DiZinno: Reflecting 10 years on from when F1 shot itself in the foot at Indy (VIDEO)

9 Comments

It was supposed to be my favorite race weekend I’d ever been to in person, as a young kid finally getting to live out a dream and attend a Formula 1 race on the ground, the 2005 United States Grand Prix at Indianapolis, held 10 years ago today on June 19.

It wound up ending with a colossal thud, with reverberations that have lasted until this day.

FIRST GRAND PRIX EXCITEMENT

The genesis of my motorsports journalism career began exactly this weekend 10 years ago, when I was then a wide-eyed 15-year-old who was one of three winners of a national motorsports writing contest sponsored by Red Bull, and judged by the “Dean of American motorsports journalism,” the late, great Chris Economaki.

Having been to a handful of CART races in the seven or eight years previous, I had some idea of what to expect in an on-the-ground format. But nothing could have prepared me for the sheer opulence of what was coming at the Indianapolis Motor Speedway, as Formula 1 took over the place.

source:
Raikkonen at speed. Photo: Getty Images

The first thing I remember was the noise. While CART’s turbocharged Hondas, Toyotas, Ford Cosworths and Mercedes engines were an excellent hook, the sheer shriek of the screaming V10s launching through Turn 13 (oval Turn 1) onto the front straight was something that sent chills down the spine… and still does all these years later even just writing this sentence.

The second was the exclusivity. It was the introduction of passes, and which pass you need to get to which zone. My cousin and I had managed to finagle our way into the media center early in the weekend by way of a mutual, well-connected friend, but it felt as though we were playing with fire.

source:
Scott Speed at speed. Photo: Getty Images

Later in the weekend though, when Red Bull hooked us up with temporary paddock passes – and my cousin and I engaged in a full-on sprint from the grandstands into the infield to make it in time – the dream was real. Here we were, staring full-on at David Coulthard’s Red Bull chassis, the team’s first in its first season having bought the Jaguar squad.

Later that night, we were introduced to Red Bull’s American hope Scott Speed at a dinner with Economaki. Speed had run in Friday practice and the team was fast-tracking him some laps in hopes of his F1 race debut in 2006 (which happened by way of Red Bull buying Minardi and giving birth to Toro Rosso).

That night, Economaki told me a line I’ve never forgotten and still live by to this day. When I said I was done with my most recent year in school, he replied with that twinkle in his eye and thick New Jersey accent and volume and said, “You’re never done. Done is what a turkey is on Thanksgiving.”

To this point, nothing during the weekend seemed real.

Nor did the sequence of events that continued to follow during the weekend on-track.

BUILD-UP TO CHAOS

source:
Trulli and Zonta backed into garage. Photo: Getty Images

Earlier on Friday, Ralf Schumacher’s crash in Turn 13 – his second in that corner in as many years – knocked him out of the race. The fun trivia fact here is Ricardo Zonta replaced him for the rest of the weekend, but the Brazilian never competed in another F1 weekend again after this.

Overall, it was the tires that suddenly became the story, with the higher-than-normal loads potentially proving unsafe for the Michelin runners.

You’ll remember at this point that 2005 was an odd year in F1 annals, where there were no in-race tire changes and teams had to make their tires last a full distance. It cost Kimi Raikkonen the European Grand Prix at the Nurburgring two races earlier when his suspension failed as a result of highly degraded tires.

There was one other key point – IMS had been repaved earlier in the year with a new diamond-ground surface. Bridgestone, by way of sister brand Firestone, had had the built-in track time advantage with the IndyCars and the Indianapolis 500 a month earlier. Michelin hadn’t.

It was quickly becoming the talking point of the weekend, where if Michelin couldn’t prove its tires were safe, there’d be some serious repercussions.

So Michelin called for backup. Michelin’s replacement tires – as Michelin and Bridgestone had to select tires in advance of the two back-to-back flyaway races in Montreal and Indianapolis – appeared to have the same problem. This was not a cheap exercise.

Saturday practice followed with minimal running by the Michelin runners, and although Jarno Trulli swept through to the pole in the afternoon for Toyota’s first pole position, there was little confidence that the Michelins could last more than a certain number of laps.

I remember a dinner on the Saturday where the talk wasn’t of excitement for Sunday. It was of the potential magnitude of what would be felt if a cluster happened on Sunday. It proved prescient…

THE RACE DAY DEBACLE

Sunday dawned with, fittingly, clouds overhead. There was talk of adding a chicane, or talk of making this a non-championship race. Neither occurred.

As a fan, you were almost left in the dark with what was going on, but it was obvious this was not going to be a normal Grand Prix Sunday.

And certainly, it wasn’t.

Here was the SPEED broadcast, which featured the well justified incredulity of the broadcast team of Bob Varsha, David Hobbs and Steve Matchett. Peter Windsor and Derek Daly in the pit lane were stupefied.

source: Getty Images
The Michelin runners peel off. Photo: Getty Images

The field rolled out to the grid, still 20 cars strong. They left for the reconnaissance lap…

And then they started peeling off. One by one. Team by team.

The Michelin runners were all headed for pit lane. They were retiring before the race had even begun.

The lights went out with two Ferraris… two Jordans… and two Minardis.

Was this real life?

source:
This guy about sums it up. Photo: Getty Images

Certainly the situation didn’t call for fans actually throwing debris onto the track, as that would have affected the remaining runners. It was shameful, but justified in theory if not in actuality.

The paying customers – and in particular, the fans who may have been attending their first Grand Prix as I was – had a right to feel aggrieved. Most of all, they had a right to feel informed and understand what the heck actually triggered this mess.

Yes, Michael Schumacher won from Rubens Barrichello but it hardly mattered. It was Schumacher’s only win of the year. The fact they ran off the podium as quickly as they did post-race still sticks out in the mind.

On the bright side, third-placed driver Tiago Monteiro at least managed to make something of his moment in the sun in his only career podium, and the last for the Jordan team.

Minardi’s Paul Stoddart also had this memorable rant, below.

THE AFTERMATH

source:
First, and only, podium for Jordan’s Tiago Monteiro. Photo: Getty Images

The post-race post-mortem was intense. This race, of course, did irreparable harm for F1 at Indianapolis, and it was the latest – and probably biggest – dent in F1’s on-again, off-again history in the United States.

Michelin suffered a blow in the PR perspective even though they were not the sole culprits, in this writer’s opinion. Michelin made good by issuing refunds and purchased tickets for fans for the 2006 race at the track. Fans with tickets could use them to attend the Champ Car race at Cleveland a couple weeks later.

Michelin was out of F1 at the end of 2006, although it may one day return. Indianapolis was gone at the end of 2007, and no race in the U.S. occurred until 2012 at Austin’s Circuit of the Americas, the purpose-built F1 facility this country had always deserved.

A year later, I had my first real writing gig in the sport, and that weekend helped propel me to where I am today, thanks to so many people.

But the biggest lesson I learned that weekend was invaluable.

F1’s political football is as much a part of the paddock as the on-track competition.

Ten years later, that remains truer than ever.

Why it’s important for Fernando Alonso to be in the Indianapolis 500

Leave a comment

It seemed so natural, so logical that Fernando Alonso would be part of McLaren in the 104thIndianapolis 500, it likely could have been announced last August.

NBCSports.com gave all the reasons why an Alonso reunion with McLaren at the Indianapolis Motor Speedway made the most sense last week.

Tuesday afternoon, it became official.

Arrow McLaren SP announced the two-time Formula One champion as its third driver for the Indy 500. He joins full-time NTT IndyCar Series drivers, rookies Oliver Askew and Pato O’Ward, on the Chevrolet team.

In a world where social media allows everyone to voice an opinion, there have been some who have asked, “Why is it so important that Fernando Alonso compete in the Indianapolis 500?”

To back up their point, the 33-driver starting lineup already includes many legendary names of the NTT IndyCar Series. From five-time IndyCar champion Scott Dixon to three-time Indy 500 winner Helio Castroneves, to Indy 500 winners Alexander Rossi, Will Power, Simon Pagenaud and Ryan Hunter-Reay to two-time IndyCar champion Josef Newgarden, the lineup is full of big names.

On the grand scale of international motorsports, however, Alonso has the charisma and star power that transcend into the mainstream of popularity.

“Having Fernando in the Indy 500 is going to be great for IndyCar, for the Indy 500 and for the fans,” Arrow McLaren SP co-owner Sam Schmidt said. “I can’t wait to see that get started.

“On behalf of Ric (Peterson, another co-owner of the team) and myself, Fernando needs to be in the 500, he needs to have an opportunity to win and that would be mega for IndyCar. For all of those reasons, we kept our foot on the gas and tried to position our team as the team of choice. Although we haven’t won, we have shown pace there and ran at the front. Now that we are with Chevrolet, we feel that we can get it done.

“Our team of guys is fantastic. We have been preparing for this for a long time, and we are poised to get it done. Ric and I are very excited about this.”

McLaren CEO Zak Brown has a long and close relationship with Alonso. Brown was in charge of Alonso’s Formula One program. Last year when Alonso did not compete in F1, he remained under contract as a McLaren “Ambassador.”

His contract with McLaren ended on Dec. 31, 2019. He officially rejoined the team with Tuesday’s Indy 500 announcement.

“He creates a tremendous amount of attention wherever he goes,” Brown said of Alonso. “When we did the first test at Indy in 2017, the live digital feed got over a couple million followers. Fernando will draw a lot of global attention to Indianapolis, to IndyCar, to our partners and to the sport as a whole.

“He is a great addition. He is an ambassador to the sport. He very much enjoys the way he is embraced in Indianapolis.”


With so many obstacles in the way of Alonso competing for any other team at Indianapolis Motor Speedway, it just made sense that his best (and essentially his only) option come with the McLaren-backed operation.

But it was certainly a long, strange trip to get there.

“Clearly, Fernando was deep in conversations with Michael Andretti,” Brown said in a response to a question from NBCSports.com in a Tuesday teleconference. “Short of Roger Penske’s team, he believes Michael’s team is the most successful team at Indianapolis, certainly in most recent times.

“If you are Fernando Alonso, and you want to win Indianapolis, then Andretti is clearly on your short list.

“We had a strong desire to run him. Fernando didn’t want to take a decision until after (the Dakar Rally) because he wanted to be very focused on that event. had two good opportunities. We kept him informed of some of the offseason moves we made. We secured Craig Hampson (as technical director after a successful term as Sebastien Bourdais’ engineer). When he was ready to make his decision, we had all of our pieces in place.

“He chose to move forward with us.”

Alonso’s best days at Indianapolis Motor Speedway came in an Andretti Autosport-prepared Honda in 2017. He got up to speed quickly, qualifying fifth and leading 27 laps before his Honda failed with 21 laps remaining.

Alonso’s worst days at Indianapolis Motor Speedway came in a McLaren-prepared Chevrolet. That was last year when one mistake after another showed how unprepared the McLaren operation was to take on the Indy 500 on its own. The list of faux pas was so long and legendary, there is no reason to recount them.

It all added up to one of the biggest names in international motorsports getting bumped out of the 33-car starting lineup by unheralded Kyle Kaiser of Juncos Racing.

McLaren officials knew the best way to succeed at Indianapolis was to join forces with a full-time IndyCar Series team. The main obstacle was Honda teams were ordered by corporate headquarters in Japan that the company’s days of doing business with McLaren were over because of disparaging and critical comments about its engine by Alonso and the team.

Under no circumstances would American Honda and Honda Performance Development be allowed to make a deal with McLaren.

Brown found a partner at what then was known as Arrow Schmidt Peterson, but that was a Honda team. To make the deal work, the team had to break the final year of its contract with Honda and switch to Chevrolet.

When the Arrow McLaren SP deal was announced on Aug. 9, 2019, Alonso still was attempting to negotiate an Indy 500 deal with Andretti Autosport, and the team was willing to make it happen. Sponsors were signed, and decisions were made leading to an expected announcement of an Alonso-Andretti combination for the Indy 500.

Honda Japan said no and held firm against doing business with Alonso for the same reasons as with McLaren.

Alonso would have to find a Chevrolet team for the Indy 500. Team Penske wasn’t interested in increasing to five cars at Indy. Ed Carpenter Racing also said no to expanding to four entries.

All paths led back to Arrow McLaren SP.

“It’s a great day in the history of our team,” co-owner Sam Schmidt said. “We’ve had a lot of changes recently. Arrow McLaren SP is a fantastic cooperation of the future of our company. This just raises the bar.

“Fernando Alonso, two world championships, two WEC’s, Le Mans and the Rolex 24 Hours of Daytona. He has made it perfectly clear the Indy 500 is the missing link there. We all know how competitive he was previously.

“For our team, we want to tap into his experience. We have two exciting rookies with Oliver Askew and Pato O’Ward. We really think being around him for the month of May will help them raise their game and understand what it takes to be a true, top-level, world-renowned driver.”


Though it appeared this deal was put together quickly, Brown and Schmidt emphasized they had been wooing Alonso for several months.

The addition of Hampson, who oversaw a car Bourdais qualified for the Fast Nine in the past two Indy 500s, and a solid test at COTA helped make the case.

“These were things as Fernando made his final decision helped get him over the hump,” Brown said. “There was speculation he would go elsewhere with parallel conversations that were going on.”

Said Schmidt: “It seems like a bit of a whirlwind announcement, but we have been talking since November. We’ve always run a third car at Indy. This will be a very, very well-prepared, thought-out deal.”

In a separate interview with Leigh Diffey of NBC Sports, Alonso admitted he had several teams to consider and McLaren was always in that group.

“We had some conversations,” Alonso said. “I already said last year I wanted to explore more options. I’d been talking with Andretti as well and some other teams. Andretti and McLaren are the ones I feel in my heart are like family. At the end, it was the natural choice to go with McLaren, especially after last year and give the fans something back after the disappointment of last year.”

Alonso has long dreamed of winning the international “Triple Crown” of motorsports — the Grand Prix of Monaco, the 24 Hours of Le Mans and the Indianapolis 500.

Alonso behind the wheel of the famed Marmon Wasp, the first winning car in the 1911 Indianapolis 500 — INDYCAR Photo

Having conquered Monaco and Le Mans, Indy remains the final event to master for the Spaniard.

“The Indy 500 completes the big three races in motorsports, and three completely different disciplines,” Alonso explained. “It makes you quite a complete driver. That’s what I’m looking for in this stage of my career. The Indy 500 is probably the biggest priority for me now.

“Oval racing is unique, but the Indianapolis Motor Speedway even more. It’s a huge place. There are four corners but all very different. The traffic, the slipstream, the strategy, the tire degradation. The downforce you run differently from practice. The race, you are adjusting downforce. Even if it seems a simple way to drive, over 200 laps, you never repeat the same line or speed in any laps. It’s quite difficult to adjust the minimum settings in the car.”

The key to completing the deal was Michael Andretti allowing mortgage firm Ruoff to follow Alonso as his Indy 500 sponsor to Arrow McLaren SP after the deal with Andretti Autosport fell through.

“Ruoff is a partner of Michael’s, he’s a good friend of mine and a partner in Australia,” Brown said, referring to the Virgin Australia Supercars team. “As he was having his conversations with Fernando, Ruoff was looking for something with big impact and exposure. When Michael and Fernando were unable to get their deal together, Ruoff asked Michael if he would mind going where Fernando goes. Michael gave his blessing, he cut a deal with Ruoff, and we are excited to have them.”

Alonso is just as excited to return at Indy despite last year’s disappointment, gleefully describing the Brickyard’s appeal in his interview with Diffey.

“Definitely. once you experience the Indy 500, it’ll remain always in your heart,” Alonso said. “I think the Indy 500 is on top of all the events I’ve ever participated. The atmosphere, the adrenaline, the traditions all the celebrations before the race. Even the milk! It arrives in a fridge Sunday morning and goes to the Pagoda.

“There are things as a driver you understand the importance of the moment and how big that race is worldwide.”

And that is why it is important that drivers such as Alonso compete in the Indianapolis 500. It’s an event that is bigger than the sport itself.

Follow Bruce Martin on Twitter at @BruceMartin_500