Q: It was reported that Josef Newgarden’s crash hit 95g, with 80g in his helmet. That seems like it would take some time to recover from. What does a driver feel like a few hours later, and the next morning? How do they get back into the car and perform so quickly (other than they’re paid to do so)?
Speaking of quickly, how big a difference is it between “cold” and up-to-temp tires? How long does it take for tires to come up to temp on a track like Road America as opposed to a street race like St. Pete?
What takeaways are there from Nolan Siegel in the JHR car as opposed to the Siegel in the Coyne car?
I really liked Jack Harvey at MSR, but he hasn’t seemed the same since he left. How much of that is a confidence issue, a team issue, a gelling issue? What other factors are involved?
Ed, Jersey
MP: Every person handles impacts differently, so Josef was obviously not injured and incapable of driving. A different driver might have been ruled out in the same hit.
On tires, there’s no single answer; it depends on the ambient conditions and the compound and the tire pressures and how hard a driver is pushing.
No major takeaways on Siegel since he’s barely driven for both teams. Jack had a team built around him at MSR and hasn’t had the same since.
Q: What happened to Rossi at Road America? He ran in the top 10 through the whole race until the last stop, then dropped to 18th. Did he have car problems or did they pick the wrong strategy again?
Second question is, do you think he will ever win again? He used to be the one to beat on road courses, but it has been years since he has won a race. What is going on with him?
Mark B. Floral City, FL
MP: He had a turbo wastegate issue. I’d be surprised if Alexander doesn’t win at least once per year. From the outside, he seems to be in a really good place this season, but he continues to be the first guy at Arrow McLaren to have the cartoon anvil fall on his car, just as it did so frequently in his final years at Andretti. Wish I knew why.
Q: I find it extremely frustrating at Road America when teams pull their trucks (Andretti were the first three) across the walkway up to the pit fence, then rope off the other end to keep fans away. This was the second year in a row! That seems so unsporting. Says to me, “Don’t buy our team merch or anything from our sponsors!” Other than that, fabulous weekend!
Tom Hiett
MP: Teams park where they’re told to park by IndyCar. It isn’t a decision made by their truck drivers.
Q: Thinking about Road America in 2025. Osthoff or Siebkins?
Jeff Smith
MP: I stay 30 minutes west in the lovely town of Fond du Lac. Siebkins is the most fun option, based on the nightly gathering of teams and drivers, but I have no experience staying at either option.
Q: I don’t remember seeing Menards on a car since Simon Pagenaud drove for Penske a few years back. I noticed a Menards banner at the Detroit race and was curious to know if you have any knowledge as to his involvement, if any, in IndyCar? I know his son Paul raced in NASCAR, and I believe John Menard is still around. He seemed to have had many accomplishments in past years. Could you be so kind to remind us of some of his achievements and where is he now?
Hisham Bate, Indy
MP: Haven’t seen Menard since his No. 22 Penske Chevy days. Rather than rewrite what already exists in detailed form, you might give this a read.
Q: Why is Turn 2 at Road America considered a turn?
Reginald L., San Diego, CA
MP: Our friend John Ewert, the head of communications and fun at Road America, shares this:
“It’s a great point of curiosity for many fans and drivers alike. Quite simply, Turn 2 is a slight bend, similar to Turn 4, but it also plays a crucial role in setting up for two of the more challenging turns downtrack, Turn 3 and Turn 5. While it may not be as pronounced as some of the other turns on the track, its significance lies in the setup it provides for navigating these subsequent turns effectively.
“Additionally, Turn 2 holds a legacy value due to past corner stations and flag stands, which have historically marked this part of the track as a distinct turn. Over the years, this nomenclature has stuck, becoming a part of the track’s rich heritage.”
Q: Looking at the speed chart from the hybrid testing at the Milwaukee Mile, the best laps were around 160-161mph. In 1998, our own Patrick Carpentier qualified at 185mph to establish the track record that still holds, 25-plus years later.
Has the track changed, the tires or is it the lower downforce from the current chassis? Can you explain where is the difference coming from?
JP, Quebec City, Canada
MP: You bet: Lighter cars, far more powerful engines, and a tire war between Goodyear and Firestone that resulted in extreme grip. Plus, teams with unlimited days of testing and frequent visits to Milwaukee made for cars/teams/drivers who were dialed in and flying in some of the fastest IndyCars every made.
Q: Reading last week’s Mailbag, there were a few questions that boiled down to “why doesn’t IndyCar have more consistent paint jobs?”
I think there has to be a happy medium where more cars have what McLaren is doing with a base paint job for each car that’s easily identifiable, but can have varying sponsors. Even the broadcasters weren’t initially sure who crashed on the opening lap at Road America.
Colton Herta had a comment that was posted by IndyCar on its Instagram page on June 1 talking about the Detroit practice issues, saying, “Ferrucci is driving a Penske car to P20 for, like, the fifth consecutive weekend.” While that comment might be a bit of an exaggeration, what are the rules for technical alliances? If Ferrucci is effectively driving a Penske car, it could be argued that he’s way underperforming given the car’s potential.
Will, Indy
MP: I hear you, but all teams aren’t the same, so if the 94 primaries on Graham Rahal’s car want their own liveries in order to give RLL its money, they’ll get their own liveries. There are no rules for technical alliances because the teams in the series are independently owned and run.
Foyt has been the worst team in IndyCar for years. Ferrucci is currently 12th in the standings, and his car is being run on the financial equivalent of loose change found in the team’s couch. It’s the most remarkable year-to-year turnaround in IndyCar. Imagine what they could do with the same budget and staffing depth as a Penske or Ganassi entry.