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2014 Standings
After Toronto
Driver Standings

Driver Standings
1 Helio Castroneves 533
2 Will Power 520
3 Ryan Hunter-Reay 464
4 Simon Pagenaud 462
5 Juan Pablo Montoya 428
6 Scott Dixon 387
7 Carlos Munoz (R) 384
8 Tony Kanaan 380
9 Marco Andretti 375
10 Sebastien Bourdais 358
11 Ryan Briscoe 344
12 James Hinchcliffe 330
13 Charlie Kimball 317
14 Justin Wilson 311
15 Mikhail Aleshin 298
16 Josef Newgarden 288
17 Jack Hawksworth (R) 287
18 Graham Rahal 266
19 Carlos Huertas (R) 265
20 Takuma Sato 234
21 Sebastian Saavedra 229
22 Mike Conway 218
23 Ed Carpenter 168
24 Oriol Servia 88
25 Kurt Busch (R) 80
26 JR Hildebrand 66
27 Sage Karam (R) 57
28 Luca Filippi 46
29 James Davison (R) 34
30 Jacques Villeneuve 29
31 Alex Tagliani 28
32 Townsend Bell 22
33 Pippa Mann 21
34 Martin Plowman (R) 18
35 Buddy Lazier 11
36 Franck Montagny 8

Rookie of the Year
1 Carlos Munoz 384
2 Mikhail Aleshin 298
3 Jack Hawksworth 287
4 Carlos Huertas 265
5 Kurt Busch 80
6 Sage Karam 57
7 James Davison 34
8 Martin Plowman 18

Wins
T1 Ryan Hunter-Reay 3
T2 Will Power 2
T2 Simon Pagenaud 2
T2 Mike Conway 2
T5 Helio Castroneves 1
T5 Carlos Huertas 1
T5 Ed Carpenter 1
T5 Juan Pablo Montoya 1
T5 Sebastien Bourdais 1

Podium Finishes
T1 Will Power 6
T1 Helio Castroneves 6
3 Ryan Hunter-Reay 5
4 Tony Kanaan 4
T5 Carlos Munoz 3
T5 Juan Pablo Montoya 3
T7 Marco Andretti 2
T7 Simon Pagenaud 2
T7 Mike Conway 2
T10 Carlos Huertas 1
T10 Scott Dixon 1
T10 Josef Newgarden 1
T10 Graham Rahal 1
T10 Charlie Kimball 1
T10 Ed Carpenter 1
T10 Jack Hawksworth 1
T10 Mikhail Aleshin 1
T10 Sebastien Bourdais 1
Manufacturer Standings:
1 Chevrolet 2056
2 Honda 1042

Lap Leaders:
1 Will Power 353
2 Tony Kanaan 326
3 Helio Castroneves 241
4 Ryan Hunter-Reay 167
5 Ed Carpenter 116
6 Juan Pablo Montoya 74
7 Takuma Sato 67
8 Sebastien Bourdais 60
9 Simon Pagenaud 59
10 James Hinchcliffe 56
11 Scott Dixon 44
12 Jack Hawksworth 32
13 Justin Wilson 25
14 Marco Andretti 22
T15 Mike Conway 15
T15 Josef Newgarden 15
17 Sebastian Saavedra 14
18 Graham Rahal 10
T19 Oriol Servia 7
T19 Carlos Huertas 7
21 Ryan Briscoe 5
22 Mikhail Aleshin 4
23 Alex Tagliani 3

Entrant Points
Pos. # Entrant Points
1 3 Team Penske 533
2 12 Team Penske 520
3 28 Andretti Autosport 464
4 77 Schmidt Peterson Hamilton Motorsports 462
5 2 Penske Motorsports 428
6 9 Target Chip Ganassi Racing 387
7 20 Ed Carpenter Racing 386
8 34 Andretti Autosport/HVM 384
9 10 Target Chip Ganassi Racing 380
10 25 Andretti Autosport 375
11 11 KVSH Racing 358
12 8 NTT Data Chip Ganassi Racing 344
13 27 Andretti Autosport 330
14 83 Novo Nordisk Chip Ganassi Racing 317
15 19 Dale Coyne Racing 311
16 7 Schmidt PetersonMotorsports 298
17 67 Sarah Fisher Hartman Racing 288
18 98 BHA/BBM with Curb-Agajanian 287
19 15 Rahal Letterman Lanigan Racing 266
20 18 Dale Coyne Racing 265
21 14 A.J. Foyt Racing 234
22 17 KV/AFS Racing 229
23 16 Rahal Letterman Lanigan Racing 134
24 26 Andretti Autosport 88
25 21 Ed Carpenter Racing 66
26 22 Dreyer and Reinbold 57
27 33 KV Racing Technology 34
28 5 Schmidt Peterson Motorsports 29
29 68 Sarah Fisher Hartman Racing 28
30 6 KV Racing Technology 22
31 63 Dale Coyne Racing 21
32 41 A.J. Foyt Racing 18
33 91 Lazier Partners Racing 11

Finishing Average
1 Helio Castroneves 5.38
T2 Kurt Busch 6.00
T2 Will Power 6.00
4 Simon Pagenaud 6.92
5 Sage Karam 9.00
6 Scott Dixon 9.61
7 J.R. Hildebrand 10.00
8 Tony Kanaan 10.23
9 Ryan Hunter-Reay 10.38
T10 Juan Pablo Montoya 11.15
T10 Sebastien Bourdais 11.15
12 Ryan Briscoe 11.38
13 Justin Wilson 11.92
14 Carlos Munoz 12.00
15 James Hinchcliffe 12.46
16 Oriol Servia 12.5
17 Marco Andretti 12.69
18 Ed Carpenter 12.75
19 Alex Tagliani 13.0
20 Charlie Kimball 13.23
21 Takuma Sato 13.46
22 Mikhail Aleshin 13.61
23 Jacques Villeneuve 14.0
24 Mike Conway 14.66
25 Graham Rahal 15.0
26 James Davison 16.0
27 Carlos Huertas 16.07
28 Josef Newgarden 16.92
29 Sebastian Saavedra 17.0
30 Jack Hawksworth 17.16
31 Luca Filippi 18.50
32 Martin Plowman 20.5
33 Franck Montagny 22.0
34 Pippa Mann 24.0
35 Townsend Bell 25.0
36 Buddy Lazier 32.0


Pole Positions
T1 Takuma Sato 2
T1 Will Power 2
T1 Helio Castroneves 2
T4 Ryan Hunter-Reay 1
T4 Sebastian Saavedra 1
T4 Ed Carpenter 1
T4 Simon Pagenaud 1
T4 Juan Pablo Montoya 1
T4 Scott Dixon 1
T4 Sebastien Bourdais 1

Appearances in the Firestone Fast Six
1 Ryan Hunter-Reay 5
T2 Helio Castroneves 4
T2 Will Power 4
T3 James Hinchcliffe 3
T3 Scott Dixon 3
T3 Jack Hawksworth 3
T7 Simon Pagenaud 2
T7 Josef Newgarden 2
T7 Tony Kanaan 2
T7 Sebastien Bourdais 2
T11 Takuma Sato 1
T11 Marco Andretti 1
T11 Sebastian Saavedra 1
T11 Mike Conway 1
T11 Juan Pablo Montoya 1
T11 Ryan Briscoe 1
T11 Luca Filippi 1

Qualifying Average
1 Helio Castroneves 5.53
2 James Hinchcliffe 6.90
3 Ed Carpenter 7.00
4 Luca Filippi 7.66
5 Simon Pagenaud 7.69
6 Will Power 7.76
7 Scott Dixon 8.84
8 J.R. Hildebrand 9.00
9 Sebastien Bourdais 9.76
10 Carlos Munoz 10.3
11 Tony Kanaan 10.53
12 Ryan Hunter-Reay 10.61
13 Juan Pablo Montoya 10.84
14 Takuma Sato 11.69
15 Kurt Busch 12.0
16 Marco Andretti 12.61
T17 Josef Newgarden 12.92
T17 Ryan Briscoe 12.92
19 Justin Wilson 13.0
20 Jack Hawksworth 14.5
21 Mike Conway 14.66
22 Mikhail Aleshin 14.84
23 Graham Rahal 15.38
24 Sebastian Saavedra 16.53
25 Charlie Kimball 17.15
26 Carlos Huertas 17.84
27 Franck Montagny 21.0
28 Pippa Mann 22.0
29 Alex Tagliani 24.0
30 Martin Plowman 24.5
31 Townsend Bell 25.0
32 Jacques Villeneuve 27.0
33 James Davison 28.0
34 Sage Karam 31.0
35 Buddy Lazier 33.0
The Delta Wing - What is This Crazy Looking Thing?

A seven-part series
Thursday, February 18, 2010

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70% of the car weight is carried by the rear wheels of the DeltaWing car
We were invited to chat personally with Ben Bowlby about the Delta Wing project this week.

Mark Cipolloni and Scott Morris chatted with Ben and were increasingly sold on the concept.

There is too much this concept to cover in one brief article, so we are going to cover it for you in a 7 part series that will break it all down for you.

Let us begin by saying we were not about to really question the design itself from an engineering standpoint, as one cannot argue with hard data. But on instinct and experience, we could not help but have many questions about the design that seem to completely defy conventional logic or practice. We too are engineers, though not racing car designers, so we jumped at the opportunity to talk tech with Ben.

In speaking with him personally, one can tell that Ben is deeply passionate about this concept, and really does not want to be given the credit for it, as it would not have happened if not for the efforts of a team of people.

Now, many articles have been written about this concept thus far, and we thought we would take a more step-by-step kind of walk-through, as this is how our view began to change on this car as well. Though we cannot really say we are totally convinced, it is certainly not because it isn’t a very well thought-out design.

Our first question was that it just simply looks like the car will not turn. Ben said everything thus far is telling them that it turns amazingly well, and actually changes direction much more quickly than the current car.

But when you look at it, if you have driven racing cars or even been a keen observer for any length of time, your brain tells you that this thing just isn’t going to turn.

That is what really intrigued us.

Ben had a very clear way of explaining it.

Generally we have always “forced” a car to turn, by applying a couple of physical principles. The first is a polar moment of inertia component that causes you to want locate most of your weight toward the middle of the car. This is true in general, but even beyond inertia considerations, because this reduces the weight against which the wheel must generate resisting forces (friction) to get the car to turn.

So to simplify the Delta Wing approach, they made the front very light with significant mechanical grip, and the rear relatively heavy, thereby moving the point of rotation way back from the more traditional rotational center. This puts very little weight on the front, and reduces the amount of force needed to get it to change direction.

Remember how well your Big Wheel turned even with a hard plastic front wheel? Think about it...
So, it’s almost like a Big Wheel, that all of us old-guys had when we were kids. Those things had a very low center of gravity so they would not tip over, and your butt was more or less sitting over the rear axle of the thing; Yet, when you went to turn the wheel, it turned on a dime. Mine of course, had a rubber front wheel on it, so it turned even better. We found that you could simply wrap a certain sized bike tire right around the plastic big wheel front. We left the hard plastic wheels on the back though, so I had quite the loose handling Big Wheel.

Another interesting component comes from the parasitic nature of the inside wheel during a turn. With the outside wheel doing most of the work, the inside wheel basically becomes a burden. We have all seen this happen when a driver begins to turn while still carry a bit of brake into a turn and that inside wheel locks up in a puff of smoke. Well, what if you just get rid of that wheel completely? By locating the turning wheel toward the centerline of the vehicle, you eliminate that problem.

Along the notion of stability, maintaining a consistent (flat) geometric plane requires three point, not four. Take two pieces of paper. Cut one into a triangle of any shape. Take the other and make it a rectangle. Pin the corners down on a piece of cardboard. Now with each piece flat on the table, try to raise any one corner. The triangle maintains its flat surface, where the rectangle becomes curved. Simply speaking, which is more simple and consistent?

So these things combined, basically answer how and why this car can turn. Of course, we will know more when it gets on track, but that is what all the simulations are telling them right now. Computer simulations have reached a level and form now, where it is hard to question, and most always confirmed in the real world.

There is another component to the car in how the differential is designed that also gives the car a handling behavior that Mario Andretti thinks is the single biggest key to this car design. Is will be an active differential that will allow the driver and team to tune the power delivery in a manner that will eliminate the need for staggered tires, and give the driver much more control over the tuning and handling of the car. We are told that this concept really widened Mario’s eyes.

This concept is also where the errant reports of rear-steering started to come from.

So completes part one. The car turns. This is what you need a real race car to do.

The amazing part is that it does it without down-force from wings, and that is another point we will cover in coming installments in this series. Stay tuned.

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