Balking in Baltimore City officials
threatened to cancel the five-year
contract for the Baltimore Grand Prix,
unless organizers restructure and pay
their debts to the city and vendors.
a demo run down Las Vegas’ Strip prior to the tragically thwarted Indycar finale could have been a dress rehearsal for the future.
source for racing news:
WHICH ROUTE FORWARD?
As IndyCar struggles to absorb the lessons and ramifications of its disastrous
2011 finale, it aims to position its new-for-2012 car in the best-possible light
That the 2012 IZOD IndyCar Series schedule remained
unfinished into Thanksgiving testified to the level of
soul-searching going on following the death of Dan
Although LVMS had previously been announced as the
season-closing race for 2012, re-assessment of the series’ races
at 1.5-mile high-banked ovals put that on hold. A number of
drivers were quick to support the suggestion of IndyCar CEO
Randy Bernard that next year’s race in Las Vegas could run on
“I’d definitely support it,” said Scott Dixon of a Vegas street
race. “I think it’s a good solution. It’s been done before, and I
think it would be a better fit than what we’ve done this year.”
Dixon also joined the growing number of IndyCar drivers to
criticize the racing on 1.5-mile ovals like LVMS where, in their
current configuration, the cars can easily be driven flat-out for
the entire lap.
“There should be no way that, at a track like that, you
should be flat,” Dixon declared. “Take some grip out of it or
give it a lot more power, so you need to brake and you need to
lift. At Vegas, you could be three-wide in a massive group and
still stay flat. That was just the worst combination for what we
did that weekend.
8 JANUARY 2012 racer.com
“The car was just too easy to drive
We will have to make
flat, and the track had too much
banking,” Dixon added. “It was easy to
stay flat in the corner, but there are ways
to help that.”
As its investigation of the Vegas crash
continues, IndyCar signaled that it was
taking such arguments on board – but
also soliciting a wider range of opinion,
specifically from IndyCar team race
engineers, on how the new Dallara DW12
could be made safer for 1.5-milers.
Among elements reportedly under
consideration are changes to the race
tires and modifying engine power
outputs to suit each track the series
changes at the racetracks;
[and] to the way we race
visits, while longer-range solutions like
cockpit canopies are also being discussed.
For more in-depth opinions and options,
turn to page 26 of this issue.
“We are making a lot of changes,”
declared Tony Kanaan. “It will be a much
safer car from the get-go, and it will only
get better. We will have to make changes
at the racetracks; we will have to make
changes to the way we race.”
In the meantime, IndyCar also has to
address handling issues with the new
Dallara chassis, which became evident
when testing of the DW12 prototypes
moved from road courses to ovals.
“The focus of concern is with weight
distribution,” Will Phillips, vp of
technology for IndyCar, told SPEED’s
Robin Miller. “The car is too good on
entry and suffers understeer on exit.
We’re trying to identify why the
theoretical world doesn’t match the real
world at the racetrack. At very high
speeds, we have disparity in the data.”