New Track Record

Indy Car Blog

IndyCar goes down a brave new road

No one should  be surprised at the recent announcement that INDYCAR has entered into an agreement with USA Today Sports Media Group as a preferred marketing partner.  It seems that the bosses at INDYCAR and Hulman Motorsports have decided to control a little more of the message leaving the confines of 16th and Georgetown in Indianapolis.  The hard core fans wanted action, right?  Here is is.

Since Mark Miles took over at Human & Company, change has been the reality for INDYCAR and the Indianapolis Motor Speedway.  The board of the company has changed, leaving the family with decidedly less power to act on whim, misinformation, or provincial politics.  The entire structure of racing has been reformed as Hulman Motorsports, putting both INDYCAR and the Indianapolis Motor Speedway under the authority of Mark Miles, as well as consolidating many of the duplicate jobs of both the series and the Speedway.  C. J. O’Donnell was brought in as the Chief Marketing Officer of Hulman Motorsports and Jay Fry was brought on board as the Chief Revenue Officer.  In other words, the series and the Speedway are essentially one entity now being run by motorsport professionals.  Derrick Walker brought a racing background to the series as the Director of Competition.  Allison Melangton, the leader of the Indiana Sports Corp team that brought Indy the Super Bowl, is now Senior VP of Events.  Even though this is all old news, it is mentioned to note that the leadership team is now in place.

Now the new game has started.  In recent years the series and its leadership have been ignored and bullied in the media.  The Indy 500 aside, news organizations have not followed the Verizon IndyCar Series on a national level.  Other than as a sidebar or in agate type, news about the series and its races was difficult to find and impossible to promote.  What made it worse was, other than the Indianapolis Star, only online sources followed the series on a regular basis.  Every fault was magnified and every mistake dissected in a quest for clicks.  All the series could do was grin and bear it.  At least until they were ready to act.

The announcement last week was the act.  By teaming with USA Today Sports Media Group, INDYCAR just swung for the fences.  Yes, it is going to cost INDYCAR some folding money to do this, but the possible return on investment is enormous.  Cogitate on these numbers.  Gannett Company, Inc., the parent group of USA Today, has 81 publishing groups with both print and digital coverage.  They own 46 TV stations.  Gannett’s domestic internet audience is 65 million unique visitors a month.  USA Today has 6.6 million readers daily across its platforms.  The team at INDYCAR finally has the audience to market the series.  The ball is rolling.

The team at Hulman Racing is built with some pretty smart boys and girls.  They knew a quick-fix was not an option.  It seems they turned down the volume on the digital naysayers and opted to have a plan and stick with it.  It is agreed that the schedule is a thorn in their side.  They have to know that, and Mark Miles’ recent comments that he did not make himself clear on how the series wants 20 races with a late winter start certainly seems to be an acknowledgement of the fact that sponsors, partners, and teams want a longer season to market themselves.  Smart people learn from their mistakes.

The series will not forget its hard core followers.  These fans will most certainly appreciate a growing series with more media visibility.  And they will always have the digital websites, message boards, and social media to vent their anger and discuss the minutia of the series they love to hate and hate to love.  They just won’t be as loud.

Will this work to build the series?  Who knows?  It certainly is INDYCAR flexing its muscles and finding a media partner who will help to promote it, not constantly castigate it.  IndyCar fans have certainly been conditioned to hope for the best but expect the worst.  Hopefully, this new partnership is the beginning of the momentum the series needs.

 

 

The Chevy aero kit: flicks, kicks, and wedges

Chevrolet revealed its aero kit at the 2015 Verizon IndyCar Series media day at the Indianapolis Motor Speedway last week.  Finally.  Even with a sharp video and a detailed picture with all the bits and bobs highlighted and named the result was, well, about what was expected.  This is not meant as disparagement.  Really, what did the racing public expect?  Winged Furies?  What they got was a compromise, one that was settled upon during the tenure of Randy Bernard and was so far down the road that there was no going back.  What they got was differentiation without crippling development costs for the teams.  Goal accomplished.

Chevy and Honda, whose own aero kit will have the sheet pulled off on March 15, were both toiling under the restriction of the Dallara DW12 spec chassis the pieces had to fit.  Did people really expect the aero design to radically change the looks of the car?  It is different, but only the most aware of the IndyCar cognoscenti will really notice or care.  And that is acceptable.  As long as the aero kit capped Dallara DW12 looks like a proper race car – and it does – then everything is copacetic.

Making the assumption that the Honda kit is not radically different, does it really matter how they look?  Of course it doesn’t.  What matters is how they race.  Hopefully, neither manufacturer misses the target and creates a disparity between the two.  A situation like that doesn’t help the series, the teams, or the fans.  The racing the past two years has been superb, and anything that changes the balance of power too drastically can hurt the series.  Chevy and Honda need to be different, and both want to win.  Great.  But neither needs to embarrass the other.  The series needs competition, not dominance.  The series, teams, and fans need the engine builders to be happy and stay in the series.  What is really needed is another deep-pocketed engine manufacturer with a willingness to design an aero package.

If aero kits keep the hard-core fans happy, or at least in a reasonable facsimile of happiness, and keep the engine builders interested, then by all means keep building them.  Of course, the series might want to make sure the parameters of the chassis will support the engineering of the kits.  Both Honda and Chevy were a little put out to be informed that the downforce generated by the new designs went beyond the expected tolerance of the Dallara suspension pieces.  This was discovered, of course, after the fact and required significant change by the manufacturers.  Great aero engineering.  Great downforce.  Not so great communication.  In any case, both Honda and Chevy have invested time, effort, and wads of cash.  They each expect to win.

Aero kits having any effect on fan development is highly unlikely.  Fans pull for drivers – not aero kits, not sponsors, not engines, not chassis.   In today’s world, the fans that IndyCar wants to find most likely do not care about aero parts called upper flicks, main flicks, top flicks, side floor kicks, wheel wedges, and inboard fences.  They never will.  They need to be entertained by the racing and engaged by the drivers.  Those are the entrées.  Everything else, including aero kits, are side dishes.  If the main storyline in the Verizon IndyCar Series this year is how one aero kit is better than the other, then the series will once again fail to highlight what it has in abundance: great drivers and great racing.

 

 

 

 

Who cares about IndyCar’s race director?

The announcement of Brian Barnhart as the Verizon IndyCar Series race director came as no real surprise.  Really.  Although it is easy to see the appointment as another example of a tone deaf series leadership actively trying to alienate its dwindling number of hard-core fans, the fact is that it does not really matter.

Think about it.  To whom does it really matter?  The most important constituents are the drivers, who, while not really gushing over the appointment, are not lining up to hide-strap Barnhart to a pine rail and run him up the Monon Line.¹  Of course, he has not yet fumbled a call or made an egregious decision to race in the rain, either.  Give him time.  Truthfully, Barnhart is a known quantity who was in race control last year.  He never really went away, continuing to do some of the weekly heavy lifting of the series.  The drivers know him.  While familiarity may breed contempt, it also breeds comfort.  The promise from Derrick Walker is that a triumvirate of stewards will assure decisions are discussed and, hopefully, fair.  It appears the drivers have bought into that narrative.

Another important constituent is the series itself.  Again, Barnhart is a known quantity who has been very competent at his recent job.  He kept his mouth shut when he was exiled from his race control fiefdom and accepted another position without public complaint.  Basically, he has been a good soldier, and this is his reward.  When Derrick Walker became president of competition and operations, the position of race director now had someone with a racing background to ride herd on the race director.  In other words, former race director Beaux Barfield had a boss who knew racing and the same holds true for Brian Barnhart.  Just like Barfield, he no longer has sole authority over competition.  The series investing in modern technology also gives Barnhart and his staff of stewards a much better handle on the race.  Welcome to the 21st Century, IndyCar!  Nice to have Verizon on board, isn’t it?

While it rankles and burns, the least important constituents are the hard-core fans who follow the series.  The Peter Principle states that people in an organization eventually are promoted to their level of incompetence.  From the hard-core fans’ view, Brian Barnhart is the poster boy for this belief.  More than that, the hard-core fans feel marginalized.  As the few who are devoted to the series, they believe that their opinions matter.  The powers that be at INDYCAR have clearly demonstrated that they don’t.  And they have good reason to discount those beliefs.  An organization that makes all of its decisions based on public opinion will fail.  Just look at Congress.

The Verizon IndyCar Series cannot prosper by just placating the rabble.  They must draw in new fans to survive, and those new fans do not care who the race director is.  Nor should they.  Who serves in race control should not matter.  Even though Brian Barnhart is in the house, the stewards should be faceless.  It is a guarantee, though, that many fans will have their pitchforks and torches ready just in case this all falls apart.  And there is nothing wrong with that.  The IndyCar hard-core are a pessimistic lot. And they have history to support that pessimism.

Will this work?  I call it 50/50.  If the three stewards are truly independent and honestly voice their opinions, then the vote on violations and penalties should be accurate.  But if Barnhart has a minion in race control with him weekly, then watch out.  That would be the recipe for a return to the autocratic choices of the previous Barnhart regime.  If just one steward owes Barnhart a favor, wants to advance his own career, or just wants to be liked by the boss, then it will be a return to the past with one difference – Barnhart will be completely protected behind the human shield of a three person race control.

The drivers, series, and fans are all hoping that this choice works and the name Brian Barnhart remains unspoken for the rest of the short IndyCar season.  If not, well, that’s what Twitter, blogs, and fan forums are for, isn’t it?

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1.  This is a paraphrase of one of my favorite lines from the movie Hoosiers.  A parent tells Norman Dale (Gene Hackman) that this will be the consequence if he screws up the season.  Seems apropos here.

 

 

 

IndyCar’s open-cockpit conundrum

Historically speaking, it can be said that IndyCar, in all its various names and acronyms through the years, is the oldest continuous open-wheel and open-cockpit racing in the world.  To a great extent, the concept of open-wheel and open-cockpit is what defines the genre.  In fact, no race other than the Indy 500 can say that they have been been racing the same basic concept of cars for 100 years.  That is why it is so surprising that an echo of support for some type of canopy is rolling into the rules makers of the Verizon IndyCar Series.

Political correctness, with all of its attending hypocrisy, is hard at work changing the looks and history of a true American original.  The arguments against open-cockpits cannot easily be refuted.  The moral high ground has already been staked out.  If you support open-cockpits you are against safety, family, and life.  Open-cockpit fans are dinosaurs who only come out to see wrecks and death.  Open-cockpit fans are ghouls who revel in carnage.  What hypocrisy.  Everyone is thrilled by the risk.  Everyone.

Fans come out to see racing for many reasons, but one reason is a powerful trump to the others.  Fans like the thrill.  To have thrills, there must be an element of danger, and in IndyCar that element of danger has always been the open-cockpit.  And make no mistake, it is dangerous.  The chance of intrusion by debris or fencing exists; that is truth.  And debris and fencing will always be there.  It is part and parcel of the racing that the drivers understand from the first time they sit in a real race car.  Racing is dangerous.  That danger is part of what draws fans and contestants to the track.

No doubt about it, the danger in racing should be mitigated.  The real question is how much.  Rear bumpers were a design feature on the current Dallara to keep cars from climbing on one another and getting airborne.  The Dallara chassis was updated to help prevent yaw events and keep the cars grounded during side-impact accidents.  The new aero kits will have debris fin options in front of the driver.  Barriers against intrusion are being added to protect the drivers’ lower bodies.  Even though many of the factors of risk have been lessened, the element of risk must still be there, or it is not really racing.  No new fans are going to come to the track because someone says, “Let’s go watch IndyCar.  It’s really safe!”  We fool ourselves if we don’t think danger sells.

Open-cockpits in IndyCar are no less a tradition than 33 on the starting grid at Indy and a bottle of milk for the winner afterwards.  They make the series unique and dangerous.  And IndyCar needs those qualities as it builds the momentum and the fan base for 2015 and beyond.  A canopy on an IndyCar is a regression to a sports car prototype.  The series needs to sell what it has, speed and danger.  In fact, speed and danger are what IndyCar racing has always had, and the open-cockpit is one of the reasons why.  This is one time the fans need to say to IndyCar, “Please don’t change.  We love you just the way you are.”

 

B-listers, YouTube, and tradition at IMS

Who says there is no news coming out of the Verizon IndyCar Series?  A decision that could affect the Indianapolis 500 for years to come was a front page headline in a recent Indianapolis Star: “New track tradition – Straight No Chaser replaces Nabors on iconic song.”  Yep, the choice of a new voice, or voices in this case, to take the place of Jim Nabors singing “Back Home Again in Indiana” pushed important news to another page.  What this says about our society is another discussion, but what it says about the tradition of the Indy 500 is loud and clear.  It matters.

Oh, there will be haters on multiple issues.  Some IndyCar fans get all frothy over the fact that one race holds so much sway over the public’s perception of the series.  Their stance is that the 500 is just one more race on the schedule, and the PR it gets for things like who belts out a traditional song actually hurts the series and other venues and races.  I’m on the side of the cash cow splashing down in the ocean creating a rising tide that lifts all ships on this one.  I’m not quite sure how you make other races and venues more popular by making arguably the most well-known race in the world less popular.

Then there are the loyalists who recommended using a video of  Jim Nabors singing “Back Home Again in Indiana” in perpetuity, presumably because they thought the idea that a perennial B-list actor and singer was as good as it was ever going to get in Indianapolis.  Truthfully, Jim Nabors’ baritone and his second tier stature worked very well for the race.  There was no way he was ever going to be more important than the song or the tradition itself.  In fact, he had become a hipster’s ironic ideal.  Nabors was just schmaltzy enough to be cool.  He had a good run.

There were some interesting suggestions for the replacements  One was the Indianapolis Children’s Choir, who are top notch.  I just had this sinking feeling about some 10-year-old asking his or her choir director some very difficult questions about aberrant human behavior.  I even endorsed Mike Rowe of Dirty Jobs fame, a trained opera singer.  He fit the Jim Nabors B-list criteria of not now or ever being bigger than the song or the moment.  And he was a baritone, too!

Which brings us to the new choice, the a cappella group Straight No Chaser.  They were formed at Indiana University and became famous for a version of “The 12 Days of Christmas” that went viral on YouTube.  Now that’s mixing traditional with modern.  They are an inspired choice.  They went to IU.  They understand the importance of the song to the predominantly Hoosier crowd.  They get the tradition.  They are young.  They are cool.  I want to be churlish and find something to dislike, but they are really, really, good.  Take a look at them singing “Back Home Again in Indiana” at this YouTube link.

The fans watching on ABC will absolutely love them.  Let’s hope the video and audio upgrades work well out in the hinterlands of Turn 3 and the writhing humanity of the Snake Pit, too.  Of minor consideration is the fact that an a cappella group not only sings the songs, but they also make their own music with their voices.  This might leave the Purdue band, the accompaniment on this song for years, out of the picture.  I’m sure the Indiana University grads of the group will get some pleasure out of that.

So here’s to a long tenure and the beginning of new tradition.  Cars, drivers, fans, and facilities change.  The inevitability of time demands it.  Traditions like singing “Back Home Again in Indiana” are the sinews that keep us connected to the past and the future.  Thanks for the good news, IMS.  It was worth the wait.

 

 

 

IndyCar starts and stops

Let’s have a quick cringeworthy headline contest about standing starts in the Verizon IndyCar Series being suspended.

Starts stopped in IndyCar series

IndyCar puts the brakes on standing starts

Standing starts never took off in the IndyCar series

Lack of technology stops IndyCar series in its tracks

Most versatile drivers in world can’t handle standing starts

Most versatile cars in the world can’t handle standing starts

IndyCar series dumps fan favorite standing starts

Even though imaginary, these are the type of snarky headlines the series doesn’t need.  And in today’s media, what other kind of headlines are there?  It is obvious that the tone of these headlines is less than complimentary, and the Verizon IndyCar Series needs positive vibes.

The standing starts did ramp up the excitement at the beginning of street and road course races.  The lights, the expectation, the unknown – these all create a mystique, an aura.  For all these reasons, the series needs the option of standing starts.  But better reasons exist for dropping them.

The Verizon IndyCar Series is at a crossroads and in the cross-hairs.  The series desperately needs good press and PR.  The standing starts provided neither.

When a standing start results in cars left on the grid or stuffed into a wall or each other, that is the indelible image that viewers take away.  That’s the news.  And when so few media outlets cover the series, any news needs to be good news, especially in a sport where tragic news is always a possibility.

Also, in a sport that advertises the most versatile drivers in the world, it is a little unseemly to have them left sitting on the grid.  The problem with standing starts is not human, it is technical.  These cars were not designed for standing starts.  That is not what the average fans sees, though.  The average fans sees a driver who cannot use a clutch and accelerator correctly.  If IndyCar wants to control the narrative that these are the most versatile drivers in the world, then they have to create the plot that moves it along.  That plot no longer needs the situational irony of standing starts.

The facts are today’s IndyCar drivers and the Dallara chassis are both the most versatile in the world.  The car was a robust design for protection on high-speed ovals, yet was racy enough for road courses.  In other words, it was a compromise and needed to be so.  Standing starts were not on the radar when it was built and apparently do not fit this car well.  That is one of the hazards with fly-by-wire design: you can’t just bolt on a new part and expect it to work.  It needs to be designed that way.  You know, like anti-stall.

What matters most about losing standing starts is that the fans lost something entertaining that was promised to them.  In a press release, IndyCar president of competition Derrick Walker said, “We know the fans enjoy it, and we love it, too.”  It might be a tad disingenuous to suggest that IndyCar loved it.  Drivers seemed to say that they did it because the fans liked it.  And the fans certainly seemed to enjoy it, if for no other reason than it was something new and different.  IndyCar needs to keep searching for new and different.

The timing and technology just wasn’t right in the Verizon IndyCar Series for standing starts.  Maybe next time they will plan it before they execute it.  In other words, no more starts and stops.

 

 

Does IndyCar get the joke?

Well, it seems that all the major racing series are chasing the same off season quarry right now.  By that I mean that seasons are over, and PR people and auto racing writers are scrambling for anything that has the remote scent of fresh copy.  The Verizon IndyCar Series may need a bloodhound to sniff out a compelling story.

F1 is always in the news with the richest teams refusing to share wealth with the struggling backmarkers, backmarkers going into receivership and auctioning off assets, and Bernie Ecclestone saying that F1 does not need social media or young fans.  Every one of those topics is comedy gold, baby.  Maybe the receivership thing is not quite as funny since it involves people losing their jobs, but Bernie is always able to find more suckers investors to replenish the back of the grid, so new opportunities may crop up.  And since Bernie will be dead by the time young fans become older fans, it makes complete sense that they mean nothing to him.  He won’t be able to profit from their future interest.  In any case, stories abound.

Of course NASCAR stories always exist since that series NEVER ENDS.  One season just rolls into the next while hidebound corporate elites masquerading as good old boys figure out changes to make the series more profitable compelling.  Really, it’s just Duck Dynasty on wheels.  Again, comedy gold.

And there is the TUSCC or is it Tudor or is it IMSA or is it ALMS sports car series with professional, gentlemen, Platinum, Gold, Silver, and Bronze drivers. Yeah, none of that is confusing is any way.  And the series is sponsored by a watch, that as far as I know, no one wears or has even seen.  It sounds like something someone with a monocle would wear.  The series begs to mocked.

That brings us to the Verizon IndyCar Series off-season, where stories go to die.  Oh, for the dysfunctional days of yore when race directors were objects of scorn, season schedules were always almost complete, backstabbing the series boss was an off-season art form, and vendors were threatening to walk away from the series.  Those were the halcyon days of satire and mockery.  It was my season.

But those days are over, replaced by a much tighter-lipped corporate structure that has a plan and is sticking to it.  Sure, we have the new aero kits coming on line, but the manufacturers have gone all state secret on them.  Other than some grainy spy shots and the rumor of F1 style front wings, we have seen next to nothing.

Yes, we have A.J. Foyt on the mend from his life example that bacon and ice cream may have long term consequences and news from Russia that Mikhail Aleshin cannot get his hands on the sponsorship money to race this season due to Vladimir Putin’s friendly overtures to the Ukraine.  Those are stories to be sure, but they do not have series wide consequences to consider.  In a word, the Verizon IndyCar Series long off season has been boring.

And that is really the problem, isn’t it? A short season followed by very little real news about the races, the cars, and drivers is not enough to build interest.  And those three items ARE the series.  The Indianapolis 500 may the worldwide portal for entry, but the success of the series must rely on those other three.  As much as I love sarcasm and mockery, they are useless if racing fans do not have the facts so they can get the joke.  So step it up, IndyCar.  I’m not saying a return to dysfunction is needed, but can’t an owner or driver say something really stupid?  Can’t a corporate executive roll out an extremely idiotic plan?  Can’t someone post a completely ill-advised tweet?  Missing those, couldn’t IndyCar at least give us something newsworthy?  Otherwise, the joke may end up being on the series when no one cares enough to laugh.

 

 

 

The end of the IndyCar Mom and Pop

I grew up in a small Indiana town.  Not only did I know all the business people and citizens of the place, I knew every dog in town by name.  If you were a quarter short on your bill, the local grocery, drugstore, and gas station would let you have it on the cuff.  They knew where you lived.  It was a good way to grow up.  Sadly, the small town experience has fallen victim to Wal-Mart, Lowes, and Amazon.  Personal service is a thing of the past.  I miss it.

Sometimes, though, the loss of the small town Mom and Pop store needs to happen.  Wal-Mart, for all its heavy-handed insistence on driving competition out of business, saves consumers money, and Amazon allows people the convenience of shopping for everything from home.  Hulman & Company, the corporation that owns both Indianapolis Motor Speedway and the Verizon IndyCar Series, has finally moved away from its Terre Haute roots and is searching for success in the 21st century.  They understand that they have to grow or atrophy.  There is no in-between.

Exit Jeff Belskus.  The Hulman & Company president and CEO announced his (cough) retirement from the business last week.  Mark Miles has systematically  cleaned house reorganized the business to consolidate his power.  If he, and IndyCar fans, want the series to succeed, this had to happen.  Poor Randy Bernard, brought in by the board to affect change, was hamstrung and marginalized from the beginning of his tenure by the tentacles of the Terre Haute mafia that allowed anyone with a grievance to do an end-around to the offices of his superiors.  Additionally, Bernard was never given the budget to hire the pros in marketing, sales, event management, and finance that Miles has brought on board.  Whether fans like it or not, the face of IndyCar racing is changing forever.

Recently, Miles added Allison Melangton, former president of the Indiana Sports Corporation,  as VP of events, and Cindy Lucchese as chief financial officer and chief administrative officer.  In fact, Belskus was out on Thursday and Lucchese was in on Monday.  Different positions, yes, but both are financial people.  The years of IMS and the IndyCar Series being a sinecure for family and friends, no matter how well-connected and nice, are over.   Well, kind of over.  Just because you are connected doesn’t mean you are incompetent.  IMS and the series still employ family and friends, who, from all indications, are capable.  They just may no longer have as much access to the inner sanctum.  And that is important.

The Yellow Shirts and ticket and credentials offices at IMS continue to retain their folksy ways.  If you call or stop by for a visit, you will absolutely be introduced to true Hoosier hospitality.  That’s the veneer.  If you venture to where the new bosses reside, I am sure the vibe would be much more professional.  President Lyndon Johnson famously said, “I don’t want loyalty.  I want loyalty.  I want him to kiss my a– in Macy’s window at high noon and tell me it smells like roses.”  Miles has his loyal team and has gathered the power to him.  Now it’s time to take care of business.

 

 

 

 

A scary IndyCar Halloween

How about all the news out of IndyCar since the season ended in September?  You remember, right?  A race was announced for Brazil…and, uh….wait a minute…I know there’s something else.   Oh, James Hinchcliffe changed teams and has a beer named after him, and Simon Pagenaud is now driving for Roger Penske.  Did I miss anything?  The long off-season of the Verizon IndyCar Series has begun with what many predicted: a scary lack of anything resembling the buzz that IndyCar so desperately needs.  The fear that IndyCar will not build on its spectacular racing and personalities is only one of the tricks that the series may have played on it.  Here are a few more.

I sure would love to start planning my IndyCar travels for 2015.  To do that, of course, the series would have to release a 2015 schedule.  With all the talk about the importance of date equity, it seems that movement to new dates for Toronto, Milwaukee, Fontana, and Pocono may be in the offing.  Mark Miles and his team have suddenly gone quiet on when the schedule will come out after falling into the old IndyCar trap of talking about races before the checks have cleared.  Cue the sound of rattling skeletons in the closet.

Will one of the aero kits being designed (and clamored for by internet trolls everywhere) shift the balance of power between Honda and Chevy so much that the season will become class racing?  Could one aero kilt be dominant on ovals and another on road and street courses?  Sure.  The old Law of Unintended Consequences could be in full effect here.  Be careful what you ask for.  The racing last year was great, but that is no guarantee that next year will be.

Derrick Walker has stated that the series is closing on on having race control sorted out.  This recurring Nightmare on 16th Street could wreak havoc on the credibility the league has been so desperately pursuing if the decision is somehow mishandled.  With the track record of the series, this has the potential to be a flaming paper bag full of potential problems on the front porch of the series.  On one side, the hire needs to have the support of the owners and drivers form the beginning.  Beaux Barfield was an outlier and his support in the paddock was lukewarm, at best.  Brian Barnhart was a control freak that was liked in the paddock but had terrible PR with the public.  How about somewhere in the middle?  No tricks here, please.

One of the things I like about the holiday triumvirate of Halloween, Thanksgiving, and Christmas is the buzz.  You cannot escape the marketing might of corporate America from October to December.  Granted these marketing mavens have a lot of money to throw around, but they are out there selling every day.  Where’s the sell, IndyCar?  I know it is too early to have commercials on television, but where’s the buzz?  Did you know that John Green (3,296,107 Twitter followers), best-selling author of The Fault in Our Stars, was in the two-seater at IMS?  How about Deadmau5 (3,015,012 Twitter followers) being on track with James Hinchcliffe?  It should be noted that IMS did tweet about these appearances as they happened, but not much before or after.  Build the buzz.  Both of these artists have more followers than the total viewers of every IndyCar race the last two years combined.  Leverage that.  And if Deadmau5 plays at the Snake Pit this year, that is HUGE, even if you have no idea who he is.  He wears a mouse head as he DJ’s electronic dance music, for what it’s worth.  Costumes are big this time of year, right?

So Happy Halloween, IndyCar!  The fans are still waiting for their treats, but keeping their fickle interest may be the biggest trick of all.

 

Adios, ovals. It’s been good to know you.

History is replete with species that didn’t make it:  the passenger pigeon, the dodo, Dragon Racing.  You can add ovals other than Indianapolis Motor Speedway for the Verizon IndyCar Series to the list of auto racing endangered species.  And like the passenger pigeon, the dodo, and Dragon Racing, the reasons for the potential demise are human .

Automobile oval racing is inherently an American product.  The county and state fairgrounds’ horse tracks allowed racing to be brought to the masses.  Indianapolis may have received the publicity, but oval racing came of age on dirt all across the country.  As for-profit board tracks and dirt ovals started popping up, fans had accessible and entertaining racing.  Life was good for many years.

But dirt gave way to pavement.  It was faster, cleaner, and modern.  Fans flocked to see the stars of their day drive in circles in open-wheel race cars.  The modern rear-engined IndyCar has its roots in F1 and road courses, but they were also designed for ovals.  The specs of the two series diverged.

The current DW12 is a robust beast that handles road and street courses well and is extremely competitive on ovals if the series gets the aerodynamic rules right for a particular track.  Let’s face it; it was designed for Indianapolis.  Even de-tuned, it is close enough to as fast as anyone wants to go there.  Recent Indy 500’s have had edge-of-your-seat racing and piss-your-pants passing.  That’s good, right?

Well, with that kind of action, why are ovals drying up like autumn leaves in October?  We can rehash the old reasons like the stubbornness of CART, the willfulness of Tony George, the ascendancy of NASCAR, and the ineptness of IndyCar management.  All are true, to one degree or another, and have led us to this point.  This point being one where no one wants to host and promote an oval and, apparently, no one wants to watch a race on one either.

People want to be entertained.  IndyCar may have the best on-track product of any major racing series, but they do not put on much of a show at an oval.  A road or street course will have on-track action throughout a weekend with the likes of three Mazda Road to Indy series, the Pirelli World Challenge, the Tudor Series, and Robbie Gordon’s Stadium Trucks as well as a circus-like atmosphere at street courses.  Indianapolis gets away with race day because of the tradition, pageantry, and debauchery, but even Indy has lost the shine on qualification weekend.

The Indy 500 is moving in the right direction, though.  Concerts and glamping helped this year.  Other venues need to follow suit, and the Verizon IndyCar Series needs to help.  Promoters are treating ovals like the toxic money-loss that they are.  IndyCar needs to pack up its own circus, support series, and musical performances and take them on the road.  Once an oval is popular and profitable, the series can wring more money for its services or allow the promoter to do his or her own thing.

If the series really wants ovals on the schedule, it has to do something.  If a business has a supply that no one want, they need to manufacture the demand.  That’s promotion.  IndyCar has made a big splash with its recent hires and series sponsorship. Now it needs to perform.

William Shakespeare wrote that “What’s past is prologue.”¹  If you don’t mind a moment of existentialism², we are always in THIS moment.  There is no other.  It doesn’t matter what brought ovals here, it only matters what the series does now to save a vanishing breed.  Let’s hope they find them worth saving.

 

1.  The quote is from The Tempest.  In the play, it helps justify murder.  That seems excessive.  I’m just looking for a little promotional help from the series.

2.   existentialism: a philosophical theory or approach that emphasizes the existence of the individual person as a free and responsible agent determining their own development through acts of the will.  I think IndyCar fans should have a strong vocabulary.  It makes it easier to insult NASCAR fans and run away before they figure it out.

 

 

 

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