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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

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
Baltimore latest in a long line of failed IndyCar events

by Brian Carroccio
Wednesday, September 18, 2013


Simon Pagenaud, the last ever winner in Baltimore
History will undoubtedly remember the countless chicanes, train tracks that made race cars fly, and the glorious backdrop of the Inner Harbor.

Unfortunately, however The Grand Prix of Baltimore will also be remembered as a prolonged three-year drama that saw more promoters than races, and was seemingly constantly plagued by petty political squabbles, complicated lawsuits and who knows how much red ink.

Still, even as recently as last week there were encouraging indications that IndyCar would return to Charm City in 2014 and beyond. Of course, it wasn't to be.

Last Friday it was announced that the race had been cancelled for 2014 and 2015, likely ending the brief and turbulent relationship between Charm City, IndyCar, and numerous promotional organizations. 

Now, go ahead and draw your own conclusions as to what exactly caused The Grand Prix of Baltimore’s demise. As a Maryland resident, who followed the race closely from its inception, I would cite three factors: the lack of a title sponsor, the early cost overruns, and the well-documented scheduling conflicts in the coming years. To what extent, one was greater than another is hard to say.

Predictably, many have offered the thesis that the Baltimore event was destined to fail because it was well, a street race. And according to many, street races are simply destined to fail.

I'll concede, IndyCar’s foray into Charm City highlighted some of the pitfalls with races on temporary tracks in urban locations, such as the inaccessibility of the circuit. I agree, the Baltimore event was not helped by petty local politics, and a city unfamiliar with IndyCar and racing in general.

However, attributing the discontinuation of the Baltimore race to the popular myth that races on temporary are somehow inherently flawed conveniently overlooks this incredibly simple fact: it's not just temporary circuits that have failed in IndyCar. Rather, all types of circuits have failed in IndyCar.

To illustrate this, go back to the turn of the century, and pick any type of track layout. Whether it's big oval, medium ovals short oval, concrete oval, flat oval, banked oval, urban street circuit, stadium parking lot circuits airport circuit, natural terrain road course, matters not. Pick any layout, and I will show you a failed event; in some cases many.

Contrarily, in most of the above cases I will also reference you to a successful event.

Simply put, as we will see, there is no overwhelming evidence of any kind indicating that one type of track has a better chance to be successful than any other type of track. None.

Remember, keep in mind there are only three IndyCar events with more than a decade of hosting an IndyCar race uninterrupted: Indianapolis (1911, excluding war years), Long Beach (1984), and Texas (1997). St. Petersburg (2005) is the fourth longest running annual race. Sonoma (2006) is next followed by shockingly, Mid-Ohio and Iowa (2007).

As you can ascertain from the above, there is no theme with respect to track venue. You have three ovals of varying size, two street courses, and two natural terrain road courses, one in the West, one in the Midwest.

To further illustrate this, let me refer you to the 2008 IndyCar schedule, the year of the Champ Car/IRL merger. That season there were 18 races, 11 on ovals, four on temporary courses, 3 on permanent road courses.

Of the 11 oval tracks, only three (Indianapolis, Texas and Iowa) have remained on the schedule uninterrupted. Milwaukee did go off the schedule one year (2010) and returned in 2011. 

However, Chicagoland, Kentucky, Motegi, Kansas, Richmond, Nashville, and Homestead have all fallen off the schedule. If you go by the uninterrupted metric and include Milwaukee, 8 of 11 races on ovals (72%) have failed. Excluding Milwaukee's year off that still means 63% of oval races have failed within the past six years.

Now, with temporary circuits we are dealing with a smaller pool. However, of the 4 temporary circuits, two (Long Beach and St. Petersburg) have stayed on the schedule uninterrupted. One of the races, Detroit, was like Milwaukee, removed, then brought back to the calendar. The other, Edmonton, was a fixture on the calendar through 2012, but does not look like it will return anytime soon.

Still, by the logic used above races on temporary circuits since the merger have enjoyed greater success than ovals. Fifty percent of temporary courses have remained on the schedule uninterrupted, while only 28% of ovals have achieved that.

Interestingly, while temporary courses have in this time sustained better than ovals, neither have sustained as well as permanent road courses.

Of the three on the 2008 schedule. Mid-Ohio and Sonoma have continued uninterrupted since, while Watkins Glen was removed after the 2010 season. So, natural-terrain road courses have theoretically performed the best, with only a 67% success rate.

Now, let’s get a little tricky here. Excluding Detroit and Milwaukee, which were revived, since 2008, there have been 9 venues added that were not on the 2008 schedule. Of those 9, one was a natural terrain road course, four have been street courses and four have been ovals.

It should be noted that IndyCar ran on the Motegi road course in 2011, due to the damage inflicted to the Motegi oval by the earthquake. Due to the unique circumstances, I am not counting the Motegi road course. I’m also going to exclude Las Vegas 2011 from this discussion for obvious reasons.

However, as far as the ovals go Loudon was a one-off in 2011, while Pocono and Fontana seem certain to return in 2014. 

If you take the other four events, all street courses, Toronto and Houston look set for next year’s calendar, Baltimore is off, and Sao Paolo is uncertain. But we can say with Houston and Toronto looking to be locks, the street course success rate is 50%, the same as the ovals.

As for the one permanent road course added after 2009, Barber looks to have established itself as an IndyCar mainstay. Again, excluding the unique Motegi situation, of the four road courses IndyCar has raced on since 2008, only Watkins Glen is no longer on the schedule.

And I can go on in this vain forever. I can point to failed IndyCar oval events at Gateway, Rio, Rockingham, Lausitzring, Disney, Charlotte, Atlanta, Chicago (the paper clip), Pikes Peak, Nazareth, Michigan, and quite a few more.

Likewise, I can point to other failed temporary circuits such as Miami (three layouts), Vancouver, the old Houston layout, San Jose, Las Vegas, and a few failures to launch in places like Phoenix, Ansan (twice), Zhuhai and Qingdao.

And while permanent road courses have sustained best since the merger, the longest tenured such venue currently on the calendar, Sonoma, came around in 2006. Elkhart Lake, Portland, Laguna Seca, Brands Hatch, Assen, Zolder and others have shown that such venues offer no guarantee of success either. 

But again, few, if any, common themes emerge regarding what type of circuit is or is not likely to succeed. The configuration of track DOES NOT MATTER. Therefore, the notion that street races are destined to fail, is ludicrous. The truth is that all IndyCar races on all types of circuits, stand a good chance of failing, and the reason is simple.

IndyCar's venue issue is not about too many street circuits, or too many races in the Midwest, or too much or too little of anything, really.

IndyCar's issue has and continues to be a lack of coherent direction from management and the lack of superstar drivers. Events being removed from the schedule is merely symptomatic of this. But again, the common denominator is not any type of venue.

The common denominator has, is, and from all indications will continue to be, IndyCar.

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