Marcos Ambrose said Thursday that he regrets the punch he threw at Casey Mears, but won't apologize for the incident. (Photo: Kevin C. Cox/Getty Images)

Marcos Ambrose regrets Mears punch but won’t apologize


In his first public comments since last Saturday’s punch of Casey Mears and subsequent fines and penalties issued by NASCAR, Marcos Ambrose said he regrets the incident but will not apologize for it either.

“As it goes down, if I had my chance to think back about it, a wiser man would have walked away a little bit earlier and not got himself in that situation,” Ambrose said during a media event Thursday at Charlotte Motor Speedway. “I don’t apologize for my actions. I was just standing up for myself and my team and my family and letting people know that you can’t get in my private space like that and expect not to have any consequences.”

Both drivers were penalized Tuesday by NASCAR, with Ambrose receiving a higher fine ($25,000) due to his actual punching Mears, who was fined $15,000 for pushing and shoving Ambrose. Each was also placed on probation through May 28, three days after the Coca-Cola 600 race in Charlotte.

Although he drew the harsher penalty, Ambrose understood NASCAR’s side.

“I got myself in a bad situation,” Ambrose said. “I caused an action that NASCAR needed to reprimand, so I’m happy to pay it and happy to move on.

“It’s a heavy fine. That’s the biggest fine I’ve ever received in racing and I think that NASCAR needed to do something and whatever they chose to do, I’ll pay it.”

Ambrose said he’s still somewhat baffled why Mears instigated the confrontation.

“The altercation I had with Casey was quite impromptu,” Ambrose said. “As I was walking past the 13 car, as he’d finished the race, I was actually heading over to have a chat with David Gilliland just to say we’re all good after we got into each other a couple of times.

“Some words were said and I was confused about why Casey was so annoyed at me, and I think you just see a lot of the passion that the drivers have and the commitment we have to try to win these races and try to run at the front. That passion kind of got out of hand and got out of control pretty quick.”

If he had to do it all over again, Ambrose might take a different tact. But in the heat of the moment, he reacted in the way he did because he feared what Mears might do next.

“I think I’ve learned my lesson on that one,” Ambrose said. “I think next time I might scamper into the race hauler or scamper back to the plane and have a sleep on things. There’s just so much emotion. This is the first time I’ve been involved in something like this.

“At the time, even after the incident went down, I didn’t think much of it.  I just thought, ‘Well, he started pushing me around and I just had to get him away from me,’ because I didn’t know what was going to happen next. If he starts pushing me in the toolbox what happens next? Is he going to try to throw one on me?”

Ambrose even joked a bit of the response he received when he got back home afterward.

“So I was trying to get out of there and it wasn’t until a few hours later that the adrenaline starts to whoa down and you start to realize what you had done,” he said. “And then the next day when you have to talk to your kids about it and your wife is mad at you, you realize that walking away would have been a much smarter option.”

Ambrose insists he did try to walk away, but when Mears began to shove him, it didn’t leave Ambrose much choice in how to react.

“There was plenty of stuff said, but before the pushing,” Ambrose said. “He was upset and he was letting me know how upset he was. And then when I went to walk away he just couldn’t handle it any longer. As soon as he grabbed hold of me there, I knew I was going to have to get a shot in and I was just waiting for the right moment.”

Ambrose said he’s never had a physical confrontation before in his career, not even in his pre-NASCAR days in his native Australia. But he’s also willing to let bygones be bygones with Mears.

“I’m happy to move on and put the week behind us,” Ambrose said, adding that he and Mears have talked more than once since Richmond. “It’s certainly not a proud moment of mine, but I certainly don’t take anything back that I did. Casey and I spoke about it and he said, if the shoe was on the other foot he probably would have done the same thing.”

Ambrose even extended a gesture of friendship to Mears.

“I honestly believe that we’ll enjoy having a beer with each other,” he said. “I think we have a mutual respect for each other. I like Casey a lot. I didn’t have any beef with him after the race, but emotions just got out of hand and we both recognized that if we had our time again it wouldn’t happen again, but now it has, you can’t take back what has happened.

“I’ve spoken to him and I’m not carrying anything forward. He has to decide what he wants to do moving forward, but if we get ourselves in a pub somewhere I’d buy him a beer, no problem.”

Also offering his first comments on the incident, team owner Richard Petty defended his driver for essentially protecting himself.

Petty also questioned why NASCAR penalized his driver more severely than Mears, who instigated the incident by pushing and shoving Ambrose before the latter reacted in self-defense mode.

“I always look at it as you have to defend yourself no matter what the circumstances are, and that’s what I saw in the Marcos situation,” Petty said. “What provoked it? I have no idea.

“I don’t even think Marcos knows really what provoked the whole thing. But in the scheme of things, if you can’t protect yourself, then NASCAR is not going to come and protect you, so he had to do what he had to do.

“… As you can see in the tape, (Ambrose) did not initiate any of that. He was trying to get away. So I think from that standpoint, I don’t know what (NASCAR’s) rationale is. I’ll just have to talk to them and see what they come up with.”

Petty even laughed at times about the incident. When asked if he ever had any confrontations of note with other drivers during his racing career, Petty demurred.

“No comment,” he said with a laugh. “(Physical confrontations between drivers) used to go on a little bit all the time, but they didn’t have all of the TV cameras and all that stuff, so you could go around behind a truck and do what you needed to do and there wasn’t very many people who knew about it.”

When asked if he wishes Ambrose would have done things differently, Petty again replied with a laugh.

“You’ve got to defend yourself no matter what, but if he knew he was going to be fined $25,000, (Ambrose) might have let the guy (Mears) take another swing at him,” Petty said.

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IndyCar CEO: No safety changes for 2016 car, despite Wilson death

indycar ceo mark miles
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An investigation into the August accident that killed driver Justin Wilson has resulted in no recommendations for immediate safety changes in race cars, IndyCar CEO Mark Miles said.

But changes could be in line by 2017, including some sort of canopy or enclosed cockpit or surrounding apron to protect drivers, Miles told USA Today.

The 37-year-old Wilson was struck in the head from a piece of debris that flew off Sage Karam’s wrecked car during a race at Pocono Raceway. Wilson died the following day in a Pennsylvania hospital.

“What the report provides is a lot of technical data about the energy involved and the forces and exactly what happened and all of that,” Miles told USA Today. “I don’t think there were any revelations. I think for everybody, with or without the report, all of us hope to be able to make progress in finding ways to make the cockpit safer and to reduce the risks.

“So for example, there may be some short-term measures like tethering some parts that weren’t this year, but could be. That’s a work in progress. But I don’t want to give the sense that was because of anything revealed in the accident investigation. What you think happened, happened there.”

One area that has received considerable discussion is the potential for enclosed cockpits or canopies in Indy cars. But the development of such a device will take time, prompting Miles to predict that if canopies or capsules are ultimately added as a safety precaution, it likely would not occur until at least the 2017 season.

“You’re not going to see a change to the car for next year in this regard just because I don’t think it’s possible,” Miles said. “… These are technical challenges and it’s hard to imagine that anything transformative will happen this year. At this point, I wouldn’t rule out 2017, but the research has to be done, the development has to be done to answer the questions as to what can be done by when.”

Addressing specifically the investigation of Wilson’s accident, Miles said, “It reinforces the risks, I think, of the open cockpit and further energizes efforts in motorsport to try to reduce those risks.”

But devising a cockpit or canopy – if either is adopted – will take considerable development and testing time. Miles said he’s had lengthy discussions with officials from groups such as NASA and the aerospace industry that provide cockpits for entities such as jet fighters.

He added that Formula 1 officials have also been studying enclosed cockpits for quite some time, particularly things such as ingress/egress from within the cockpit, as well as heat buildup inside.

“Obviously, the foundational point is whether there’s a solution which protects the driver and there may be no solution which provides complete protection if you get into a situation like in Las Vegas (where driver Dan Wheldon died as a result of head injuries when he stuck a catch fence support),” Miles said. “But it’s how much more safe can you make it while proving for not having unintended consequences.”

Miles said that in addition to canopies and enclosed cockpits, IndyCar is also looking at other variations and the potential risk vs. rewards of those as well.

“This is not necessarily about a completely closed cockpit,” Miles said. “It could be more of an apron. If something hits that … it’s possible (the object) could be propelled higher and further and an unintended consequence could be the risk of something going into the crowd.

“It doesn’t necessarily knock it down and put it on the track if something was coming at a car like that, especially something like a tire that has energy in it.

“What is clear to me is we’ve got an outside perspective as do our safety people, on the long list of things you have to address. … Hopefully something meaningful can happen.”

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IndyCar 2015 Driver Review: Luca Filippi

Josef Newgarden, Luca Filippi
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MotorSportsTalk continues its look through the Verizon IndyCar Series field, driver-by-driver, in 2015. Luca Filippi ended 21st in the No. 20 car, running the road and street course races for CFH Racing.

Luca Filippi, No. 20 CFH Racing Chevrolet

  • 2014: 28th Place, 4 starts
  • 2015: 21st Place (10 starts), Best Finish 2nd, Best Start 6th, 1 Podium, 1 Top-5, 4 Top-10, 2 Laps Led, 12.4 Avg. Start, 13.9 Avg. Finish

After part-time runs with Bryan Herta Autosport and Rahal Letterman Lanigan Racing in 2013 and 2014, likable Italian Luca Filippi finally got his first full part-time season as the road and street course replacement at CFH Racing, replacing Mike Conway. Having won twice last year, Conway left some decently big shoes to fill and Filippi did a fair job throughout the year more often than not.

Filippi had a slightly better grid position average than did Conway, 12.4 to 13, and was slightly better overall in the races. In 10 races (including one with double points), Filippi scored 182 points and four top-10 finishes (including one top-five). A year ago, Conway scored 252 points from 12 starts, but only two top-10 finishes (both were wins). Broken down, Conway averaged 21 points per race (about a 10th place result) and Filippi 18.2 (about 12th).

Thing was last year, Conway didn’t have a measuring stick as ECR was a single-car team. In the combined two-car CFH Racing organization, Filippi had Josef Newgarden as a teammate, and that provided a more accurate measuring stick. In their 10 races together, Newgarden finished ahead 7-3, and also qualified ahead 7-3.

Filippi felt more comfortable as the year progressed – keep in mind this was the first time he’d seen most of the tracks – and at places like Toronto and Mid-Ohio where had had past track experience, he shone brightest. It was no coincidence his lone Firestone Fast Six appearance and first career podium came at Toronto, and at Mid-Ohio he was also very quick but caught out by strategy in the race.

During the year, Filippi also had two other key moments of note, one personal and one professional. He became a dad prior to Mid-Ohio, and was embracing his newborn shortly after the race not long after. Professionally speaking, he made his oval test debut at Iowa, which was important to note in case CFH wants to continue on with him next year, as seems possible. It was a good year that planted the seed for further success in the future, provided he continues in North America.