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Now What?

6/2/2008

OK. We've seen the first unified Indianapolis 500 since 1995.

For those seeking a return to IndyCar Series glory, the question is: Now what?

Start with what was shouted to the mountaintops (or, at least, the Hulman-George family suite) in this cybersoapbox over two years ago: ("What Must Happen If Merger Happens," May 8, 2006). At least a few sentences are worth repeating:

"The truth: Even if Tony George and Kevin Kalkhoven sign a peace accord of Reagan-Gorbachev proportions, the hard work will just be starting. In fact, rebuilding Indy Car racing will be the single greatest reconstruction project north of New Orleans."

I provided - at no charge - a list of a dozen things that MUST be done.

The first was for George and Kalkhoven to apologize to disenfranchised fans and disenchanted sponsors for 12 years of strife and a $2 billion blunder. The fact neither has done so is sadder than Sarah Fisher after her collision with Tony Kanaan. But, it's no more surprising than Scott Dixon's victory.

Now, however, it's all on George. It's his show, 100 percent, so he rightly gets all the credit for positives going forward . . . and all the blame for what goes wrong.

With the 500 now in our rear-view mirrors, the focus of interest shifts to the 2009 schedule, and new car spec package for 2011. These are crucial decisions. One series has created a window of opportunity for IndyCar to zoom ahead. That window could just as easily get shut on top of George's fingers.

TG's point-man on the schedule is Terry Angstadt, president of the League's commercial division. He told me a few days before the 500 his goal is "18 great events." We know Long Beach and Toronto are "in", but sorting through other Champ Car leftovers is a challenge: Cleveland? Road America? Houston? Laguna Seca? Note all of those are road courses.

Equally difficult will be evaluating existing IRL venues: Homestead? Milwaukee? Iowa? Richmond? Note all of those are ovals.

What about a return to New Hampshire? Michigan? Phoenix? California? All ovals.

To me, "18 great events" translates to promoters with proven track records of being able to sell tickets, in markets meaningful to current and potential sponsors.

I'm not much into predictions, but I'll make one here: The number of ovals to make the cut won't be sufficient to satisfy the original pro-IRL fan base. Those are the vocal ones who embraced George's founding purpose of "maintaining America's oval-track heritage" and "providing opportunity for American drivers." A senior League official whispered this heads-up to me at Indy: "There aren't enough good oval tracks."

Ye chatroomers, consider yourself warned!

As for a new chassis/engine combo, that's the responsibility of Brian Barnhart, president of the competition division. Former Champ Car sheriff, the respected Tony Cotman, now a League vice president, is his right-hand man.

Every former Champ Car driver or owner I've asked says the same thing: "They better listen to Cotman." While specific opinions vary as much as track conditions during May, the emerging general consensus seems to favor: A small-block turbocharged engine - technically interesting to attract multiple manufacturers - and a chassis versatile enough for both ovals and road courses without drastic modifications.

Everyone agrees: Costs must be kept in check. Honda is now committed through 2013, but has publicly kept quiet on its formula preferences, because it wants competition.

For many reasons, I'm in favor of a turbo. It's been proven to work in this form of racing. It can be adjusted, if necessary, to reduce speeds. And - not to be overlooked - it makes it easier for people to actually talk to one another during events!

I want some downforce taken off the cars. I want driver skill to matter more - every fan agrees with that - and that means enough power and not enough downforce so that drivers actually have to lift entering the turns.

To the decision-makers, I say this: Good luck. You're not going down Easy Street. And you've only got one chance to get it right.

[ Next column: June 16 ]

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(I.N. Sider is the pen name for an independent motorsports business-person who has a quarter-century of professional experience working in almost every major North American racing series. The writer is not an employee of Valvoline or Ashland Inc. The column is intended to inform, entertain, and stimulate thought on the contemporary motorsports scene. The opinions expressed are those of the author and not necessarily those of Valvoline or Ashland Inc.)

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