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2016 Final Standings
After Sonoma
Rank Driver Points

1. Pagenaud, Simon 532
2. Power, Will 504
3. Castroneves, Helio 502
4. Newgarden, Josef 484
5. Rahal, Graham 477
6. Dixon, Scott 461
7. Kanaan, Tony 433
8. Montoya, Juan Pablo 433
9. Kimball, Charlie 432
10. Munoz, Carlos 430
11. Rossi, Alexander (R) 428
12. Hunter-Reay, Ryan 416
13. Hinchcliffe, James 404
14. Bourdais, Sebastien 347
15. Aleshin, Mikhail 339
16. Andretti, Marco 320
17. Sato, Takuma 313
18. Daly, Conor (R) 267
19. Chilton, Max (R) 229
20. Hawksworth, Jack 165
21. Pigot, Spencer (R) 121
22. Chaves, Gabby 84
23. Hildebrand, JR 72
24. Servia, Oriol 67
25. Carpenter, Ed 61
26. Filippi, Luca 55
27. Enerson, RC (R) 55
28. Bell, Townsend 46
29. Mann, Pippa 37
30. Brabham, Matt (R) 35
31. Tagliani, Alex 22
32. Karam, Sage 21
33. Clauson, Bryan 14
34. Wilson, Stefan (R) 12
35. Lazier, Buddy 659

Chevy 1814
Honda 1710
Texas underscores what is right with IndyCar

by Tim Wohlford
Friday, June 7, 2013


Justin Wilson won last year for Dale Coyne
Ah yes, it’s time for Texas again.  And once again, Texas is a case study in all that is good in IndyCar – and all that can go wrong.

Bluntly stated, I came to Texas last year fully prepared to write about bad news.  After all, it was the first high-banked super speedway race with the new Dallara chassis, and the first high-banked track race after the Vegas event the previous fall had taken the life of Dan Wheldon. 

And as CART fans remember, in 2001 drivers suffered vertigo due to the speed of the cars – which was, arguably, the beginning of the end for that series.

However, a strange thing happened – it was one of the best IndyCar races ever.  The cars were competitive without racing in the dreaded pack.  The better drivers went to the lead, although a few bemoaned having to race there at all. 

First Scott Dixon, then Graham Rahal, dominated before hitting the wall, handing the victory to a surprised Justin Wilson in front of a stunned crowd.

So what happened?  In a word, IndyCar changed the aero formula, and got it right.  Working with Firestone and the engine manufacturers, IndyCar tries to provide a safe, entertaining and cost-effective race.  (And yes, this means that I believe that IndyCar blew it for the 2011 Vegas race.) 

Some Indy drivers, as well as some AutoRacing1 editors, lobbied for lower down force on the big ovals for years.  This effectively turns them into mechanical grip cars instead of down force grip cars, and at the Texas race last year, they gave it a try.  And, it worked, as it did for California later in the season. 

“The cars are safer than they used to be” due to a lack of pack racing comment Helio Castroneves this morning.

So, fast forward to this year.  Although IndyCar is keeping last year’s spec for the high-banked races, IndyCar is nothing if it isn’t a place where all old ideas seem to be dragged out of storage once in a while.  Now we’re hearing new IndyCar management talking once again about “aero kits” for, well, sometime in the future. 

And even worse yet, talk of “new track records.”  The concerns are obvious – will IndyCar be able to strike a balance between safety, cost and “the good show” if it has multiple aero configurations?

And if IndyCar tries for a “new track record” at Texas... well, it’s just not possible.

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