Q: I’d be excited about a spec-ish IndyCar engine if it gives an opportunity for more differentiation elsewhere. Cooling high-power electronics is very difficult because they (generally) can’t operate at the higher temperatures of an engine. A lower temperature delta between a device and the ambient airflow requires either more airflow or a more efficient thermal system. This is exactly why Tesla has implemented such complex thermal systems! I’d love to see multiple manufacturers go hog-wild with radiator, ducting, and entire thermal management system development. It should be quite applicable to road cars, less expensive, and grant modest-but-not-insurmountable advantages. Is this realistic or am I the one who’s hog-wild?
Tom, Ohio
MP: If that’s what manufacturers want, I’m sure IndyCar will create a lane for them to play with and differentiate themselves through such things. It’s not crazy at all.
Q: I am inquiring on the status of contract negotiations with the City of Portland to extend racing at PIR beyond 2024, which I believe is the final year of the current contract? What is the latest news on the future of the Portland race for 2025 and beyond?
Jeff, Tualatin, OR
MP: Last I heard, it was expected to move ahead with a new contract.
Q: As IndyCar continues to assemble the schedule for 2025, how many significant changes should fans expect? As you’ve previously reported, the series is looking to add a “major event” as early as next year. Do you think this event will come at the expense of another, more established race? As a Canadian fan I am a bit concerned about the long-term future of Toronto’s race. With the City and race promoters signing just a one-year deal for 2024, do you expect Toronto to remain on the calendar in 2025? If not, do you think the series is looking at other Canadian venues as potential replacements, or will fans up north potentially be in the dark after this year’s race?
Dylan, Kingston, ON, Canada
MP: I’m a bit light on schedule intel — it’s been low on my priority list during the month of May, FWIW — but I’ll start doing more digging next week. Toronto is a crucial race for the series, and one of the long-term pillars for its promoter, so I’d imagine everything will be done to keep racing at the venue. IndyCar’s already on thin ice with Canadian fans due to the often poor TV offerings there, so if Toronto falls off the schedule, I think the series would be dead to a lot of its amazing fans above the lower 48.
Q: So, what happened at the 45 team during the practice week before the 500? In Carb Day final practice they said that Christian Lundgaard’s engineer just walked away on Monday and he now has a new engineer on his stand. It’s unusual for a crew member to walk away in the middle of a race weekend, especially a team engineer.
Chris Howe, Upper Sandusky, OH
MP: I’m not aware of an engineer leaving; it was race strategist Peter Baron who quit during qualifying weekend. If an engineer also quit, I missed it. Yes, it’s very uncommon, and always a byproduct of dissatisfaction by the team or employee. Lundgaard’s phenomenal race engineer Ben Siegel took over the race strategy duties for the 500. Not sure who they’ll slot in for the rest of the season.
THE FINAL WORD
From Robin Miller’s Mailbag, May 28, 2014
Q: ESPN Classic has been showing old Indy 500s, and I just finished the 1971 race. Several things caught my eye. I saw few cars with sponsors. Where did teams get money? For example, Unser’s Colt (pictured, ABOVE) just had lightning bolts on it. Who was Johnny Lightning, anyways?
The pace car wasn’t deployed during cautions. What tools did drivers have to know they weren’t gaining an unfair advantage under yellow?
I’ve seen you write that some drivers did have an unfair advantage over others under yellow. Did USAC really trust drivers to “maintain spacing” under yellow? Under one caution, Jim McKay commented that Al Unser’s mechanic was complaining to the flagman about second place catching Unser. At the end of the race, there were five cars on the lead lap. There may have been five total lead changes during the race. In terms of on-track action, is today the golden age of IndyCar?
Kyle in Raleigh
ROBIN MILLER: First off, racing was not that expensive back then and sportsmen like Bob Wilke, Tassi Vatis, Al Dean, Lindsey Hopkins and J.C. Agajanian could pay for it out of their own pocket. Johnny Lightning was a popular toy car from Mattel that got lots of mileage from Unser’s back-to-back wins. The second-place car Unser was complaining about was brother Bobby, who was cheating the Pacer lights right in front of USAC’s eyes with non-stop pit stops. Today’s racing is much closer because of spec cars and much more reliable because of engine leases. But the ’60s and ’70s were the golden age for many and they still matter to some of us.