Yahoo Autos The RACER Mailbag, November 13
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: Did you see this announcement about Honda’s new racing engine? Any idea where this engine will be used? Any chance this is for a new Liberty Media series in North America, and those are the engine regulations?
William Mazeo
MARSHALL PRUETT: I did. A cool hot-rodded Honda Civic and Acura RDX motor. I’d put my money on the little 2.0-liter turbo four-cylinder being adopted as the new Indy NXT motor, replacing the AER-built Mazda 2.0-liter turbo four-cylinder mill that went live in 2015 and has gone unbadged in recent years after Mazda exited junior open-wheel racing.
The Honda-to-NXT angle has been pitched many times and rejected, but if Honda Racing Corporation U.S. decides to stay in IndyCar after its contract is up following 2026, I’m guessing this move — one that would be a positive income generator for the brand — would be part of a new contract. I say that because if I was negotiating with Penske Entertainment to continue, that’s the hand I’d play to get motor sales and motor support deals included with Penske’s NXT series.
As for a Liberty Media series that doesn’t exist and has no regulations, I’m feeling like the new 300-600hp engines would also be a great candidate for such things, but those things need to first become real.
Q: I saw the story about how Lola wants to step up its expansion after coming back from bankruptcy. Interestingly, it is collaborating with Yamaha in Formula E and their aim seems to be electrification, hydrogen and sustainable fuels and materials.
This may not be a perfect match, but with electrification (with hybrid engines in IndyCar) and perhaps a possibility of sustainable fuel as a future goal, IndyCar should court Lola and, as an extension, Yamaha as an engine supplier for IndyCar. This leads IndyCar into a situation where once again multiple chassis can be in play, and we have the third engine supplier that IndyCar desperately needs to lead the series into future.
Some in IndyCar circles might scoff at Yamaha as an engine supplier, but they have a long history of supplying engines in F1 with teams like Tyrell and few others in the past 30-40 years.
I hope you can pass along to IndyCar so the appropriate people can perhaps explore this as an option.
Shyam
MP: IndyCar reads the Mailbag each week, so the passing along happens on its own. The owner of Lola is all kinds of awesome and has a huge passion for the brand and its history, including IndyCar, which was the centerpiece for Lola’s global achievements for decades. Unfortunately, there’s no anticipation of IndyCar looking anywhere beyond its official chassis partners at Dallara to create the next car, or the car after that.
And who wouldn’t love to have Yamaha involved? Nice throwback livery to consider as well, for my late friend and hero Dan Gurney.
Gurney’s AAR Lotus-Ford had Yamaha support at Indy in 1965. It would certainly make for a cooler throwback livery than, say, a 1997 Arrows. Dave Friedman/Motorsport Images
Q: I just read that Roger Penske felt that this was one of his team’s best seasons ever. Considering that team Penske got caught cheating in three series, isn’t it a bit arrogant of Penske to say how good 2024 was? Is he that unaware of what cheating is? To be fair, I am not a Roger fan at all.
Paul, Indianapolis, IN
MP: Fake news, Paul, fake news.
Q: For the upcoming Thermal IndyCar test, and offseason tests in general, how do teams decide which chassis to use, i.e.; oldest street/road course tub? Highest mileage chassis?
Do the engine suppliers send teams engines in advance so they can arrive with a fully completed race car? And does the mileage accumulated during a test count towards regular season engine rules?
Do the teams show up with fully liveried race cars, i.e.; major current sponsor wrap? And do they have numbers and the current test drivers names on them? As I’m guessing the chassis are stripped clean following season’s end.
Tom Harader, Florence, OR
MP: Teams tend to take their best cars, not their most worn cars, since they’re seeking the highest quality of data. Once teams return home from the final race, all cars are torn down and comprehensive rebuilds take place. If a team has a used car from the Sept. 15 race at Nashville Superspeedway sitting untouched today, they suck.
Yes, teams receive engines at their shops before races and tests so they can build complete cars in controlled environments. Since the last season is over and the new season hasn’t started since it’s still 2024, there are no mileage rules affiliated with 2024 or 2025. That will change once we get into 2025 when the calendar starts for the new season.
On the last block of questions, there’s lots of “how long is a piece of string?” items. It varies per team. Some yes, some no.
Q: I always thought IndyCar would be better with two chassis: one for road courses/short ovals, another one for superspeedways. So I’ve been wondering… Is that possible to achieve now? They’d design one for road courses, as light as it can be. And keep the DW12 or whatever it’s called now for the high-speed ovals. Of course that would mean no hybrids on these tracks then (if the next car is made with that in mind). Give it a new aero, and go racing.
William Mazeo
MP: It’s the perfect scenario for if and when IndyCar becomes significantly profitable for its team owners. But for where we are today, costs are the single biggest concerns for the majority of those owners, which makes doubling car costs a non-starter. An idea that’s ahead of its time.
Q: I thought it would be a good time to ask about costs associated with IndyCar testing (non-simulator related). If you had a ballpark idea, what does IndyCar or its teams typically have to pay to rent tracks for testing? Are these costs tied into agreements for race events? Do drivers have to pay their own way for travel? Since Thermal is a club track, can it charge as much as it wants for track time? Does Firestone need a lead-up time (for non-tire testing) to make sure the number of tires required are available?
Rob, Rochester, NY
MP: I wish there was a ballpark figure to offer, Rob. It’s a bit like asking to quote a figure to buy a car; are we talking a Kia or a Bentley? It can be tens of thousands for a small, remote track, or tons more for a big facility. Teams pay for private tests; they pay IndyCar for the official tests.
Testing costs are unrelated to events, unless an official test is worked into the event. Each driver negotiates for a range of things, including travel costs. Some have it covered in full, others in part, and a few cover their own. Independent businesses can charge whatever they want. Yes, tests are scheduled well in advance to give tire and fuel vendors time to ship their products or handle work ahead of the test, and to give officials time to schedule travel.
Q: With United Autosports-McLaren Hypercar WEC rumors circulating, will the United Autosports/McLaren Hypercar team persuade Lando Norris, Oscar Piastri and Patricio O’Ward to drive a third entry at the Le Mans 24 Hours by 2027? If McLaren joins the Hypercar category by 2027, how about the engine options? W1-derived 4.0-liter MHP-8 V8TT Hybrid or Senna/750S-derived 4.0-liter M840T V8TT + Hybrid or Artura-derived 3.0-liter M630 V6TT?
When will the final unveiling of the Dallara IR-27 IndyCar Series chassis car for 2027 happen? Why has IndyCar struggled to find new engine manufacturer for the 2027 season onwards?
Therius Oktavario, Pontianak, West Kalimantan, Indonesia
MP: Maybe. Yes to all as options. Who knows. For reasons we’ve documented to death since 2013.
Q: If my memory is correct, Thermal ran heat races at the 2024 exhibition due to the facility not being able to pit the entire grid. What have you heard about what the race format will be for 2025?
Bob Garber
MP: The entire grid had its own pit boxes in preseason testing in 2023 and again in 2024, so there’s no relation between pit boxes and holding heat races. The heats were a made-for-TV thing to try and add some spice to the non-championship event being televised on NBC.
What’s coming in 2025 is a traditional points-paying race, so I’d expect it to be like any other road course race on the IndyCar calendar.
Q: I was wondering if you could share information regarding any changes to the technical personnel of teams as they prepare for the coming season? I am especially wondering if Coyne and/or Rahal have been able to boost this area.
Many thanks, although I’m expecting you to say watch this space as a RACER article will be coming soon and will supply this info! Fair enough.
Oliver Wells
MP: I’ll see both teams next Tuesday at Thermal and will have a better idea then. I’m unaware of any major changes at the moment.
Q: For a few weeks now I’ve seen the poor attendance for the Indy GP mentioned — which is exactly the reason I’ve been going the last few years! It’s awesome getting to spend a race day at the Speedway and enjoy the new facilities without the massive crowd. And a couple years ago, when Colton Herta won in the rain, was hands down the best race I’ve seen in person. I get that it’s got to be annoying for the teams to have to prep a road course car when all they want is to be getting ready for the 500, but selfishly I hope this race sticks around a while longer.
Jeff, IL
MP: It’s often a good race, as you noted, Jeff. But I’ll always hold the line on what I’ve been saying for years: IndyCar cannot afford to go to places/hold races where it looks small and unimportant. Not while it’s in this forever-long effort to reclaim its former glory. Touting growth and success and then having a few too many ghost-town races destroys the argument.
There’s certainly room to spread out and get comfy in the grandstands at the Indy road course race. That’s great if you’re a fan with five spare seats to put your cooler on; less so if you’re IndyCar. Josh Tons/Motorsport Images
Q: Have you heard of any potential candidates for the Indy NXT director role? I see the job posting is still live. Is there anyone already at IndyCar or with Indy NXT that could do the job? You would assume they would want to get someone in there sooner rather than later.
Don Jeffers, Lansing, MI
MP: Yes, many! From former drivers to current IndyCar team members. I have one friend who’s perfect for the job and anxiously awaits to hear if they’re in contention. The fact that the position has remained unfilled for the first two months of the offseason is troubling.
Q: What happened to Pipo Derani? I haven’t seen his name on any roster. It would be a shame for him not to have a ride next year!
Jack
MP: He informed his factory Cadillac Action Express Racing team he was leaving to find a more lucrative opportunity elsewhere and massively overplayed his hand. At least so far. I’m told he might have something in the WEC or ELMS.
Q: In some of the past Mailbags, I have read the comments about the team charters not available to any “outside” teams or newcomers. Also, I read none of the FOX TV revenue is shared with any of the teams. I find this appalling. Why would I, as a new team owner, want to spend a tremendous amount of money just to join Club Indy? And how is it that none of the TV revenues are split amongst the teams? That’s pathetic!
During the early 1980s, there was a FISA/FOCA war between the ruling parties and the F1 teams. Basically, the issue had to do with perceived bias towards certain teams and a lack of shared revenue (sound familiar?). Some of the F1 teams actually boycotted the San Marino Grand Prix.
I was wondering if a war similar to this is brewing in the IndyCar paddock? I could see the teams standing together and saying, “No TV money? Then, no race.”
Jerry, Houston
MP: Jerry! From Houston! Mailbag legend!
No risk of an IndyCar team owner boycott here. They just signed the thing a little over a month ago. The FOX deal was signed many months ago. Every owner signed knowing exactly what they do and don’t get in the charter, and revenue sharing of any kind was never an option. Penske Entertainment isn’t in business with IndyCar’s team owners.
It keeps all the revenue it takes in from FOX, Gainbridge, etc. Could that change years from now when the second generation of the charter is established? Yes, but Penske doesn’t look at its entrants as partners like NASCAR does, where it funnels heavy dollars back to its charter teams from its media contracts.
If IndyCar on FOX generates the kind of ratings that are desired, the relationship could change — greater payment from the broadcaster to Penske — and make it hard for Penske to keep all the cash. That’s what teams need.
Q: I’m in my 60s and do not follow stick and ball sports. I was familiar with Pat McAfee when his name was brought up in Mailbag as far as being involved with the 500. So I finally watched his show. This is a no-brainer! Roger Penske, listen up: make this happen. Can you imagine him interacting with fans and teams, bustin’ balls and having fun? Penske Entertainment, are you listening?
Dave
MP: Pat’s definitely a lot of fun. If Penske Entertainment and IMS wanted to do something big, they’d try and engage McAfee to create a ticket package for his many followers. We’ve already covered how his ESPN affiliation isn’t a fit for a FOX event, but his social channels would seem like a great non-ESPN avenue to engage and pay him to promote attendance to his largely younger and bro-based audience.
Q: What nonsense those Martinsville penalties were: meaningless in the scheme of things, since those penalized weren’t in the hunt anyway. Let’s call a spade a spade: NASCAR needed a Chevrolet in the final four and even more, they needed a Hendrick Chevrolet. Penalizing 23XI is nonsense since Bubba had no bearing on the outcome, unlike Dillon and Chastain. The rulebook was written years ago to require drivers to “race” after the last similar situation, so one must draw the conclusion that NASCAR’s reading skills have atrophied!
One more thought. NASCAR says it wants to have integrity in racing. In that case, why did the No. 24 advance after Chevrolet so clearly manipulated the outcome? One has to agree with Christopher Bell. Note – this is not the first time this year that the No. 3 has changed an outcome.
CH
KELLY CRANDALL: William Byron and the No. 24 team benefited from their teammates’ manipulation, but there was no outright scheming on the radio. The same couldn’t be said for all of the other radio communications. It is the same situation as the 2022 penalties to Stewart-Haas Racing. Chase Briscoe advanced but was found to have not directly done anything wrong, while Cole Custer’s team was penalized because of what was said on their radio communications and Custer pulling over for Briscoe.
Q: Can you explain what exactly is “riding the wall?” I have seen the phrase and don’t understand how this gives anyone a competitive advantage. With respect to Christopher Bell, it looked like he was pushed into the wall from the car behind him. I never can understand NASCAR’s erratic decision-making regarding “riding the wall.” Does it really help the drivers?
Jerry, Houston
KC: The term, and rule came, from what Ross Chastain did in 2022 at Martinsville Speedway. In that case, Chastain used the wall to be able to run wide open and make passes. There is an argument that Christopher Bell didn’t intentionally do that, but he did drive across the wall after getting loose in front of Bubba Wallace and going up there. It’s not so much a competitive advantage as NASCAR viewing it as a safety issue with things flying off the car while on the wall, and in Bell’s case, whether it was intentional or not, NASCAR is going to make that call because they don’t want any gray area around drivers trying to do that.
Chastain’s use of the wall at the end of the 2022 Martinsville race (above) gave rise to a new phrase – and a new rule. The latter cost Christopher Bell his place in this year’s playoffs. Lesley Ann Miller/Motorsport Images
Q: With all of the RACER Mailbag emails and social media complaining about NASCAR’s Cup format, several thoughts come to my ancient brain at season’s end:
Did the Indy 500 rain delay causing Kyle Larson to miss the Coca-Cola 600 cost him the Cup championship? He wasn’t even in the Championship Four to compete for it despite his six wins, so something tells me NASCAR’s system needs some tweaking.
Team Penske has won three straight Cup championships, along with the last two Indy 500s — and Logano appears to have not cheated because NASCAR doesn’t allow Push-to-Pass. Whatever else you say about RP, you have to admit that’s quite an achievement over the last three seasons.
Disappointed to see Kyle Larson abandon his X account, as he’s missing out his fans trolling Max Verstappen sycophants as to who is the better driver. (My argument is that until Max drives into the Turn 1 grandstand at 16th & Georgetown at 240mph then yanks the wheel to the left at the last instant without lifting, he hasn’t proven his manhood).
Finally, who was driving the pace car Sunday? All I know is that I didn’t teach him like I did Bernd Maylander in August before Monza, and although the internet said Michael Phelps was the honorary driver, it didn’t cough up who was behind the wheel when he crashed into the blunt end of the pit wall. This goes to show why NASCAR will always be a second-rate sanctioning body: They can’t even do a spectacular job wrecking the pace car!
Eldon Palmer, Indianapolis, IN
KC: Kyle Larson didn’t earn points for the Coca-Cola 600, and certainly, having those points would have helped in trying to advance in the postseason. If he had run Charlotte, maybe he would have won the regular season championship, and that comes with 15 playoff points. It wouldn’t have hurt to have those in his back pocket. So, on the one hand, you could say that those points made the difference, but on the other hand, for arguments’ sake, who knows how his postseason would have shaken out even with however many points he would have earned in Charlotte, and if he would have advanced?
Q: Replying to or adding to DJF on 11/6, there is a simple solution for the F1 red flag: totally-free pit stop. Knowing red flags are often from big shunts that leaves carbon fiber all over the track, safety dictates you can change your tires. However, only tire changes made under green flag, VSC, or safety car conditions count toward the two compound usage rule. I know that rule isn’t enforced with wet conditions, but it would help.
On a similar often made rant, why are F1 drivers so soft when it comes to needing tire warmers?
Justin S, NC
CHRIS MEDLAND: Yep, that tire compound rule change would also be a step in the right direction, although as you point out it wouldn’t have changed anything in the Sao Paulo GP because it was wet. It would be interesting to get the data from Pirelli to find out how often they find cuts or damage to tires after a red flag period — one for me to ask in Las Vegas.
I think part of the tire warmer issue is that the cars are so performant they need to be driven quickly to work — heat in the brakes, getting the aero to deliver its downforce, etc. — and if you have cold tires you obviously can’t do that. The term “cold tires” is relative of course, and we’re not talking stone cold, but too cold to provide enough grip to get the impact of the aero, so you have to go slower, which means the tires don’t warm up, and it’s a spiral. The likely solution would be somewhere in the overall regulations and how cars are designed, rather than just saying yes or no to tire warmers, but then that could have a knock-on impact on how quick the cars are.
If F1 wants to remain notably faster than anything else, some technological solutions such as tire warmers are an easy way to get the cars into their current working windows. Otherwise the sport might need to accept the loss of performance that would come with getting a tire without warmers to work. I’d like to think it can be done effectively, because I think driving on cold tires and bringing them in is a key skill that adds intrigue to races.
F1’s tire warmers are all about finding optimal performance and tire-coziness. Zak Mauger/Motorsport Images
Q: With Haas F1 on the grid, and Andretti Global waiting in the wings, we recall how Jenzer Motorsport could have been an opportunity but Andretti was not interested. Velocity Racing Development became a satellite team for Arden in the GB3 racing series (formerly BRDC British Formula 3).
VRD just announced a commitment to compete under its own banner for 2025, becoming the first U.S.-based open-wheel team to compete outside the U.S. VRD remains committed to the Road to Indy program. But looking back at the expected departure of Logan Sargeant, not so sure whether they will commit to taking the next U.S. driver into Formula 1 or get European experience so he can develop skilled drivers for when they return to the U.S.
If team principal Dan Mitchell can commit to the main British open-wheel series ladder, will he expand his long-term goals to include any European series in the future?
JLS, Chicago, IL
CM: It’s a smart step from Dan Mitchell, because he’s seen a clear gap in the market to help more American racers towards F1. He’s British and has established the GB3 setup at Donington Park near where he was born, so it’s a familiar region for him to try and ensure the team is successful. Having proven itself in the U.S. already, VRD will be recognizable to young drivers who see their pathway as the European one rather than Road to Indy.
Reading some recent quotes from Mitchell it definitely looks like he plans to expand in future, and from GB3 upwards you’d say the logical step would be Formula 3 and then Formula 2. Both are extremely expensive, so it might come down to a really promising talent with significant backing wanting to move up to F3 in future, or U.S. businesses seeing the pathway Mitchell is creating and wanting to support American drivers.
I can’t sit here and say it’ll definitely work, but it’s certainly an approach that hasn’t been taken for a while, and with the closer links between the U.S. racing scene and F1 that have developed in recent years, I wouldn’t be surprised to see further expansion from VRD in the next couple of seasons.
THE FINAL WORD
From Robin Miller’s Mailbag, November, 13, 2013
Q: I recently saw a list of the top winning drivers in IndyCar history. All the names on the list are familiar to fans like, Foyt, the Andrettis, the Unsers, Dixon, Franchitti, Rutherford, etc. I was wondering if you know some drivers who might have made the top 20 list, but their careers were cut short through death, injury or just never got the chance to drive with the elite teams.
Gerry Courtney, San Francisco, CA
ROBIN MILLER: Greg Moore already had five wins and had just signed with Roger Penske when he lost his life in 1999, so he would have definitely been right up there with Dario and Dixie. And Bobby Marshman only visited victory lane once before being killed in 1964. They were both destined for greatness. And guys like Mike Nazaruk and Jim Packard looked like future badasses before being cut down.
