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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

Wins
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
The disease that is killing open wheel racing worldwide

by Brian Carroccio
Thursday, October 31, 2013

Advertisement

Racing can be a cut-throat business and team owners will fight over ride-buyers money.  Call it the cash-grab.
The President of a rather prominent motorsports publication calls it a “disease that is killing open-wheel racing worldwide at all levels.”  Ride-buying exists, but is much less prevalent in other forms of motorsports such as sports car racing and stock car racing.  It is a disease open-wheel racing is inflicted with, that by all accounts will lead to its ultimate demise as a sport.  Ride-buying is unprofessional and degrades open wheel racing as a sport.

I’m not going to go quite that far. But the phenomenon we call “ride buying,” where drivers, sometimes talented other times not, leverage sponsorship or some other kind of financial backing as a means of securing seats at the top-level, is certainly an unsavory one. After all, the notion, whether true or not, that a competitor in a top-level sport is there because he or she has better financial backing than another competitor, isn't exactly congruous with whatever romantic notions we hold about the purity of sport. For example, could you imagine the shortstop for the New York Yankees, being the shortstop because he is connected somehow a major financial backer, who is willing to sponsor the left-field wall?

Now, racing is different than traditional sick-and-ball sports, in that, the driver is one component of an overall package. And there is great expense to running exotic machines at high speeds, transporting those machines, servicing said machines, and all that accompanies running a race team. It is here, where a practice many passionately decry against, becomes incredibly complicated and subjective.

Below, we will take a look at the phenomenon of ride buying, starting with the drivers, before moving on to the role of teams, and sanctioning groups. While we will specifically focus on IndyCar, this is not a matter exclusive to IndyCar, as Formula One deals with the phenomenon, albeit on a much grander scale. In fact, one could argue that ride buying in IndyCar is a function of the sport's limited commercial value, whereas in F1 it is a function of the sport's immense commercial value but huge operations cost. But that is a different discussion for a different day.

Now, let me be clear that someone who brings sponsorship to a team is not necessarily lacking in talent. There are plenty of examples of drivers, who got their start, in part with the benefit of strong financial support. While many try to simplify the practice by making things black and white, this is a subject with numerous shades of gray. In fact, one could argue that a drivers ability to attract some sort of backing is well, a talent, in and of itself that is very much a part of being a professional racing car drivers.

That said, the practice of hiring drivers because of their funding is not a healthy one for the sport, as it lessens the premium on performance. And the top-level of any sport should be the top-level because it boasts the best collection of talent.

So, who’s at fault? Is it the drivers, who parlay deep pockets into rides at the top-level at the expense of more talented, if not as well-funded, racers? Is it the teams? Or are sanctioning bodies to blame?

Using a question/answer format, we will explore these questions and more concerning the phenomenon we know as ride buying.

Don’t hate the players.

Overwhelmingly, any anger fans and media have regarding the practice of ride buying tends to be directed at drivers. And let’s face it: Insert driver name here has signed to drive for insert team name here because his or her daddy is really rich doesn’t exactly appeal to our sense of fairness. Still, directing negative sentiment towards the drivers shows a great level of misunderstanding.

Although they have much cooler jobs and often enjoy the accompanying perks of said profession, at the end of the day, drivers are simply people like you and I seeking to advance in their chosen field. If any of us wanted to advance in our chosen field, we would utilize all the contacts and resources at our disposal to do just that.

Drivers, who leverage strong financial backing into seats at the top-level, are simply doing what any of us would. Channeling our discontent in their direction, while incredibly common, is very misguided.

Fair enough. But since we still hate the game, who should receive our scorn? The greedy team owners who are too lazy to get off their behinds and hire real drivers?

Maybe. But there is context to consider here.

Although, no one will necessarily say this, the simple reality is not every team is Penske, Ganassi and Andretti. Not every team is in a position to compete regularly for championships and Indy 500 wins. For some teams the goals are much more modest, such as keeping people employed and making sure the shop doors stay open.

Now, say you are one of those teams simply trying to stay in business and two drivers seat approach you about an open seat. One driver, say Sebastien Bourdais, who has an impressive resume but brings no sponsorship wants $500,000 to drive. The other driver, say James Jakes, a decent driver but not on the level of Bourdais has $5 million dollars in backing that is attached to him and him alone.

Keeping in mind this is a hypothetical scenario, the monetary difference between Jakes and Bourdais is $5.5 million in favor of Jakes. Sure, the team could go out and sell sponsorship around Bourdais, but $5.5 million is a lot to sell. And selling sponsorship can also be a giant drain on a team's resources.

If you’re an owner with bills to pay, and a shop you want to keep open, this is simple: you’re taking the Jakes deal and not thinking twice.

But isn't this lazy on the team's part? Also, don't drivers like Bourdais improve the value of the team?

In the long-term, it is reasonable to assume that a driver such as Bourdais would raise the profile of the team and thus its ability to attract sponsorship as he has the ability to contend for race wins and championships.

But none of that changes the fact Bourdais has set the team back $5.5 million relative to Jakes. And keep this in mind: no matter how well Bourdais performs on track, he is not making that money back up. Because....

The current prize system does not place a significant premium on performance.

Let's use Bourdais and Jakes in another hypothetical scenario, this time with 19-race 2013 schedule as our reference. Say Bourdais were to win every race including the Indianapolis 500, every pole position, and the series championship. Under that scenario Bourdais would earn just over $4.1 million in prize money with the championship prize money, Indy 500 prize money, pole position awards, and race purse awards.

Or stated another way, if Bourdais won absolutely everything there were to win, he’d still be $1.4 million behind Jakes in monetary value to a team.

Now, if you take what both Bourdais and Jakes actually earned in 2013, the results become more clear.

Jakes earned $262,555 in prize money in 2013 ($227,555 at Indy + $35,000 for finishing second at Detroit as a non-Leaders Circle entry). Bourdais earned $327,805 ($262,805 at Indy, $65,000 for two third-place finishes and one second), $65,255 more than Jakes. Both qualified their team entries for the Leaders Circle.

While I can rehash numbers all day, and you can debate whatever justice there is here or not, the point is very simple: in pure monetary terms, Jakes has way more value to a team than Bourdais. And it’s not even close.

Quickly explaining the Leaders Circle:

I'm going to assume most readers have a general idea of how the IndyCar Leaders Circle program works. But to briefly explain, in 2013 $1 million was awarded to the top- 22 in entrant points from 2012. Essentially, the Leaders Circle essentially awards those teams that show up on a week-to-week basis, guaranteeing full fields for promoters.

But the Leaders Circle does not encourage teams to go out and hire the best drivers. The Leaders Circle encourages teams to do what is necessary to stay in the Leaders Circle. And staying in the Leaders Circle basically means showing up week-to-week, which can be accomplished with a competent, if not outstanding, driver.

And keep in mind, many drivers of lesser talent than Bourdais have qualified their teams for the Leaders Circle program.

With the Leaders' Circle structured as is, one could one argue it is somewhat surprising more teams don't hire "pay" drivers?

While that is somewhat counter-intuitive logic, and would not make for a popular column, I agree such an argument could be made.

Overall, it seems IndyCar does not place enough of a premium on performance.

A reasonable argument could be made supporting that statement. In fact, the Boston Consulting Group report proposed IndyCar raising its race-to-race purses.

Now, it should be noted that IndyCar has established a fund in recent years allowing the Indy Lights champion to move to IndyCar. Josef Newgarden and Tristan Vautier have benefited from this the past two seasons, while Sage Karam looks poised to move to the big cars in 2014. This particular program has incentivized success, and IndyCar should be credited for that.

As for the Leaders Circle, it has been successful too--in insuring full fields for IndyCar. But the Leaders Circle, as currently constituted rewards "showing up," not performance. While that is good from a certain perspective, the model will need to be improved if the sport is going to reach its fullest potential. 

Generally speaking, you seem to have something of a cold, neutral opinion regarding the practice of ride buying.

That's true.

With regard to the teams, I have "no skin in the game,” as Dan Gurney would say. In terms of IndyCar, I could very easily make a connection between their management of the sport and the diminished commercial viability of the series, resorting in teams being forced to hire pay drivers.

Still, that doesn't reconcile the fact the practice has always been around and probably will never go away. After all, Formula One is wildly successful, yet the prevalence of pay drivers is not significantly better or worse than IndyCar.

But I will say this.

The last 11 IndyCar Series championships have been won by three teams: Ganassi, Penske, and Andretti Autosport (previously Andretti Green Racing). Also, remember Ganassi and Penske won all six CART titles from 1996-2001.

What do all three of those teams have in common? They have consistently secured the necessary funding to allow themselves to go out and hire the best drivers available. That funding has allowed them to properly build teams around those drivers with the right people in place. One such example, would be Ganassi Team Principal Mike Hull, who has been a fixture with the team, and on Scott Dixon’s radio since Dixon joined the team.

In short, you can make up the numbers, compete and even score the occasional win, relying on the pay-driver model. But to have a championship-caliber team, the data overwhelmingly affirms the ability to hire drivers is essential. 

That said, ride buying isn’t going anywhere, anytime soon. So long as teams want to keep their shops open, and drivers are looking to get any edge to climb the ladder, the practice will be in place. Sure, it is incumbent upon sanctioning bodies need to make their series viable to the point that teams are encouraged to acquire more talented drivers.

In the case of IndyCar, AR1.com has made a strong case of why the series should move all their races to ABC immediately so that teams can use the higher TV ratings to see sponsorship and then go out and hire the best drivers based on merit.  IndyCar has yet to do that, hence unprofessional ride-buying continues, sponsors are jumping ship and the sport remains in a downward spiral.

At the end of the day, ride buying is essentially a less-than-ideal reality. And the sooner followers of the sport realize that, the better.

Brian Carroccio is an IndyCar Columnist for AutoRacing1.com. He can be contacted at BrianC@AutoRacing1.com.

Feedback can be sent to feedback@autoracing1.com

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