Bourdais' story took over the Brickyard on Saturday. Photo: IndyCar

DiZinno: Bourdais crash reminds us of Indy’s danger, story dominance

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INDIANAPOLIS – Insomnia has a way of producing thoughts that keep you awake, with your mind stirring, asking so many questions.

And for a day that has no official meaning in the record books – qualifying speeds from the first of two days to set the grid for the 101st Indianapolis 500 presented by PennGrade Motor Oil get wiped out – Saturday produced an overflow of emotions, thoughts and queries.

Which, are then produced below:

  • Sebastien Bourdais’ shocking crash, from the contrast of the vicious violence of the impact to the immediate outpouring of support from the racing community became the top story of the day. While standing among others in the media bullpen outside victory lane, the impact with the Turn 2 wall occurred with such violent, loud force it was if a bomb exploded. And there is no worse sound at a racetrack than the absence of sound. The inane questions the drivers have answered a thousand times over, the shriek of fans behind clamoring for autographs and the soft allure of the 2.2L V6 turbocharged engines on track behind us are what is normal. Silence is not. Yet in that same moment you are forced to compartmentalize whatever your personal emotions may be about the driver and his or her injury status and press on with the task ahead.
  • Alonso’s story was briefly interrupted Saturday –
    for good reason. Photo: IndyCar

    It was in that moment that the overkill of Fernando Alonso hype, attention and coverage was eclipsed – as anyone who comes here is – by the history and story telling of the 100-plus year old lady that is the Indianapolis Motor Speedway. Alonso was due up in the queue after a couple others, but while he was proceeding with the interviews, the accident occurred. The questions continued, but the care seemed to stop. Indy has a way of determining the story lines more than the drivers itself. The drivers are merely the actors; IMS is the director. IMS reminded us that while one legend was making his arrival on these shores, we instead needed to be paying attention to the legend who does his work here on a regular basis. “Definitely I was doing the interviews when the crash happened. I need to see more precise what happened. It seems the car went loose into one, he lost control unfortunately,” Alonso said.

  • Bourdais’ crash then produced the afterwards overflow of emotions, and questions. Thanks, it must be said, have to go to the HANS device, SAFER barrier and chassis structure of the base Dallara DW12, all of which prevented worse injuries. Big thanks must also go to the Holmatro Safety Team and IMS safety team, which were on site almost immediately.
  • But question-wise though, the first and most obvious one was asking what his status was. And from time of impact through to his medical update hours later, that was the only one. The fallout from there includes the question of how does team owner Dale Coyne and his dedicated crew press ahead, needing to build up yet another car after two sleepless weeks prepping the road and street car after a first lap crash in Phoenix. Who drives it? How fast can Bourdais recover? Will there be an impact on Bourdais’ sports car commitments? These are the questions that take time to answer, but while they exist in the present, they must not supercede the life angle.
  • Bourdais is a husband to wife Claire, father of two and a philanthropist, besides being a damn good race car driver. His integration into the St. Petersburg community has been a story so good and better chronicled of late; his and Patrick Long’s work in putting together the Kart4Kids Pro-Am in the spring helps raise tens of thousands of dollars for Johns Hopkins All Children’s Hospital, which raises money for children’s medical needs. Being there for his family and the community drives him just as much, if not more so, than what he does on track.
  • Bourdais has more than racing in his life. Photo: IndyCar

    At 38, Bourdais is at an age that is eerily similar to where Dan Wheldon and Justin Wilson both were, in similar family situations to where Wheldon (33) and Wilson (37) lost their lives. Does a crash such as this one push Bourdais, when he recovers, out of IndyCar full-time down the road? Or will it only fuel his motivation to keep going even better and stronger? He’s accomplished all he’s ever needed to in IndyCar and he’s a Daytona, Sebring and Le Mans winner in sports cars. But he’s had a weird year in terms of accidents. It’s worth noting he told me after Long Beach he had to duck his head off the start of that race to avoid getting hit in the head with debris. He got caught up after Mikhail Aleshin lost control on the first lap at Phoenix. The St. Petersburg last-to-first win notwithstanding, Bourdais’ luck – and fortune – has ebbed and flowed this year.

  • From an Indy race scenario standpoint, Bourdais’ accident reminded me a bit of James Hinchcliffe’s, which I hate writing because I’m sick of that story line, but it does fit here. Recall Hinchcliffe, like Bourdais, had an early season win in 2015 that he probably had no business winning – in the rain-drenched NOLA disaster – before his massive Turn 3 accident in practice at similar, 200-plus mph. The accident occurs before Indy. It will probably sideline Bourdais for a similar (but we hope shorter) amount of time. This was a weird parallel that hit me like a ton of bricks hours later last evening.
  • The Bourdais crash overshadowed other moments of potential danger that could have emerged in qualifying, but didn’t, which in no particular order include the following:
  • Veach avoided worse disaster on Friday. Photo: IndyCar

    Zach Veach’s crash on Friday in the last 20 minutes of practice was certainly annoying for both driver and team, but as it turned out after Bourdais’ crash yesterday, could have been a lot worse. Veach told me several drivers reached out to him to tell him that his first save of the car at 220-plus after hitting a bump likely prevented him from turning right into the wall directly on his own unabated, and that his hand speed was unlike anything they’ve ever seen. It’s a testament to Veach’s tireless fitness and training regimen that while he may have wrecked a car, he didn’t wreck himself in the process, and got some plaudits from the paddock for doing so.

  • Pigot and Juncos fought back on Saturday. Photo: IndyCar

    Spencer Pigot’s faith and determination in his Juncos Racing team was rewarded as he made the team’s first ever IndyCar qualifying run, a four-lapper at Indy, with a car that hadn’t turned an install lap after the crew worked and stayed through the night – including team owner Ricardo Juncos and wife Danielle – following his accident Friday. Pigot, in typical even keel form, took it all in stride. “It was a big effort from the guys. They worked all night. I have to thank them for all their hard work. That was our first time on track; basically our install check. Yeah, it was good. It wasn’t very difficult with that amount of downforce. It was just nice to make sure it was assembled tight,” said the talented 23-year-old, who’s supported by Rising Star Racing.

  • Jack Harvey’s confidence to ensure his Michael Shank Racing with Andretti Autosport car was secure in its preparation to complete four super solid, consistent laps, all within one tenth of a mph. After various issues and a steering issue led to a slight bit of wall contact on Monday, then an engine failure on Friday, seeing Harvey have a trouble-free Saturday was a welcome sign of relief.
  • Elsewhere, defending Indianapolis 500 champion Alexander Rossi’s mental strength was on display, as the first person to go out after Bourdais’ crash, and after waiting in the car. How fast Rossi went after sitting there, waiting, speaks volumes.
  • Ed Carpenter and JR Hildebrand were legit, and despite Carpenter being asked about why they chose the downforce they did, Carpenter knows how to play the game about not revealing any hints.
  • It was almost Ed Jones’ day. Photo: IndyCar

    Rookie Ed Jones had been the surprise of the day prior to his teammate’s accident. It still was quite impressive to see from the Dubai-based Brit nearly making the Fast Nine shootout.

  • Interesting timing tidbits: Chip Ganassi Racing, with Honda: 3rd (Scott Dixon), 8th (Tony Kanaan), 11th (Charlie Kimball) and 12th (Max Chilton). Team Penske, with Chevrolet: 6th (Will Power), 14th (Helio Castroneves), 17th (Josef Newgarden), 18th (Juan Pablo Montoya) and 20th (Simon Pagenaud). On a normal day this would have been a bigger story. Saturday, it was not.

So what happens Sunday? We shall find out in a matter of hours.

Alonso open to options outside of F1 if he can’t find winning project

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Fernando Alonso is not afraid to explore options outside of Formula 1 for 2018 if he is unable to find a winning project as the saga surrounding his McLaren future continues.

Alonso is out of contract at the end of the season, and has been exploring options away from McLaren after three difficult years fighting down the order due to issues with the team’s Honda power unit.

The two-time world champion does not appear to have many options for 2018, and is still talking to McLaren about a drive for next year.

“I’m very open. I haven’t made a decision yet,” Alonso told CNN.

“I’m talking to McLaren, of course, because it’s my team. I think we have unfinished business together to win in Formula 1.

“I think everyone will have their opinion of what we need to be competitive. I have mine. If that happens, I will consider for sure to stay and win with McLaren.”

Should Alonso decide to leave McLaren, the Spaniard confirmed he would explore other options on the F1 grid, but is not afraid to look beyond the sport.

“Formula 1 is still my priority, it’s my life, and winning the world championship is what I’m hoping,” Alonso said.

“If I don’t see any clear project that will allow me to fight for the win, I will look outside Formula 1, but that’s [a decision for] November, December. I will try all the possibilities before that.”

Alonso stole the headlines earlier this year with his entry to the Indianapolis 500 as part of a joint entry between McLaren, Honda and Andretti Autosport, qualifying fifth and running up the order before retiring with an engine failure.

While Alonso enjoyed his stint in the IndyCar paddock, a full-season ride is not thought to be a serious consideration for him currently.

A future shot at the 24 Hours of Le Mans is also on Alonso’s radar, although the lingering uncertainty regarding the future of the LMP1 class and prototype racing in the FIA World Endurance Championship may put the brakes on that for the time being.

When asked if he felt he had taken his last win in F1 – the 2013 Spanish Grand Prix – Alonso said: “No, no. It will happen.

“I have a feeling it will happen next year.”

Stefan Johansson’s latest blog: Racing facing big challenges ahead

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After a few months off writing, Stefan Johansson’s back with his latest blog after a whirlwind month-plus of news across various forms of racing.

The F1 and IndyCar veteran turned driver manager and seasoned observer of all things motorsports has touched on a number of the challenges all of racing faces in the upcoming months and years in this entry, his latest conversation with Jan Tegler.

Johansson first hits on a fundamental problem within racing: a tight regulatory box thanks to crazy amounts of technology, coupled with escalating costs.

“The fundamental problem in general for pretty much every level of racing is that technology has taken over. Everything is driven by technology,” he writes. “Every racing series is driven by the engineering side instead of the drivers and the sporting side. The cars are far too expensive to run. All of the electronics, all of the aerodynamic development, all of the extra stuff which has become part of the cars today makes them massively more expensive to operate. Then we have all the various methods of simulation which effectively have replaced on track testing, this again is driving up the costs as all this equipment is constantly evolving, and anything involving R&D is never cheap.

“Not only are they more expensive as a whole, components are more expensive and the cars require three to four times the amount of people to run compared to what they used to. In the end, there’s nothing left over due to the costs. The money’s got to come from somewhere. Teams are operating more and more in survival mode, and as such they have to rely more and more on drivers bringing money.”

The next fundamental question is whether race cars and road cars should have similar levels of relevance, or instead be completely separate. Hybrid technology has been en vogue for the last few years, for instance.

“Race cars are made to go fast as they always have been,” Johansson writes. “Nowadays the main emphasis seems to be that road cars are supposed to save the planet, whether that’s valid or not but that’s the argument. Racing and road cars ought to be heading in two completely separate directions, if there is anything to be learned from Racing that could benefit the road car industry, great, but I don’t think the focus should be on that.

“The whole concept with this technology – the philosophy of what race cars are meant to be now – is going completely in the wrong direction in my opinion. This insanely complicated and expensive hybrid technology really doesn’t benefit anyone in racing. The development of the technology for road cars is already as advanced if not more than what we see in the F1 or LMP1 cars. So there’s really no gain. Then you can look at the whole aerodynamic thing on top of it – useless for a road car.

“Part of the problem is the PR the manufacturers produce. Their PR departments have an agenda and of course there’s the political side and that’s another agenda. There are all of these marketing efforts and the racing is just the tiny little bit at the bottom of it. Everything has to conform to all of the non-racing agendas.”

The visual, visceral appeal of driving is another point that Johansson worries has been lost in this era of engineering-driven machines.

“Anyone, even a layman with no knowledge of racing, can appreciate the effort and skill of a driver wrestling a car to make it perform as well as possible at the limit,” he writes. “But a car that does almost everything for a driver, that’s stuck to the road on a track with so much run off area that is virtually impossible to hit anything if you try too hard and go off, that any driver with a small amount of skill can jump in and get within half a second of a three-times world champion – that doesn’t excite people. It doesn’t have the same appeal.”

MONZA, ITALY – SEPTEMBER 02: Max Verstappen of Netherlands and Red Bull Racing sits in his car fitted with the halo during practice for the Formula One Grand Prix of Italy at Autodromo di Monza on September 2, 2016 in Monza, Italy. (Photo by Dan Istitene/Getty Images)

On the Halo coming to F1? Johansson offers this: “It’s now also been confirmed that the Halo head protection will be mandated. It was an inevitable decision in my opinion, once the knowledge is there and it’s for safety there’s no turning back. It’s a knee jerk reaction to something that should have never happened in the first place if any level of common sense had been applied at Suzuka when Jules Bianchi had his accident. But it happened, it was a freak accident and will in most likelihood never ever happen again, halo or no halo.”

On IndyCar’s new universal kit coming for 2018, he writes, “Aesthetically the new car certainly looks a lot better than the previous ones, it would have been nearly impossible to design one that could look any worse though. I guess this also fixes the disparity between the Chevy and Honda aero but what a pointless exercise the manufacturer aero kits were.”

INDIANAPOLIS, IN – MAY 28: Fernando Alonso of Spain, driver of the #29 McLaren-Honda-Andretti Honda, exits his car after his engine expired during the 101st Indianapolis 500 at Indianapolis Motorspeedway on May 28, 2017 in Indianapolis, Indiana. (Photo by Jared C. Tilton/Getty Images)

While noting the manufacturer spend, Johansson also notes how much buzz Fernando Alonso generated from his Indianapolis 500 bow: “If the penny hasn’t dropped that maybe it’s not new car designs we need, but instead a much bigger focus on the drivers, who are the heroes that people want to watch. The value of Fernando Alonso racing at Indy this year is probably the best marketing IndyCar has had for the last 20 years.”

And on LMP1’s demise within the FIA WEC as three of the four manufacturers from 2015 have all pulled out? “I can’t see the WEC surviving. If Toyota follows Porsche what is there? What they should do is a pan-American/European championship of some kind. They should create some kind of hybrid series that brings IMSA and the ELMS together, spanning both continents.

“Look at Le Mans this year. The race was almost won by an LMP2 car at almost exactly 100 times less than the budget of the P1 teams – 100 times less! That should tell you something. Sports car racing has to be much more reasonable in terms of the costs. Look at the LMP3 class.”

You can read the full blog post here, for even more insight.

2017 columns:

Additionally, a link to Johansson’s social media channels and #F1TOP3 competition are linked here.

Acura ARX-05 formally revealed at The Quail (PHOTOS)

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After a teaser video was released a couple weeks ago, the formal, full unveil of Acura’s new ARX-05 prototype for the IMSA WeatherTech SportsCar Championship, to be fielded by Team Penske, took place today at The Quail, A Motorsports Gathering, in Monterey.

A photo from a private, VIP event emerged on social media on Thursday night ahead of the proper unveil, but now the car is officially out in the open for all to see.

A striking nose assembly section to the ARX-05, on top of the base Oreca 07 chassis, is perhaps the most notable visual identifier on the car.

The full release and a handful of photos are below.

Acura today unveiled the new Acura ARX-05 prototype race car at The Quail, A Motorsports Gathering. Acura Motorsports will join forces with the legendary Team Penske organization to field a pair of the new Daytona Prototype International (DPi) entries in the 2018 IMSA WeatherTech SportsCar Championship.  

The Acura ARX-05 (Acura Racing eXperimental, generation 5) is the latest in a line of endurance prototypes to be fielded by the brand dating to 1991, just five years after the 1986 launch of the Acura marque. Based on the very successful ORECA 07 chassis, the new ARX-05 prototype showcases Acura-specific bodywork and design features, including Acura’s signature Jewel Eye™ headlights, and utilizes the race-proven AR35TT twin-turbocharged engine, based on the production 3.5-liter V-6 that powers the Acura MDX, RDX, TLX and RLX models.

Acura ARX-05 Daytona Prototype international (DPi) race car to be campaigned by Team Penske in 2018

“At Acura, Precision Crafted Performance is at the heart of everything we do.” said Jon Ikeda, Acura vice-president and general manager. “Whether it is our production cars or a prototype race car, if you want to be a performance brand you need to perform.”

The multi-year DPi program will be administered by Honda Performance Development (HPD), the racing arm for both Acura Motorsports and Honda Racing in North America. The competition debut of the Team Penske Acura prototypes will take place at the season-opening Rolex 24 in January, 2018. One of the team’s two ARX-05 entries will be piloted by the legendary Juan Pablo Montoya along with sports car champion Dane Cameron. The second driver pairing will be announced at a later date.

“Right from the start, Acura has raced – and done so successfully,” said Art St. Cyr, President of HPD and Acura Motorsports. “We’ve won with the Acura Integra Type R, the RSX, the first-generation NSX and with the Le Mans prototypes. Most recently, we’ve won with the new Acura NSX GT3. The ARX-05 is our fifth-generation prototype, and we expect great things from our partnership with Team Penske.”

Acura ARX-05 Daytona Prototype international (DPi) race car to be campaigned by Team Penske in 2018

DPi rules require manufacturers to use one of four approved prototype chassis, fitted with IMSA-homologated, manufacturer-designed and branded bodywork and engines. In the case of the ARX-05, the bodywork was developed by a team led by Acura Global Creative Director Dave Marek.

“We created a variety of initial sketches, then pared those down a handful of potential designs. Next came aero and wind tunnel model testing, and time for the engineers to have their say,” Marek recounted. “The design continued to be refined throughout the testing and evaluation process, until we came up with a final treatment that met our performance goals while maintaining Acura styling cues. It’s been an exciting process.”

Acura ARX-05 Daytona Prototype international (DPi) race car to be campaigned by Team Penske in 2018

The Acura ARX-05 will add to a rich legacy of Acura sports car racing successes, including the 1991-93 IMSA Camel Lights manufacturer and driver championships; 50 IMSA and American Le Mans Series class or overall race victories (through Watkins Glen 2017); and the 2009 American Le Mans Series manufacturer, driver and team championships, in both the LMP1 and LMP2 classes.

Based on the “J35” family of engines found in Acura MDX, RDX, TLX and RLX production vehicles, the Acura AR35TT engine has powered class winners at the 12 Hours of Sebring (2011-13); the 24 Hours of Le Mans and LMP2 World Endurance Championship (2012).  The engine also powered entries to American Le Mans Series LMP2 titles in 2012-13; and the overall winners at the Rolex 24, 12 Hours of Sebring and Petit Le Mans in 2016.

Acura Motorsports currently campaigns the Acura NSX GT3 in the IMSA GTD category with Michael Shank Racing – where it has already won at Detroit and Watkins Glen this season – as well as with Real Time Racing in the Pirelli World Challenge GT division.

Following today’s official unveiling, the Acura ARX-05 will also be on display at the Rolex Monterey Motorsports Reunion (August 19) and on the Concept Lawn at the Pebble Beach Concours d’Elegance (August 20).

Manor alters No. 24 crew line-up for WEC Mexico

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Manor’s Jean-Eric Vergne will be joined by two new drivers in the No. 24 Oreca 07 Gibson for the upcoming FIA World Endurance Championship round in Mexico following a revision of the team’s line-up.

Manor fielded ex-Toro Rosso Formula 1 and current Formula E racer Vergne alongside Jonathan Hirschi and Tor Graves in the No. 24 Oreca through the opening three rounds of the season, the trio recording a best finish of fourth in the LMP2 class at Le Mans.

Vergne was replaced by Roberto Merhi for the last round at the Nürburgring due to Formula E’s clashing commitments in New York, but will be joined by an all-new line-up for the next race at the Autodromo Hermanos Rodriguez in Mexico City on September 3.

Matt Rao returns to Manor’s LMP2 line-up after featuring last season ahead of a move to Signatech Alpine for 2017, acting as its silver-rated driver.

Vergne and Rao will be joined by British racer Ben Hanley, who moves onto his third team of the WEC season after featuring for TDS Racing, DragonSpeed and G-Drive Racing so far this season at Spa, Le Mans and the Nürburgring respectively.

Manor’s No. 25 Oreca line-up remains unchanged, with Vitaly Petrov being joined by Simon Trummer and Roberto Gonzalez for Mexico City.

Click here to see the full entry list of the 6 Hours of Mexico.