JUST ASKIN'.

By Peter M. De Lorenzo

Detroit. After last week's column "What If?" riled plenty of people in the racing world and provoked much discussion - and in a mostly positive way I might add - I thought it would be a good time to address a couple of questions from our readers. So, here we go.

Q: You've written about the fundamental problems plaguing IndyCar for a long time now, pretty much from Day One of Autoextremist.com. What do you think now? In fact, what would you do if you were given the keys to Indy car racing right now? J.G. Carmel, Indiana.

Yes, I have written about what ails Indy car racing for a long, long time, starting with the first edition of this column back on June 1, 1999. The fact of the matter is that wishing that things were the way they were "back in the day" will not solve anything. We cannot recapture the excitement at the Indianapolis Motor Speedway during the run-up to the 200 mph lap. We cannot relive Dan Gurney's dominant performance at Riverside International Raceway against a star-studded field in his Eagle back in '67. And we can watch the video of Rick Mears and Michael Andretti's duel at The Speedway over and over again, with Mears prevailing for his fourth and final Indy 500 win, but we can't really go back and recreate the excitement of that day. Racing, as in much of life, is made up of fleeting moments that are there for an instant and then gone but which live on in our collective memories. But those momentous times from racing's past clearly define the lingering perceptions that we have today, and to ignore the impact and meaning of those moments and why they were special is foolhardy.

I am going to preface everything I have to say about the current state of Indy car racing and what should be done with the following: It's easy to lob solutions and pronouncements from the cheap seats, especially when you don't have skin in the game. The team owners in IndyCar are smart and accomplished business men and women who work hard to sustain their teams and provide a foundation for the people working for them, and I don't take this lightly, at all. They are the ones with considerable financial resources on the line, and they are the ones who put their money where their mouths are 24 hours a day. These teams provide a livelihood for drivers, certainly, but for the families of crew members too. So in that context, while it's easy to say they should do this or try that, the reality is that sustaining a business model in an obviously shaky environment is no easy task. That's why the mandating of aero kits - though a good concept on paper - without allowing for adequate testing, was unfair and led to difficulties early on this season. And that's why demanding wholesale changes, which feel good and sound good, in fact puts financial strains on the lesser teams and can easily push them to the breaking point.

After saying that, however, Indy car racing, cannot stand pat. And I would consider the following ideas:

The Indianapolis Motor Speedway must alter the rules for the Indianapolis 500 to allow and encourage the use of diverse, or alternative powertrains including electric and even hydrogen fuel cells. An equivalency formula could be worked out to accommodate these different fuels and power sources, but this needs to be done to bring back interest in the race that would extend beyond the hardcore faithful. I would also put a restriction on the total gallons (or comparable energy measures) of fuel available for the 500 miles, to encourage different approaches. The Indianapolis 500 is still the single greatest motor race in the world, but every step should be taken to ensure that it remains that way going forward. And to me that means encouraging "diversity of thought" at every opportunity.

Secondly, a serious rethink of the schedule has to be undertaken. Expecting the lesser teams to withstand six months of being idle is completely unacceptable. The bigger teams, of course, do not have this problem what with the myriad racing series they're involved in, but it's an absolute killer for the smaller teams. The IndyCar schedule should be spread out well into the fall, with the last race being run in early November.

And finally, and I will beat this drum until I stop Autoextremist.com, but I am a firm believer in Rick Mears' philosophy of Less Downforce + More Power = Better Racing. IndyCar boasts an array of exceptionally talented drivers, but the cars need to be more difficult to drive. Put that exceptional talent on display by challenging these drivers at every opportunity. You shouldn't be able to drive around flat at the Indianapolis Motor Speedway for starters. There is a better way.

Q. Since you're NASCAR's biggest critic and you basically hate everything about it, what are your thoughts about Kyle Busch? R.L. Hendersonville, Tennessee.

Yes, I am NASCAR's biggest critic, and have been for a long time, but I have always reserved my criticism for the powers that be in Daytona Beach and Charlotte, and their questionable management and marketing moves. And I don't hate everything about it, that's just not accurate at all. As for the drivers, team owners and teams, I can unequivocally say that the NASCAR garage boasts some of the most talented people in all of racing, and that includes F1 and IndyCar too. In fact, today the NASCAR garage is swarming with talent from other racing disciplines, including F1, IndyCar and major league sports car racing, and I have nothing but the utmost respect for them, because they are truly some of the best and brightest in motorsports today.

Would I like to see changes in NASCAR? Certainly. A shorter schedule (no more than 30 race weekends, all in), more technology, a rethink of the catch-fencing, a rethink of the whole restrictor-plate dance (because someone is going to get killed if they don't severely alter what they're doing there), a rethink of the pit stop procedure (on-board jacking, dry break re-fueling hoses, etc.), more road races on the schedule (especially Road America), etc., etc. etc.

As for Kyle Busch, you must be unfamiliar with this publication, because I anointed Kyle Busch as the most talented driver in NASCAR several years ago, and this is in a series that's absolutely brimming with top driving talent. Don't believe it? Go to a one of the NASCAR Sprint Cup road races, because the prodigious talent is there for all to see. But saying that, Kyle is the best of the best, and his latest streak only reinforces and solidifies his reputation. In fact, I would love to see Kyle in Formula 1, just to see him shake-up the moldy old establishment over there.

And that's the High-Octane Truth for this week.


Publisher's Note: As part of our continuing series celebrating the "Glory Days" of racing, we're proud to present another noteworthy image from the Ford Racing Archives. - PMD

(Photo by Dave Friedman, courtesy of the Ford Racing Archives)
Riverside, California, January 16, 1977. David Pearson (No. 21 Wood Brothers Purolator Mercury) on his way to winning the Winston Western 500 at Riverside International Raceway. The race was shortened from 500 miles to 500 kilometers beginning that year. Pearson - one of America's all-time great racing drivers - and the famous Wood Brothers made for a formidable and at times unbeatable combination in NASCAR. Cale Yarborough (No. 11 Junior Johnson Holly Farms Chevrolet) was second that day and Richard Petty (No. 43 Petty Enterprises STP Dodge) finished third.

Publisher's Note: Like these Ford racing photos? Check out www.fordimages.com. Be forewarned, however, because you won't be able to go there and not order something. - PMD