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2014 Standings
After Pocono
Driver Standings

1 Will Power 446
2 Helio Castroneves 446
3 Simon Pagenaud 402
4 Juan Pablo Montoya 391
5 Ryan Hunter-Reay 388
6 Carlos Munoz (R) 340
7 Marco Andretti 325
8 Scott Dixon 297
9 Ryan Briscoe 285
10 Sebastien Bourdais 271
11 Tony Kanaan 267
12 James Hinchcliffe 266
13 Mikhail Aleshin 263
14 Justin Wilson 253
15 Charlie Kimball 239
16 Jack Hawksworth 227
17 Carlos Huertas (R) 224
18 Josef Newgarden 220
19 Graham Rahal 202
20 Sebastian Saavedra 196
21 Takuma Sato 189
22 Mike Conway 152
23 Ed Carpenter 138
24 Oriol Servia 88
25 Kurt Busch (R) 80
26 JR Hildebrand 66
27 Sage Karam (R) 57
28 James Davison (R) 34
29 Jacques Villeneuve 29
30 Alex Tagliani 28
31 Luca Filippi 24
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 340
2 Mikhail Aleshin 263
3 Jack Hawksworth 217
4 Carlos Huertas 204
5 Kurt Busch 80
6 Sage Karam 57
7 James Davison 34
8 Martin Plowman 18

Wins
T1 Ryan Hunter-Reay 2
T1 Will Power 2
T1 Simon Pagenaud 2
T4 Mike Conway 1
T4 Helio Castroneves 1
T4 Carlos Huertas 1
T4 Ed Carpenter 1
T4 Juan Pablo Montoya 1

Podium Finishes
T1 Will Power 5
T1 Helio Castroneves 5
2 Ryan Hunter-Reay 4
T3 Carlos Munoz 3
T3 Juan Pablo Montoya 3
T6 Marco Andretti 2
T6 Simon Pagenaud 2
T8 Mike Conway 1
T8 Carlos Huertas 1
T8 Scott Dixon 1
T8 Tony Kanaan 1
T8 Graham Rahal 1
T8 Charlie Kimball 1
T8 Ed Carpenter 1
T8 Jack Hawksworth 1
T8 Mikhail Aleshin 1

Lap Leaders:
1 Will Power 348
2 Helio Castroneves 174
3 Ryan Hunter-Reay 165
4 Ed Carpenter 116
5 Tony Kanaan 79
6 Juan Pablo Montoya 74
7 Takuma Sato 67
8 James Hinchcliffe 56
9 Simon Pagenaud 53
10 Jack Hawksworth 32
11 Scott Dixon 27
12 Marco Andretti 22
13 Justin Wilson 20
14 Sebastian Saavedra 14
15 Graham Rahal 10
16 Mike Conway 8
17 Josef Newgarden 8
T18 Oriol Servia 7
T18 Carlos Huertas 7
19 Ryan Briscoe 5
20 Mikhail Aleshin 4
21 Alex Tagliani 3
22 Sebastien Bourdais 2

Entrant Points
Pos. # Entrant Points
1 12 Team Penske 446
2 3 Team Penske 446
3 77 Schmidt Peterson Hamilton Motorsports 402
4 2 Team Penske 391
5 28 Andretti Autosport 388
6 34 Andretti Autosport/HVM 340
7 25 Andretti Autosport 325
8 9 Target Chip Ganassi Racing 297
9 20 Ed Carpenter Racing 290
10 8 NTT Data Chip Ganassi Racing 285
11 11 KVSH Racing 271
12 10 Target Chip Ganassi Racing 267
13 27 Andretti Autosport 266
14 7 SMP Racing 263
15 19 Dale Coyne Racing 253
16 83 Novo Nordisk Chip Ganassi Racing 239
17 98 BHA/BBM with Curb-Agajanian 227
18 18 Dale Coyne Racing 224
19 67 Sarah Fisher Hartman Racing 220
20 15 Rahal Letterman Lanigan Racing 202
21 17 KV/AFS Racing 196
22 14 A.J. Foyt Racing 189
23 16 Rahal Letterman Lanigan Racing 112
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 5.81
2 Kurt Busch 6.00
3 Will Power 6.09
4 Simon Pagenaud 6.72
5 Sage Karam 9.00
6 J.R. Hildebrand 10.00
T7 Scott Dixon 10.18
T7 Carlos Munoz 10.18
9 Juan Pablo Montoya 10.45
10 Ryan Hunter-Reay 10.72
11 Ryan Briscoe 11.75
12 Marco Andretti 12.125
13 Carlos Munoz 12.375
T14 Oriol Servia 12.5
T14 Justin Wilson 12.5
16 Alex Tagliani 13.0
17 Sebastien Bourdais 13.25
18 Charlie Kimball 13.625
19 Mike Conway 13.66
T20 Jacques Villeneuve 14.0
T20 Ed Carpenter 14.0
22 Carlos Huertas 14.25
23 Mikhail Aleshin 14.875
24 James Hinchcliffe 15.125
T25 Takuma Sato 15.5
T25 Jack Hawksworth 15.5
27 Sebastian Saavedra 15.75
28 James Davison 16.00
29 Josef Newgarden 16.375
30 Graham Rahal 16.625
31 Martin Plowman 20.5
32 Franck Montagny 22.0
33 Pippa Mann 24.0
34 Townsend Bell 25.0
35 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

Appearances in the Firestone Fast Six
1 Ryan Hunter-Reay 4
T2 Scott Dixon 3
T2 Will Power 3
T2 James Hinchcliffe 3
T2 Helio Castroneves 3
T2 Jack Hawksworth 3
T7 Simon Pagenaud 2
T7 Josef Newgarden 2
T9 Takuma Sato 1
T9 Marco Andretti 1
T9 Sebastien Bourdais 1
T9 Tony Kanaan 1
T9 Sebastian Saavedra 1
T9 Mike Conway 1
T9 Juan Pablo Montoya 1
T9 Ryan Briscoe 1
The Delta Wing - Safety by Design

Part 6 of 7 by Scott Morris
Sunday, March 14, 2010

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This is a short installment in our series on the Delta Wing, to simply address something that we also had concerns about when we first saw the design. With the long narrow forward section, it looks as if side impact protection would be inferior to today's car and current designs. Well, we have been assured to the contrary.

The Delta Wing has very thick tub-wall construction for side-impact protection
In our chats with Ben Bowlby, he first said "Well, let me tell you this. If you were to walk up to the Target Chip Ganassi Car today, and give the side of it even a half-hearted kick, your foot would go right through the body work, and likely hit the Honda ECU and some radiator hoses and other wiring. The sidepods, though having the appearance of a substantial piece of construction, are in fact inconsequential in an impact scenario."

In thinking about this, and having seen the bodywork off the sidepods of the current style of formula cars, this is absolutely true. However, when you see that bodywork, your mind just tells you that there is something there.

Ben told us that the tub of the Delta Wing design is much thicker than the current design, and though there has not been any real-world testing, the computer calculations indicate that the protection against intrusion, as well as fracturing of the tub, is much improved.

The side-intrusion factor is what presents one of the biggest threats to the driver. In combination with the current nose designs, the susceptibility of a tub to intrusion from the nose of another car, can cause a tub to be cut completely in half, which we have all seen in various accidents over the past several years.

So a stronger sturdier tub is a must, and the Delta Wing has been designed with this in mind, yet with lighter weight than the current car.

The lighter weight is also a safety factor as it decreases the over impact energy in an accident.

The Delta Wing nose section is located far ahead of the front wheels and is a deformable energy absorbing unit
Finally, it is easy to see that the nose design on the Delta wing has quite a bit of overhang ahead of the front wheels. This is an large energy-absorbing structure that provides significant protection in a frontal impact, and also provides protection to the other driver in a car-to-car perpendicular (or T-bone) impact.

The current design requires the nose to be built extremely strong to withstand a car-wall impact. This effectively make the nose of another car like a giant ice-pick at high speed, and can slice another car in two, at the right angle and speed. It can be like a knife cutting through butter at those speeds and forces.

With a longer, deformable structure ahead of the more stiff part of the tub that houses the drivers foot box, there is opportunity to dissipate energy. Combined with the thicker tub wall, and the fact that the driver sits further behind the centerline of the front wheels, this is a construction that is designed to be much safer for the driver.

Delta Wing wheels are flush with bodywork, making wheel-wheel launches unlikely
Another factor that is really born out of an aerodynamic purpose, is that the wheels are mostly covered, and flush with the bodywork. Without protruding wheels, there is no chance of tangling wheels or a car getting launched into the air when exposed to tire-to-tire contact.

Aerodynamically, this car is also much less likely to get airborne like the most recent nose-high designs of recent years. The lighter weight also decreases the destructive potential of the car against other obstacles such as fencing, which provides a certain level of reduced risk to the viewing spectator. The semi-enclosed wheels also greatly reduce the likelihood of a wheel departing the vehicle and threatening spectators.

This will also likely create a situation that is more like NASCAR, where drivers can get away with a little bit of contact. We are not sure we particularly like that notion, but it is what the majority of fans seem to like. Casual surveys of all types of racing fans seem to tell us that they don’t put much stock in the notion that it takes more skill to race other cars without hitting them.

Since this is about relevance, and about the show, this is something that the sport could use in attracting fans.

All in all, a safer car surely gets our vote.

Our final installment will be about the power-to-weight and power plant aspects of the Delta Wing concept, and we will close our series with a summary article that also talks about the other concepts of the Delta Wing philosophy, that really transcend the sole notion of chassis and car design.

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