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2014 Standings
After Long Beach
Pos. Driver Points

1 Will Power 93
2 Mike Conway 66
3 Simon Pagenaud 60
4 Helio Castroneves 55
5 Ryan Hunter-Reay 54
6 Scott Dixon 51
7 Carlos Munoz 48
8 Juan Pablo Montoya 47
9 Mikhail Aleshin 46
10 Sebastian Saavedra 42
11 Tony Kanaan 40
12 Justin Wilson 38
13 Takuma Sato 36
14 Josef Newgarden 34
15 Ryan Briscoe 33
16 Sebastien Bourdais 33
17 Graham Rahal 33
18 Marco Andretti 32
19 Carlos Huertas 32
20 Oriol Servia 26
21 Jack Hawksworth 24
22 James Hinchcliffe 20
23 Charlie Kimball 17

Wins
T1 Will Power 1
T1 Mike Conway 1

Podium Finishes
1 Will Power 2
T2 Ryan Hunter-Reay 1
T2 Helio Castroneves 1
T2 Mike Conway 1
T2 Carlos Munoz 1

Lap Leaders:
1 Will Power 74
2 Ryan Hunter-Reay 51
3 Takuma Sato 33
4 Scott Dixon 22
5 Mike Conway 4
6 Sebastian Saavedra 3
7 Helio Castroneves 2
8 Josef Newgarden 1


Prize Money
1 Will Power $50,000
T2 Mike Conway $30,000
T2 Ryan Hunter-Reay $30,000
4 Simon Pagenaud $18,000
5 Takuma Sato $17,000
T6 Helio Castroneves $15,000
T6 Carlos Munoz $15,000
T8 Juan Pablo Montoya $10,000
T8 Scott Dixon $10,000
T10 Mikhail Aleshin $8,000
T10 Tony Kanaan $8,000
12 Oriol Servia $7,000
T13 Justin Wilson $5,000
T13 Marco Andretti $5,000
T15 Sebastian Saavedra $4,000
T15 Josef Newgarden $4,000
T17 Ryan Briscoe $2,000
T17 Carlos Huertas $2,000

Entrant Points
Pos. # Entrant Points
1 12 Team Penske 93
2 20 Ed Carpenter Racing 66
3 77 Schmidt Peterson Motorsports 60
4 3 Team Penske 55
5 28 Andretti Autosport 54
6 9 Target Chip Ganassi Racing 51
7 34 Andretti Autosport – HVM Racing 48
8 2 Team Penske 47
9 7 Schmidt Peterson Motorsports 46
10 17 KV AFS Racing 42
11 10 Target Chip Ganassi Racing 40
12 19 Dale Coyne Racing 38
13 14 A.J. Foyt Enterprises 36
14 67 Sarah Fisher Hartman Racing 34
15 8 NTT Data Chip Ganassi Racing 33
16 11 KVSH Racing 33
17 15 Rahal Letterman Lanigan Racing 33
18 25 Andretti Autosport 32
19 18 Dale Coyne Racing 32
20 16 Rahal Letterman Lanigan Racing 26
21 98 BHA/BBM with Curb-Agajanian 24
22 27 Andretti Autosport 20
23 83 Novo Nordisk Chip Ganassi Racing 17

Finishing Average
1 Will Power 1.5
2 Simon Pagenaud 5
T3 Helio Castroneves 7
T3 Oriol Servia 7
5 Scott Dixon 8
6 Mike Conway 8.5
7 Mikhail Aleshin 9
8 Juan Pablo Montoya 9.5
T9 Sebastian Saavedra 10
T9 Carlos Munoz 10
11 Ryan Hunter-Reay 11
T12 Tony Kanaan 12
T12 Justin Wilson 12
T14 Ryan Briscoe 13.5
T14 Sebastien Bourdais 13.5
T14 Graham Rahal 13.5
T17 Josef Newgarden 14
T17 Carlos Huertas 14
19 Takuma Sato 14.5
20 Marco Andretti 15
21 Jack Hawksworth 18
22 James Hinchcliffe 20
23 Charlie Kimball 21.5

Pole Positions
T1 Takuma Sato 1
T1 Ryan Hunter-Reay 1

Appearances in the Firestone Fast Six
1 Ryan Hunter-Reay 2
T2 Scott Dixon 1
T2 Tony Kanaan 1
T2 Sebastien Bourdais 1
T2 Will Power 1
T2 Takuma Sato 1
T2 Marco Andretti 1
T2 James Hinchcliffe 1
T2 Josef Newgarden 1
T2 Simon Pagenaud 1
T2 Jack Hawksworth 1

Qualifying Average
1 Ryan Hunter-Reay 2
2 Scott Dixon 6
3 Jack Hawksworth 6.5
4 Marco Andretti 7
5 Tony Kanaan 7.5
T6 Takuma Sato 8
T6 Sebastien Bourdais 8
T8 Will Power 9
T8 Carlos Munoz 9
10 Helio Castroneves 9.5
11 Simon Pagenaud 10
12 James Hinchcliffe 10.5
13 Oriol Servia 12
T14 Josef Newgarden 13
T14 Justin Wilson 13
16 Ryan Briscoe 13.5
17 Mike Conway 14.5
18 Sebastian Saavedra 16.5
19 Juan Pablo Montoya 17
20 Mikhail Aleshin 17.5
21 Carlos Huertas 19
22 Charlie Kimball 19.5
23 Graham Rahal 22
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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