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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
Random thoughts from the Sonoma IndyCar race

by Stephen Cox
Sunday, August 26, 2012

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A happy Ryan Briscoe
IndyCar/LAT USA
Sunday's IndyCar race at Sonoma was enjoyable to watch and the series is still making forward strides. It was nice to see Rubens Barrichello get a top five finish (you're not in Kansas anymore, Rubens). It's good to have the series revisiting some legendary venues.

The battle between Sebastian Bourdais and Joseph Newgarden was fantastic. Thankfully, Newgarden appeared unhurt after his enormous impact with the wall when he and Bourdais crashed late in the race (IndyCar reported after the release of this story that Newgarden had injured his left index finger).

But when Will Power's “push to pass” button stopped working late in the race, I couldn't help but reconsider just how far IndyCar has wandered from its roots.

The infamous “push to pass” buttons are a colossal failure. No, more than that. They are an embarrassment. Push to pass is an open admission that the current spec formula does not produce good road course racing.

This is no surprise. Spec cars generally produce road course races with the approximate entertainment value of drying paint. They all share the same chassis, the same tire manufacturer, and their engines have roughly the same power output regardless of whose name you stamp on the valve covers.

This makes everyone go roughly the same speed, which – contrary to popular opinion – does not produce good racing. It produces terrible racing, especially on road and street courses.

Push to pass is a band-aid that will never the cure the real disease. When IndyCar once again becomes an open formula in which teams can build or buy their own engines and chassis from any source, passing will happen without the need for fake props like push to pass or soft compound tires.

About twenty years ago some goober came up with the silly idea that costs could be contained by mandating a spec chassis and limiting engine manufacturers. I can only presume that this individual was previously unemployable in the real world and instead ran for public office. The theory didn't work. The deep-pocket teams still had deep pockets – they just spend the extra money elsewhere.

If everyone could buy a new Dallara chassis for 89 cents and IndyCar engines were two dollars each, Penske, Ganassi and Andretti would still win all the races because they still have the biggest budgets. They would simply spend their money on additional testing, better engineers and more aerodynamic wind tunnel work instead of a better engine and chassis.

And if you outlaw testing, wind tunnels and engineers, they'll find another place to spend their money to obtain an advantage. Either way, the low-budget teams still lose.

If spec chassis and engines actually produced parity, Sarah Fisher-Hartman Racing would be celebrating a series championship and Dale Coyne would have a garage full of Borg Warner trophies.

But they don't. Because spec racing is wishful thinking that doesn't deliver what it promises.

On the contrary, outlawing all engine manufacturers other than those designated by IndyCar has actually increased the cost of racing dramatically.

A full-season engine lease in IndyCar costs at least 600 to 700 thousand dollars. What do you get for your money? An engine so weak it requires a turbocharger to produce a puny 600 horsepower and blows up after about 2,000 miles. For crying out loud, any part-time mechanic could build an engine better than that in his garage over the weekend. This is not brain surgery.

You can call my engine sponsor (McGunegill Engine Performance) and order a small block V8 that produces 600 horsepower for less than $20,000. And McGunegill guarantees their engines to last the entire season with nothing more than fresh spark plugs and oil changes.

And if you're still not happy, just call up Ford and buy one of those new 661-horsepower engines they're putting in the 2013 Shelby GT 500 Mustangs. You'll whip the entire IndyCar field with an engine that lasts more than 100,000 miles and actually burns fuel that real people can buy.

IndyCar teams are currently forced to pay hundreds of thousands of dollars for an underpowered engine that has no meaningful lifespan. Yet the racing is no better than it ever was, and the well-funded teams still dominate.

There is a place for spec racecars in the auto racing world. It is called Spec Miata. But spec formulas do not belong at the Indianapolis Motor Speedway or anywhere else on the IndyCar circuit. I hope series chief Randy Bernard sees the light soon.

In the meantime, the only passing we'll see on road courses will come at the push of a button.

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