gowns - this one will let her get all gangsta up in your grill, yo.

The Ladder Report: March 2 Edition

2010-03-02T18:32:19Z

Well, we've made it to March and there was actually a decent number of driver announcements over the past week. The Skip Barber National Championship will hold their first event of the 2010 season this coming weekend at Homestead-Miami Speedway. So, the next time you see a Ladder Report ... the 2010 season will officially be underway.

Here's a look back at some of the junior formula news from the last week.

Skip Barber National Championship

Skip Barber National Champion to Receive an Indy Lights Test with Bryan Herta Autosport: Bryan Herta Autosport announced a new partnership with the Skip Barber Racing School that will provide the 2010 Skip Barber National Champion with an Indy Lights test. The affiliation will also allow the Skip Barber National competitors a chance to get a behind-the-scenes look at how an Indy Lights team operates during race weekends.

Skip Barber Releases Entry List for Rounds 1 & 2: As noted above, the 2010 Skip Barber National Championship will get underway this weekend. The entry list for this weekend's event at Homestead-Miami Speedway consists of 21 drivers (4 of which will be competing in the Skip Barber Cup- a new championship designed for drivers over the age of 26).

Star Mazda

Tristan Vautier Signs with Andersen Racing: Tristan Vautier committed to running the 2010 Star Mazda Championship with Andersen Racing. Vautier is a transplant from the Formula Palmer Audi series where he finished 4th in the overall standings. He tested a Star Mazda car with Andersen Racing at Sebring International Raceway in January and impressed quite a few people with his overall speed.

Indy Lights

Jean-Karl Vernay Signs with Sam Schmidt Motorsports: Sam Schmidt signed J.K. Vernay for the 2010 season. The 22-year-old Frenchman should be a real solid addition to Sam's squad. Last season, Vernay competed in the Formula 3 Euro Series where he logged 2 wins, 5 podiums, and 13 top-ten finishes. I fully expect to see Jean-Karl at or near the front of the pack this season.

Sebastian Saavedra Signs with Bryan Herta Autosport: Sebastian Saavedra, who was a front runner during the 2009 Indy Lights season, will return to the series in 2010 with Bryan Herta Autosport. If Saavedra is able to make better race decisions in 2010, he could quite possibly be an early favorite for the overall title in 2010.

Gustavo Yacaman Signs with Cape Motorsports / Wayne Taylor Racing: Gustavo Yacaman announced that he will return to Indy Lights competition this season with Cape Motorsports and Wayne Taylor Racing. The return of the Cape brothers and the addition of Wayne Taylor Racing to the open-wheel world perked quite a few ears this week.

Indy Lights: Barber Motorsports Park Test- Fourteen Indy Lights' drivers participated in a pre-season open test at Barber Motorsports Park last Friday. Canadian James Hinchcliffe set the fastest overall time in both sessions and was the only driver to break into the 1:14's (lap time). For complete results, make sure to outclick on the link above.

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For much more on the junior open-wheel racing scene, be sure and visit JuniorOpenWheelTalent.com and follow JOWT on Twitter!

Q&A with Vision Racing

2010-02-28T17:34:39Z

Pop Off Valve kicked off the first in a series of live events with a Q&A session with Vision Racing's Ed Carpenter and Pat Caporali on Monday, March 1st. If you missed the chat, hit the jump for the full replay!

LIVE Q&A: Vision Racing

The Paddock Pulse: Feb. 24 Edition

2010-02-24T17:59:52Z

What does one do after getting mentioned on Trackside with Curt and Kevin because one engaged in a Twitter battle with Paul Tracy? Why, create a clippings post, of course!

A quick word about the Pulse - there's so much good stuff out there that our Paddock Pulse posts are getting very long and unwieldy. So going forward we're going to be a bit more selective in what we highlight here for brevity's sake. But don't take that as an insult, fellow writers - we still encourage all our readers to browse our blogroll and add the links to your bookmarks. Trust us - they're worth the visit!

It's a Small World After All [Drive Hard, Turn Left]
Bill at Drive Hard, Turn Left was apparently intrigued by one of the "throwaway" tweets I posted in my Twitter-sation with PT on Feb. 23rd. The article that followed is a good self-examination from a fan perspective about whether the lack of American drivers in IndyCar is a deal-breaker. Read it and see if you agree.
A Swift response to the Delta Wing [My Name is IRL]
When you stop by My Name is IRL and see a post that forces you to scroll for what seems like an eternity, you realize that Jeff Iannucci has stopped teasing you with the appetizers and has served you a big juicy plate full of filet mignon. Those are the moments where I just sit, read, and enjoy something that in most cases I am envious that I didn't write. This article is one of those posts. Oh, and there's a picture of a Pontiac Aztek in there too.
Should The Sisters Sell? [Oilpressure]
The idea that the Indianapolis Motor Speedway might at some point down the road move out of the hands of the Hulman-George family is one that makes even the saltiest paddock salt start to feel nervous. George at Oilpressure takes a look at the possibility of what in IndyCar circles would be akin to trading Wayne Gretzky to the Kings.
Swift Urges Fan Input, Says Designs Still Evolving [pressdog.com]
You really should be bookmarking pressdog.com and reading it regularly - Bill certainly has enough output for you to make his site required daily reading. But this entry is a home run that deserves special mention, with the 'Dog getting all up close and personal with Mark Page, chief designer of Swift Engineering. READ! READ NOW!
It’s time to revise our definition of ride-buying [Planet-IRL]
Stephanie at Planet-IRL jumps into the American driver debate with an examination of what it means to be a "ride buyer" in today's IndyCar series. Although she brings up 'King Hero (you do know what that leading apostrophe is for, right?), her analysis is admirably even-handed and brings up something that many fans don't want to think about: why are American companies sponsoring foreign drivers instead of Americans, and what might that say?
John Barnes and the DeltaWing project [Indy Racing Revolution]
Our buddy Chris Estrada has finally gotten his site back on the air, and on the first catch of the game scores an 80-yard touchdown with this interview with Panther Racing's principal owner about the most controversial subject in IndyCar at the moment. Barnes pulls no punches - but be warned, if you're 40 years old or older, be prepared to feel a little unwanted.
The Pagoda Unveils Its Revolutionary Chassis Design [The Silent Pagoda]
"That's no car... it's a MAN PART!" We've heard that so often about the DeltaWing that some of us forgot how the complaint echoes the words of a certain aged Jedi Knight. Roy Hobbson, though - man, that dude doesn't miss a trick. I bring this up because it provides a bit of context for this (as usual) hilarious blog post about the fifth entry in the 2012 IndyCar chassis proposal race.

Final Thoughts

Keep sending your letters to Randy Bernard. The guy wants to hear from fans about the direction of the IndyCar series. Seriously. He actually cares about your opinions. So take advantage of that largesse before he comes to his senses.

Also, Vision Racing could still use your help. It's getting very sad as the season gets closer to see the forlorn tweets from Lauren and Ed on the outside looking in. Pat Caporali has been relentlessly positive but even someone as determined to look on the bright side as she is needs some encouragement. So help out - even if it's just a note expressing your support.

The proof is not in the passport

2010-02-23T20:12:31Z

Is Ryan Briscoe less compelling because he's not American?

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Paul Tracy never has been at a loss for words.

I'm not sure he always thinks about what those words are, but that doesn't stop him from sharing them with everyone.

The "Thrill from West Hill" started a Twitter ruckus today by posting this to his feed:

4 drivers from this continent at the first test . i think there is 3 wins for all of them put together . as guys like rahal , rice and me

get to stay home and watch . if thats what you fans want ... enjoy

Now, I appreciate Paul's passion. I appreciate his outspokenness. But he's really criticizing the wrong people if he's laying this at the feet of the fans.

Tracy and Oriol Servia followed up on the first volley by tweeting to their followers that they need to write to new IRL CEO Randy Bernard to express their preference for North American drivers. In and of itself, the suggestion is a good one and one that Bernard himself has made repeatedly, even though he doesn't even move into his position until March 1st.

But Tracy and Servia have missed the mark in this case. Because if there is one thing the fans have not been silent on regardless of everything else that has happened in IndyCar racing, it is the dearth of American drivers in the series.

In fact, the fan voices have been boisterously loud about this topic - almost too loud, given that some of them have cast aspersions onto those drivers who they don't believe deserve their seats simply because of their passports. Nonetheless, the push for American drivers in an American-based racing series is one based on the theory that it's easier to cheer for people who are more like yourself.

There seems to be an inconsistency, though, as to what constitutes, as Tracy put it, "guys that a fan base to build on" - in other words, how similar does a driver have to be to the fans in order to qualify? Tracy is including himself in the list as well as his pal Servia, neither of which are Americans (Tracy is Canadian, while Servia is Spanish). Drivers like Alex Tagliani and Patrick Carpentier are French-Canadian, but their accents are harsher than some of the Brazilian drivers in the series such as Vitor Meira and Helio Castroneves (or, for that matter, Takuma Sato from Japan).

Common sense dictates that a driver can be a foundation piece of a fanbase if his or her performance is compelling and personality inviting. Fans can feel connected to drivers for a myriad of reasons - nationality or heritage is only one of them. Who is to say, therefore, that drivers like Mario Romancini or Takuma Sato will not be able to connect with fans and engage them, simply because they are "ride buyers"?

Beyond what makes a driver "connectible," however, is the brutal truth that fans have virtually no say in who gets to sit in each IndyCar seat. Nor does Randy Bernard, although he can be involved in the process of finding sponsorship for so-called "deserving" drivers. No, the people who decide who drives IndyCars are the team owners themselves. And while every team owner in the paddock will give at least lip service to the concept of hiring American drivers, their record for actually doing so is not a good one for a simple reason: economics.

It costs a lot to field an IndyCar team. Perhaps in 2012 it will be far cheaper, and if that happens there might be more opportunity for a meritocracy in the driver ranks instead of finding out who has the biggest wallet. But for now, team owners have to have financial support in order to put the car on the track, and sadly many of the drivers who are rideless - including Tracy, Servia, and others - do not have the capability to furnish that support. No amount of fan petitioning will change that.

But there's a question out there that some fans and advocates of American drivers haven't answered - perhaps because it's one they don't want to acknowledge. What if some of these despicable "ride buyers" end up being as personable, compelling and praiseworthy as a Jonathan Summerton or J.R. Hildebrand or Paul Tracy? Or, heaven forbid, moreso? Are fans even willing to give the new drivers a chance?

Part of the problem lies in the fact that the IndyCar fan community has a history of looking backwards instead of forwards. The DeltaWing controversy is a prime example of this. There is a large faction of folks who have a hard time thinking outside of the very high-walled box that has been built around IndyCar racing in the past couple of decades. The names Tracy, Servia and Rice resonate with them, whereas Beatriz, de Silvestro, Sato, Saavedra and Romancini are shadowed in uncertainty - both because their names and heritage are unfamiliar as well as their newness to the series. Given a choice, the fans will gravitate towards those they know instead of those they don't, no matter how much promise the latter group might possess.

While I understand the reasoning behind it - and while I sympathize with the idea that young domestic talent lacks opportunity because of finances - I still think that dismissing this new crop of drivers on such weak grounds would be a mistake.

Look at E.J. Viso, arguably one of IndyCar's more popular drivers. Only a couple of years ago, Viso was in the same boat as Mario Romancini - an unknown quantity from a foreign nation who many fans thought got his opportunity based on his checkbook instead of his merit. Today, fans are thrilled that he was able to secure a ride for this season. So what changed? Viso had a chance to prove himself in the paddock and on the track, and his story went from uninteresting to compelling.

I guess my point is that nationalism is a good thing, even healthy - so long as it is not taken to an extreme. And it would be wonderful to see good guys like Oriol Servia, J.R. Hildebrand, Phil Giebler and - yes - even Paul Tracy get IndyCar rides. But if they are not able to do so, what is stopping people from giving the new drivers a chance? That's all they're asking for, really.

After all, even Mario Andretti started his career as an unknown Italian.

BAT looking to build 2012 IndyCar close to Brickyard

2010-02-23T15:47:02Z

BAT looking to build 2012 IndyCar close to Brickyard

Three Indianapolis 500 winning designers have joined forces in a bid to become the next IndyCar chassis supplier. The BAT project, named after its three principals, Bruce Ashmore, Alan Mertens and Tim Wardrop, combines not only tremendous experience but also an initiative to rebuild the racecar industry of Indiana.

If it is successful in its bid, the firm will design and build the entire car within a 30-mile radius of the Indianapolis Motor Speedway, using American labour.

Lotus raises stakes in 2012 chassis dash

2010-02-22T23:25:10Z

Lotus raises stakes in 2012 chassis dash

According to a Motorsports News report republished in Racecar Engineering, famed racing name Lotus will be represented at the 2010 Indianapolis 500 with the possibility of a 2012 chassis build.

The effort, titled Team Lotus USA, will initially be a partnership with an existing IndyCar team, but there is speculation that Lotus could be aiming to build their own car for 2012. Only one chassis proposal thus far - DeltaWing - offers teams the option of building their own cars based on an approved spec.

The Ladder Report: Feb. 22 Edition

2010-02-22T16:46:50Z

I was planning to write this edition last night, but I couldn't pass up watching the USA vs. Canada Olympic hockey game. I know that Tony is a huge hockey fan as well, so I'm not too worried about the delay in posting this week's Ladder Report.

Without further ado, here is a quick recap from the junior formula world.

Lola Keeps Indy Lights in Mind: Last Monday, Lola introduced their 2012 IndyCar concept which featured a common chassis for the Indy Lights and IndyCar series. I'm not necessarily a huge fan of the Lola design but I definitely like the idea of commonality between IndyCar and Indy Lights. I'm hopeful that this ideology--- if accepted--- will help bridge the gap for up-and-coming drivers looking to make the jump from Indy Lights to IndyCar.

Team Moore Releases Junior Strous: Just over a month ago, Junior Strous signed with Team Moore Racing for the 2010 Indy Lights season. Then, just last week he was released from his contract by Team Moore Racing. The details of this event have been kept very quiet.

Team Moore Signs James Hinchcliffe: The same day that Team Moore released Junior Strous, news leaked that the team would be signing James Hinchcliffe for the 2010 Indy Lights season. The official announcement came the next morning and stated that James would indeed fill the second seat at Team Moore Racing. His teammate this season will be Adrian Campos Jr.

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If you missed the first edition of The Ladder Report... you can read it here.

For much more on the junior open-wheel racing scene, be sure and visit JuniorOpenWheelTalent.com and follow JOWT on Twitter!

IndyCar fan's designs changing opinions about the DeltaWing

2010-02-18T20:33:58Z

An IndyCar fan's "restyling" of the DeltaWing concept in classic Penske Racing colors.

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A bold move. The potential savior of Indy-style racing. A grand leap forward in innovation and styling for a moribund racing series.

That is how designer Ben Bowlby and the IndyCar owners behind DeltaWing, LLC look at their new creation.

Not very many IndyCar fans share their perspective - particularly after the foam model was unveiled in Chicago.

But there is one fan out there who does, and he decided that he needed to do his part to get his fellow IndyCar enthusiasts to open their eyes and join him.

Accordingly, he put pen to paper and "reimagined" the DeltaWing on his own. And judging by the results above and the buzz they're creating, he may have achieved his goal... and perhaps he has saved the DeltaWing in the process.

He posts under the name "stpwildcat" at TrackForum.com. He isn't keen on sharing his real name because of his day job as a concept designer for one of the Big 3 automakers.

But he's also an enormous IndyCar fan and has been since he was a young boy growing up in Albuquerque, New Mexico and his favorite racing family - the Unsers - were the stars of the sport. So when he heard about the DeltaWing concept and the way it could change the whole landscape of IndyCar racing for the better, he was sold.

"I feel this concept is the last hope of our series," he says. "Fans need to see that the concept of the DeltaWing is brilliant."

The big hurdle, of course, is the way that form followed function in Bowlby's design. The DeltaWing foam model that Bowlby and company showed at the Chicago Auto Show set off a firestorm of controversy in fan circles. Put bluntly, people hated the way the car looked, and, initially at least, stpwildcat was no exception. "I hated the DeltaWing when I first saw it," he confesses.

But with his artist's imagination and his industry experience, he realized that the fundamental concept was sound. He got the point that DeltaWing, LLC has so far had trouble communicating to the fans - that the foam model is only a first step and that DeltaWings may end up looking radically different depending on who builds them.

So he decided to help out - unbidden and independently - by putting the idea into pictures. Calling upon his design skills, he sketched out a slightly modified version of the DeltaWing with some styling cues and livery design inspired by a classic Penske Racing chassis.

The changes were kept to a minimum - a slightly different fairing on the rear wing assembly, a rollbar instead of the airbox-styled structure on the model, a shark fin instead of a vertical stabilizer, and more traditional nose that made the front wheels look more separated.

The small changes he made subtly altered the look of the car without tampering with the overarching concept that the DeltaWing represented. And the fans responded.

"10,000,000 times better," said one. "A huge difference," enthused another. And - perhaps the most promising for the DeltaWing supporters - there were more than a few who said, "I could live with this!"

After a week and a half of threats from fans about leaving the series if the DeltaWing was adopted, this represented a major shift in perception for the DeltaWing concept. All in a day's work for stpwildcat, though.

"The looks of the car [grew] on me, but I know the potential for great looks is always available," he says. "I wanted to show some of our more hard-headed fans that this car can look great. It can look great if it's done right.

"I [was] afraid that the backlash toward the DeltaWing would kill it before it starts. So these drawings are meant to open some eyes and minds."

stpwildcat isn't done yet, either. He's planning a total of six different DeltaWing concepts - including a Foyt Coyote - from several different angles to illustrate the potential for multiple manufacturers. He plans to make them into a booklet and hand them off to someone like Robin Miller, who he hopes can get the sketches into the proper hands. He also says that he is trying to work up the nerve to slip a booklet into his neighbor's mailbox. The neighbor? Roger Penske.

As for DeltaWing, LLC? Since the project is supposed to be open-source, initiative like stpwildcat's is likely to be encouraged - perhaps even rewarded with the opportunity to work with them on designs and consulting. If such an offer was made, stpwildcat makes his position clear: "I would do anything and everything for them... in any way."

The cult of personality's statute of limitations

2010-02-18T17:50:21Z

What happens to racing when the cars don’t matter anymore?

At one point in our history, races like the Indianapolis 500 made stars out of its drivers for the sole reason that they drove the cars that raced at the Brickyard. The same thing happened in NASCAR - the big names were the ones who “raced on the beach” in cars that people could put in their own driveways.

But as society’s focus gradually shifted from the automobile to celebrity as a vehicle for escapism, racing series discovered that they could shift the onus of selling their sport onto the people who drove the cars rather than the cars themselves. Racing technology began a slow but inexorable drift toward the periphery.

For someone like me who has been a race fan for nearly almost four decades, it seems impossible to contemplate. But drivers like Jeff Gordon and Dale Earnhardt Jr. have achieved crossover celebrity among people who could care less that Gordon and Earnhardt don’t drive the Hyundai that is in their garage. Only the old-school NASCAR hardcores - a steadily shrinking minority - still seem to care that, for instance, Richard Petty now fields Fords, and that therefore they must change their loyalties to another Dodge team.

Meanwhile, the IndyCar series for the past few years has been skittering around on the floor like a rat looking for table scraps because their form of racing ran up against a couple of obstacles that they still haven't been able to surmount. Namely, (a) they artificially and intentionally slowed down their race cars, and (b) they spent a decade-and-a-half wallowing in a mud puddle of stupidity and egotism (i.e., the Split).

Reason (a) is a problem because one of the main reasons why Indy achieved pop culture success up until the 1990s was the fact that their cars ran the fastest closed-course speeds in the world. Prior to the formation of the Indy Racing League, IndyCars were still breaking speed records at Indianapolis to the tune of nearly 240mph average laps - which at that time was as fast as a pro stock dragster in a straight line.

One of the first things the fledgling IRL did was to embark on a speed-limiting formula. Their reasoning was two-fold: limit liability and hazard, and make it easier for “grassroots” drivers to move up to big-time IndyCar racing. This resulted in big, blocky, over-aero'ed race cars that proved to be so simple to drive that a dentist entered a couple of Indy 500s. Only the return of former CART team owners and their lobbying influence began to reverse this trend.

Reason (b) is a problem because after the Split, the “name” drivers went one way and Indianapolis went the other, and eventually, faced with a bitter, vitriolic civil war that tainted the entire landscape, those outside the hardcore lines lost interest. Ratings and attendance plummeted as a result. If that were not bad enough, the bank accounts on both sides were sucked dry from all of the infighting, which, combined with a decline in corporate interest and the current recession, has led to popular drivers being left on the sidelines in favor of less famous (and, in some cases less skilled) people with fatter wallets.

Fifteen years later, IndyCar racing has struggled to recapture the star power that the series used to enjoy. The IRL still has Indianapolis, which still carries some pop culture weight (albeit largely among an increasingly older demographic who remembers when the Indy 500 was still "America's race"). But the drivers are at best on the B- or C-list in terms of celebrity. IndyCar’s only real “breakout” star is considered such largely because she is a woman (and swimsuit model) in a man's sport and not because she wins races - and worse, she’s planning a career in stock cars as soon as next year. Helio Castroneves’ stint on Dancing With The Stars turned him into a star, but as “the racer guy who won Dancing With The Stars” - a distressingly large number of people still believe he races in NASCAR.

With IndyCar’s anemic personality cache, one would think that the cars once again would become the stars. But the IndyCar series’ car technology has reached a stagnant equilibrium of a "spec" chassis and motor with no real innovation. This has happened because of financial expediency, but the series is hamstrung all the same.

It is clear that the “spec” formula has seriously weakened IndyCar. In the past, people within the sport preached the benefit of "spec" rules and limiting innovation due to the costs involved. That attitude appears to be changing, and for good reason. With a single “dumbed down” chassis and engine formula, the increments in which success is measured are reduced to fractions of a second. Gaining those fractions of a second is an exercise in proving who can spend the most money in R&D, testing and fudging the rules. Hence, the competition for the top of the pyramid usually gets whittled down to one or two top teams with the most financial resources, and everyone else is left to pick up the sloppy seconds. Racing then becomes predictable and, thus, boring to the fans as the same storyline plays out over and over again.

NASCAR has found themselves in a similar dilemma. The advent of the Car of Tomorrow has led to increased safety, but it has also homogenized the competition. The only visual differences between makes are different sets of headlight and grille decals. The engine technology is differentiated in ways that are beyond the casual fan’s understanding and interest.

In the past, NASCAR would not have cared a whit about those things because of their heavy focus on personality over technology. But that has been a double-edged sword, as evidenced by the prolonged slump suffered by Dale Earnhardt Jr., which NASCAR's leadership has recently blamed for the slow but inexorable decline in ratings and attendance over the past couple of years. It has gotten bad enough that Danica Patrick’s recent stock car racing experiments have been called a hopeful sign for NASCAR - a “rising tide” of interest that will turn NASCAR’s fortunes around (where have we heard that before?).

Formula 1, in contrast, remains the best example in the world of people still willing to pay astronomical amounts of money for the privilege to be involved as sponsors, participants and fans. Why? Because F1 is all about innovation, even with the restrictions the FIA place on the sport from year to year. Even when Michael Schumacher retired, the sport still prospered. F1 is independent of its driver stars, even though because they race in F1 the drivers are celebrities, because every year there is a new story to tell about the technology.

It is for this reason that IndyCar racing needs the DeltaWing concept (if not the actual full-sized model car built around it, which has been a source of almost universal disapproval). DeltaWing represents a radical change in IndyCar thinking. It has the aura of innovation and new directions. Even better, it represents a better return on investment than the current rules - the cost of a DeltaWing and an owned engine is intended to cost less than half of a current IRL-spec Dallara and a leased Honda.

Think what you want about the DeltaWing car (and I am on record as not liking it very much), but when the foam model was unveiled at the Chicago Auto Show, the term “DeltaWing” became the 35th most-searched-for term on Google. Worldwide. When was the last time anything outside of Danica Patrick garnered that kind of publicity for the series?

The thing about the cult of personality is that celebrity is ephemeral. Nobody knows when it will strike or how long it will last. That is why society today clamors incessantly for new stories, whether they’re about people or cars. The DeltaWing concept is like a brand new book full of new stories with many authors. Better yet, it is a way for the car to become the star in IndyCar racing once again.

Quiet reflections

2010-02-18T04:41:44Z

This place is quiet.

It's not what I expected, I figured we'd be shouting our hello's over the engine noise in some busy paddock. That's where I had hoped to catch up with you, but this will have to do.

Some oldtimer from the New England region was talking about you a few weeks ago. He said you were out at the FF festival last summer... I bet you were holding court, riding around in your golf cart and setting everybody straight.

Joe, you should check out Apexspeed: a bunch of people stopped in there for a visit too. DelVecchio and Wietzenhoff are there, but you gotta be proud of how many people you helped along the road. And how many are proud to call you a friend. No surprise really, there aren't many guys like you around.

I think the last time we talked was '82. It's great to see how you developed new roles to fill in the community, and how much of a leader you became. Nobody worked harder to earn it.

There's a lot of stuff I took for granted as a kid, and came to appreciate after years of reflection. Joe, I never met a guy who was as trusting and honest as you. You were great at sizing people up, and allowing them the freedom to do their best. And knowing when to step in when they didn't.

That's probably one of the lessons Chip learned, even though his impersonations of you were never very good...if he treats people around him like you always did, it's no wonder why he receives the same kind of respect.

Anyway, I'm glad for this chance to talk to you. Joe, it's an honor to be one of so many people who were touched by your kindness. Except for that flea thing, though. I didn't quite know how to handle that, when you had John come down from the body shop and paint those fleas in the Phipps boy's car. "Flea on a hot pr*ck" wasn't my favorite nickname, but we could share a laugh over it today...

Just not right now. Now seemed like my best shot to stop by so we could share a quiet moment together.

Thank you, Joe. See you in the Paddock.

Andy

Nancy, "baby Mac", and Joe Stimola

1982 SCCA Runoffs

The Paddock Pulse: Feb. 17 Edition

2010-02-17T16:24:03Z

I'm resisting the impulse to use some sort of Olympic metaphor, given that we are now in the thick of the quadrennial sporting festival. Suffice to say, we have a bunch of GOLD MEDAL links to hang around your necks this week. (Wow. So much for self-control.)

Anyway, the DeltaWing controversy continues to rage, even more so now that Lola has released their concept drawings which are so close to the current car that they are nigh indistinguishable. But fortunately (and in some cases, unfortunately - you'll see in a moment) there is other stuff to talk about. So let's get right to it!

Remembering A Friend [SPEEDtv.com]
I don't know whether it's a good or bad thing that some of the best racing writing is inspired by tragedy. Still, this tribute to Dave Randall from Jeff Olson at SPEEDtv.com deserves your attention and, most likely, a tissue or two to boot.
Joe Stimola Passes Away [SPEEDtv.com]
Veteran open-wheel crew chief and engineer Joe Stimola died over the weekend in Florida from complications following open heart surgery. Stimola was another of those influential people in racing who never got the share of the limelight they deserved. But those who knew him know full well his impact not only on their sport, but on their lives.
The Silver Vitamin [SPEEDtv.com]
Marshall Pruett is at it again, talking to anyone and everyone about the DeltaWing concept IndyCar. This is a three-page monster of an article that gives some interesting insight not only into the DeltaWing, but also the owners' plans for assuming the reins of the IndyCar series' technical arm. Worthy of re-reading.
DeltaWing: After Some Time To Reflect [Oilpressure]
George Phillips definitely doesn't share the ambivalence surrounding the proposed DeltaWing concept. He took the advice to let his first impression sink in before passing judgment but, as George says, his reaction "went from being horrified to that of pure outrage." Don't miss his followup to this article, "A House Divided," where George expresses his worries that many of us share about a potential power struggle between the owners and the league.
The Neros Fiddle while IndyCar Burns and Fans Turn to DANICAR [pressdog.com]
It's not often that our favorite IndyMutt gives us a glorious rant like this one. Most of the time, he rations his excellent wordkibble in small, tasty handfuls that keep us coming back for more. So when the 'Dog goes after the postman with this much growling, it's worth your while to sit down and anticipate the inevitable shredding of postal pants. (In other words, this is a great article. Read it.)
Danicamania, the sequel [My Name is IRL]
Danica Patrick may be the bee's knees to NASCAR right now, but Da Newch has seen it all before. His words of warning should be required reading for all those stock car nuts who think that having the GoDaddy Girl around is an indication of what Darrell Waltrip called "the rising tide."
One Positive About Each Constructor [Is It May Yet?]
So much angst has been spewed about the 2012 IndyCar that it was inevitable that someone would stop taking it all seriously - if only for a moment. So if your blood pressure is skyrocketing about the DeltaWing or the Lola, read this - it's as good as your nitro pills! (Not really. Keep taking the pills. And please don't sue me.)
John Lewis, VP of Marketing, Talks about IndyCar's Effort to Talk to Fans [pressdog.com]
Amazingly enough, John Lewis, the IRL's Vice President of Marketing and League Development, does not use an adapted Twister spinner to randomly select fan reactions to IndyCar's direction. Pressdog, with an assist from IndyCar PR, gets the real scoop.
Yes, Virginia, there really is a Delta Wing [the_race_gIRL]
As the first race of the season approaches, our favorite blogger-from-the-bathtub recaps some of her reactions to IndyCar offseason hijinks.
Musings on the Daytona 500 from an IndyCar Point of View [Planet-IRL]
Hole in da track! Hole in da track! Lookin' like a fool with a hole in da track! Tires go down, cars spin sideways, HOLE IN DA TRACK! ...*ahem.* Sorry. Got carried away. Stephanie at Planet-IRL has a much better and more reasoned recap of the Daytona 500 from an IndyCar fan's point of view.
As the Wheel Turns [My Name Is IRL]
And finally, Jeff Iannucci blatantly rips off the "I'm too lazy to write a story, so I'll summarize a bunch of others" format of The Paddock Pulse for his "As the Wheel Turns" segment at My Name is IRL. (What? He's been blogging for several years longer than Pop Off Valve has been around? You mean, Paddock Pulse is actually a ripoff of ATWT? Excuse me, I need to go... um... grab a glass of water.)

Final Thoughts

A sincere congratulations to Roy Hobbson at the Silent Pagoda (or is it just "Silent Pagoda"? Nobody can ever tell me for sure) for standing up to The Man and fighting the power and all of that. The Pagoda was dropped from IndyCar's website after Roy gleefully skewered Chip Ganassi and the DeltaWing in a recent post. Since the Pagoda is the closest thing to an "official" unofficial IndyCar blog, I'm pretty sure that the powers-that-be didn't appreciate the rebellious nature of the post. But as of today, the Pagoda is back on the IndyCar site after an avalanche of fan support forced them to reconsider. Welcome back, Roy!

Menard Engine Group sold to series vet Hamilton, other investors

2010-02-17T15:43:18Z

Menard Engine Group sold to series vet Hamilton, other investors

Four respected members of the Indianapolis and open-wheel racing communities announced today its purchase of Indianapolis-based Menard Engine Group (MEG).

IZOD IndyCar Series veteran driver Davey Hamilton will lead a group comprised of Scott Jasek, Joe Kennedy and Jeff Sinden - the three owners of Indy Parts, the Indy Racing Experience and Experiential Marketing Incorporated - in the acquisition of MEG.

Luczo Dragon, de Ferran merger could create IndyCar powerhouse

2010-02-16T18:33:50Z

Gil de Ferran joins Jay Penske as a co-owner of Luczo Dragon Racing (Photo: LAT Photo)

View full size photo »

Luczo Dragon/De Ferran Merger Teleconference

Seven years ago, the names de Ferran and Penske combined to deliver victory in the Indianapolis 500.

Today, the two names are linked again - only this time, Gil de Ferran will be working with Jay Penske, the son of his 2003 Indy-winning team owner Roger.

Penske, Steve Luczo, and de Ferran will all be co-owners at Luczo Dragon Racing, the team announced today, with de Ferran stepping up to assume the additional role of team president. But although for the moment the team remains a one-car operation centered around driver Raphael Matos, the new Luczo Dragon partners are looking to expand in the future.

Luczo Dragon Racing came into being in 2006 as a partnership between Jay Penske and Seagate CEO Steve Luczo. The two shared a passion both for sports and for creative arts - in fact, the "Dragon" in Luczo Dragon comes from Penske's antiquarian bookshop in Los Angeles.

Luczo Dragon entered the Indianapolis 500 in 2007 with Ryan Briscoe as their driver, and the team turned heads by earning a surprising fifth-place finish. The next season, the team ran a limited schedule with Tomas Scheckter, but without the equipment and technology assist from Penske Racing the team's results were significantly worse - the team failed to finish all but one race.

The adversity only seemed to strengthen the resolve of Penske and Luczo, and Luczo Dragon Racing campaigned the full 2009 season with new driver Raphael Matos. Matos was a multiple champion in various categories including Star Mazda, the Atlantic series, and Firestone Indy Lights, and he showed his prowess by registering a whopping eight top-ten finishes on his way to the Apex IndyCar Rookie of the Year award.

In the meantime, de Ferran had left a job with Honda's Formula 1 team and, with Honda's backing, had started his own operation in the American Le Mans series. For two years, while Luczo Dragon gradually was ingratiating itself into the IndyCar community, de Ferran and his works Honda team took ALMS by storm, developing Acura's factory LMP program into a dominant, if not championship-winning effort. De Ferran himself came out of his four-year self-imposed retirement as a driver to help his team to success.

Midway through 2009, however, de Ferran announced that he would retire again from the cockpit to focus on developing his own IZOD IndyCar Series team. Those plans fell through, unfortunately, with de Ferran unable to find sufficient financial backing to support his enterprise.

With de Ferran needing financial backing and Luczo Dragon needing a hand with the technical side of building an IndyCar team, the pairing of "The Professor" with his old friend Jay Penske seemed to be the most natural fit in the world.

"Gil and I have been discussing working together for many years," says Penske. "I’d say more active discussions about working together really started in the last year and have been ramping up ever since. Over the last four months Steve, Gil and I came to the realization that in order to put together an effort that could really face the challenges of the current establishment and have a better chance to deliver the successful results we all want we would be best served combining our resources. The more we talked about it the more it made sense."

De Ferran brings a wealth of technical expertise and a driver's perspective to the operation, while Penske and Luczo are natural marketers and have plenty of financial stability. Also, de Ferran makes a natural driver coach for his countryman Matos; the combination of de Ferran's analytical style should mesh well with Matos' formidable raw skills.

The gap between Luczo Dragon and their opponents still seems to be a daunting obstacle, but de Ferran, Penske and Luczo all come from tech backgrounds and they plan to use their appreciation for innovation and engineering to their advantage. According to Steve Luczo, "We have a clear view that technology and science will give us the competitive edge we need to be successful on track."

"[Our competitors] have been dominating the series the last several years and have amassed a huge amount of data with the current IndyCar equipment," admits de Ferran. "In addition, the current testing rules make it difficult for a young team and young driver to make up ground. Despite those challenges, we will do everything possible to make up that deficit. We have plans to invest heavily in simulation technology and will try to build out our engineering capabilities beyond our main rivals."

The three partners realize that part of this heavy investment will require them to expand the team to two cars. "We hope to have those details ironed out very soon," de Ferran says. Some of those details might include a return to Le Mans prototype racing and other series that are in keeping with Luczo Dragon's "strong focus in the science and technology of motorsports."

Certainly, the future for Luczo Dragon Racing is much brighter with the addition of Gil de Ferran; the strengthening and growth of one of their most promising franchises means that the future of the IZOD IndyCar Series just got a little brighter as well.

What a concept: Pop Off Valve reviews the 2012 IndyCars

2010-02-15T21:16:22Z

It's my own design
It's my own remorse
Help me to decide...
Everybody wants to rule the world.

Tears for Fears

Eye candy for the IndyCar faithful.

Really, that's mostly what the images from Dallara Automobili, Swift Engineering, DeltaWing and Lola Group are. The proposals heading to the head honchos at the IZOD IndyCar Series are far more mundane - heavy on optimistic press releases and technical jargon.

Still, even though we here at Pop Off Valve aren't exactly the people any of these manufacturers are trying to impress, we still have opinions about these hopeful dreams for IndyCar's future - and these companies' bottom lines. So, like them or not, here they are.

Dallara Automobili

The incumbent - and exclusive - chassis provider for the IZOD IndyCar Series, Dallara would seem to be in the driver's seat for the 2012 design, mostly because of the relationship the company already enjoys with the league.

Dallara released three concepts ranging from uninspired to evolutionary to revolutionary. It's always tough to go first in any competition, but the general sense we got is that Dallara basically threw stuff at the wall and hoped something would stick.

As with all of the manufacturers, with the notable exception of DeltaWing, Dallara's "sell sheet" for their concept couches most of the descriptions of features and performance in the most general terms. Instead, Dallara apparently decided to rely heavily on two things - their existing status with IndyCar, and the fact that they would build a facility to create their cars in Speedway, Indiana - to give them the edge.

Pop Off Valve Grade: C

What we think: The cars have that borderline-ugly look we've all come to expect from Dallara. Whether that has anything to do with the very basic renders or the habits of Dallara's designers, we're not sure. But the Dallara designs seem to be a jack-of-all-trades approach, and that worries us. How can three extremely disparate car concepts achieve all of the same design goals? Dallara hasn't given us an answer yet.

Swift Engineering

American-based Swift Engineering was the second manufacturer to release their concepts to the IndyCar community. And did they ever make a splash.

Like Dallara, Swift revealed three concept cars. Unlike Dallara, however, the renders were gorgeous and clean, and the designs were dead sexy. The first concept was the most evolutionary (versus revolutionary); however, Swift included what they called a "mushroom buster" at the rear of the car designed to cut the wake turbulence from the car's wings and make slipstreaming easier. The second and third concepts were both far more radical - both drawing from Le Mans prototype design cues in many respects.

In addition to the "mushroom buster," Swift also released details of the so-called "SwiftLights" feature. Essentially form-fitting LED panels, the SwiftLights are intended to convey details such as race position, control inputs and fuel levels to spectators at the track and watching on TV.

Pop Off Valve Grade: A-

What we think: Visually, Swift has hit a home run. None of the other companies comes close to providing as much visual excitement as any of the three Swift concepts. We particularly like the open engine covers - a nice touch that hearkens back to IndyCars of yesteryear. And we're big fans of the "mushroom buster" - if it works as intended. We're not so keen on SwiftLights - it reminds us a lot of Fox's glowing hockey puck concept that fizzled out a few years ago. Frankly, we'd like to hear more about the way the Swift would save money and innovate rather than how cool it would be to see lights flashing when a driver hits the brake.

DeltaWing

Who knew that the Chicago Auto Show would be provide the base that launched a thousand quips? Certainly, the IndyCar owners who are the driving force behind DeltaWing, LLC may not have expected that the backlash to their DeltaWing concept IndyCar would be as vitriolic as it has been to date.

But in general, people fear change, and the DeltaWing delivers change with all the subtlety of Paul Bunyan's axe blows. Radical doesn't begin to describe Ben Bowlby's latest creation - a car built from the ground up to change the entire face of IndyCar racing. The tricycle-based design (the fourth wheel was added as a concession to fans and the FIA, the latter of which would have considered a three-wheeled design a motorcycle instead of a car) is intended to be a car that represents dramatically lower costs, innovative technology, and a "greener" race car. DeltaWing also intends for the car to be "open-source," with a variety of manufacturers building their own versions of the car for competition at a substantially reduced price-to-own for teams. Additionally, since the engine would be a non-stressed part of the car, a wide variety of possible engine combinations would be possible.

DeltaWing, LLC styles itself as an independent technical arm of the IndyCar series, which means that if the DeltaWing is approved, the owner-operated company would assume control of virtually all of the IndyCar series' technical issues.

Pop Off Valve Grade: B+

What we think: Let's get one thing out of the way first: our grade was based on a curve. There are actually two grades we could give the DeltaWing. First, a definite A+ for originality of concept and technical innovation. The car's function represents a landmark in IndyCar paradigms, and the ideas behind the technology simply make us drool. In this respect, the DeltaWing group leads by a large - perhaps insurmountable - margin. But as they say, form follows function, and in terms of form we give the DeltaWing a D. Not quite an epic fail, but it's close. The car looks like a something out of an automotive porn magazine. We also think that, innovation or not, the series should not race a tricycle (Bowlby started with a four-wheeled design but thought it looked too similar to a Le Mans prototype). And there are some questions we have about the driver's safety as well as the car's performance in situations where a "traditional" four-wheeled car might have better balance and impact attenuation. We're also not sure how wise it would be to give the owners total control over the series' technical arm - the last time the owners went after such power was in 1979 with the Gurney white paper, and we all know how that turned out. If those concerns could be addressed - and the car de-schlonged a bit - then our grade will certainly move up a notch or two.

Lola Group

Few IndyCars have been as beloved as Lola Group's, even when they were Champ Cars. The Lolas have always been workhorses that provided great racing and reliable performance. The company has significant image cachet with American open-wheel fans as a result.

That's why so many IndyCar fans were on the edges of their seats waiting for the Lola 2012 concept cars. Finally, a week after the DeltaWing unveiling, Lola granted their wishes.

The Lola concepts indicated that Lola had elected to forgo visual revolution in favor of practical innovation. Lola submitted two chassis that are intended to run together in IndyCar competition. While there are multiple points of visual divergence between the two, Lola is adamant that neither chassis will provide a performance advantage over the other.

More significantly, however, the Lola chassis is intended to be raced in both the IZOD IndyCar Series and the Firestone Indy Lights Series. The tub and various chassis parts and systems would be interchangeable with sidepods, wings and powerplants unique to each series, which would make it far easier and cheaper for an owner to operate between series or, as another example, run the Indy 500 while competing in a full Lights season.

Pop Off Valve Grade: B

What we think: We were certainly disappointed with the look of the new Lolas. Had these cars been released in 1997, we'd be much bigger fans. But the blocky body shape with its rather goofy "widget" package barely registers as different from the current blocky-body Dallaras, which leads us to wonder exactly how the Lola will achieve the significant innovation goals asked for by the IndyCar series. What elevates the Lola's grade, however, is the chassis commonality between the IICS and FILS. While we're very skeptical that the overall car cost will be reduced as much as IndyCar requires - much less to the draconian reductions allowed by the DeltaWing - the cost savings in terms of inventory for car owners is significant. Plus, it solves the thorny question of what to do with the Indy Lights program in terms of new chassis going forward - a question to which we are not sure IndyCar has an answer. Bonus points to Lola for allowing at least the illusion of chassis variety with their concurrently-running body styles.

Summary

If the decision were to be made now, Swift would come out summa cum laude in the 2012 graduating class, but only by the barest of margins. Visually, the Swift has no peer in the contest. However, DeltaWing - for all of its eye-searing ugliness - has gone farther down the road of revolutionary, next-generation technical thinking. Many of DeltaWing's innovations and ideas are ones that we believe are critical for the IndyCar series to adopt if the category is to survive into the future. We also believe that Lola's ideas for chassis commonality and dual-chassis competition are far, far more important to adopt than, say, the SwiftLights concept.

In other words, there is some significant gold to be mined from three of the four manufacturers submitting concepts to the series for 2012. If an amalgam of all of the best ideas from Swift, Lola and DeltaWing could be fashioned, we feel that the future could be very bright for the IndyCar series. Dallara, on the other hand, has a lot of catch-up work to do if they want to be in the running. We don't think that resting on one's laurels is going to cut it.

Commonality, evolution trump revolution in Lola 2012 IndyCar concepts

2010-02-15T19:04:17Z

Well that's the way that I want it to stay
and I always want it to be that way for my Lola
la la la la Lola

The Kinks - Lola

IndyCar fans reeling from the major paradigm shift (and borderline pornography) of the DeltaWing concept IndyCar certainly got their warm fuzzies back with today's release of Lola Group's long-awaited concept renderings.

All things considered, the 2012 Lolas are barely evolutionary compared to the more radical offerings from Dallara, Swift, and DeltaWing. Instead, Lola's concepts focus on the idea of two aero-matched but visually different car concepts, as well as making the chassis eligible for Firestone Indy Lights competition simultaneously with the IZOD IndyCar Series.

On the surface, the Lola chassis are very similar to the existing IndyCar platform. However, Lola claims to have "found a cost effective and simple breakthrough to ensure that there is a minimum wake for following car" at the rear underbody. Presumably, this refers to a "rear-impact structure" that bears some resemblance to Swift's "mushroom buster" concept.

What Lola brings to the table that other manufacturers have not thus far is two-fold. First, Lola's twin chassis will be aerodynamically matched so that there are no advantages to choosing one over the other. However, certain areas of the chassis can be mixed and matched to create a visual distinction between cars, including the top surface of the nose, wings and endplates, roll hoop, and mirrors.

The second distinction Lola enjoys over competing submissions is that the Lola can be raced in either the IZOD IndyCar Series or the Firestone Indy Lights Series through common chassis, nosebox, fuel system and cockpit instrumentation. The Lola can be modified to be run between series by way of an "update pack." While the cost savings of the Lola chassis over the current formula is unclear, the ability to run the same chassis between two separate series does offer an attractive "package deal" for prospective owners.

What is not answered by Lola in their releases is whether the new concept is revolutionary enough for either the IZOD IndyCar Series or its fans. Also unanswered thus far are questions about the Firestone Indy Lights Series' planned direction - Lola's assumption that the FILS will employ a similar chassis to the IICS, while definitely common-sensical, seems premature at this point.

Poll

Now that you have seen all of the 2012 IndyCar submissions, which do you prefer?

Dallara

5 votes

Swift

38 votes

DeltaWing

18 votes

Lola

51 votes

112 votes | Poll has closed