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2014 Standings
After Pocono
Driver Standings

1 Will Power 446
2 Helio Castroneves 446
3 Simon Pagenaud 402
4 Juan Pablo Montoya 391
5 Ryan Hunter-Reay 388
6 Carlos Munoz (R) 340
7 Marco Andretti 325
8 Scott Dixon 297
9 Ryan Briscoe 285
10 Sebastien Bourdais 271
11 Tony Kanaan 267
12 James Hinchcliffe 266
13 Mikhail Aleshin 263
14 Justin Wilson 253
15 Charlie Kimball 239
16 Jack Hawksworth 227
17 Carlos Huertas (R) 224
18 Josef Newgarden 220
19 Graham Rahal 202
20 Sebastian Saavedra 196
21 Takuma Sato 189
22 Mike Conway 152
23 Ed Carpenter 138
24 Oriol Servia 88
25 Kurt Busch (R) 80
26 JR Hildebrand 66
27 Sage Karam (R) 57
28 James Davison (R) 34
29 Jacques Villeneuve 29
30 Alex Tagliani 28
31 Luca Filippi 24
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 340
2 Mikhail Aleshin 263
3 Jack Hawksworth 217
4 Carlos Huertas 204
5 Kurt Busch 80
6 Sage Karam 57
7 James Davison 34
8 Martin Plowman 18

T1 Ryan Hunter-Reay 2
T1 Will Power 2
T1 Simon Pagenaud 2
T4 Mike Conway 1
T4 Helio Castroneves 1
T4 Carlos Huertas 1
T4 Ed Carpenter 1
T4 Juan Pablo Montoya 1

Podium Finishes
T1 Will Power 5
T1 Helio Castroneves 5
2 Ryan Hunter-Reay 4
T3 Carlos Munoz 3
T3 Juan Pablo Montoya 3
T6 Marco Andretti 2
T6 Simon Pagenaud 2
T8 Mike Conway 1
T8 Carlos Huertas 1
T8 Scott Dixon 1
T8 Tony Kanaan 1
T8 Graham Rahal 1
T8 Charlie Kimball 1
T8 Ed Carpenter 1
T8 Jack Hawksworth 1
T8 Mikhail Aleshin 1

Lap Leaders:
1 Will Power 348
2 Helio Castroneves 174
3 Ryan Hunter-Reay 165
4 Ed Carpenter 116
5 Tony Kanaan 79
6 Juan Pablo Montoya 74
7 Takuma Sato 67
8 James Hinchcliffe 56
9 Simon Pagenaud 53
10 Jack Hawksworth 32
11 Scott Dixon 27
12 Marco Andretti 22
13 Justin Wilson 20
14 Sebastian Saavedra 14
15 Graham Rahal 10
16 Mike Conway 8
17 Josef Newgarden 8
T18 Oriol Servia 7
T18 Carlos Huertas 7
19 Ryan Briscoe 5
20 Mikhail Aleshin 4
21 Alex Tagliani 3
22 Sebastien Bourdais 2

Entrant Points
Pos. # Entrant Points
1 12 Team Penske 446
2 3 Team Penske 446
3 77 Schmidt Peterson Hamilton Motorsports 402
4 2 Team Penske 391
5 28 Andretti Autosport 388
6 34 Andretti Autosport/HVM 340
7 25 Andretti Autosport 325
8 9 Target Chip Ganassi Racing 297
9 20 Ed Carpenter Racing 290
10 8 NTT Data Chip Ganassi Racing 285
11 11 KVSH Racing 271
12 10 Target Chip Ganassi Racing 267
13 27 Andretti Autosport 266
14 7 SMP Racing 263
15 19 Dale Coyne Racing 253
16 83 Novo Nordisk Chip Ganassi Racing 239
17 98 BHA/BBM with Curb-Agajanian 227
18 18 Dale Coyne Racing 224
19 67 Sarah Fisher Hartman Racing 220
20 15 Rahal Letterman Lanigan Racing 202
21 17 KV/AFS Racing 196
22 14 A.J. Foyt Racing 189
23 16 Rahal Letterman Lanigan Racing 112
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 5.81
2 Kurt Busch 6.00
3 Will Power 6.09
4 Simon Pagenaud 6.72
5 Sage Karam 9.00
6 J.R. Hildebrand 10.00
T7 Scott Dixon 10.18
T7 Carlos Munoz 10.18
9 Juan Pablo Montoya 10.45
10 Ryan Hunter-Reay 10.72
11 Ryan Briscoe 11.75
12 Marco Andretti 12.125
13 Carlos Munoz 12.375
T14 Oriol Servia 12.5
T14 Justin Wilson 12.5
16 Alex Tagliani 13.0
17 Sebastien Bourdais 13.25
18 Charlie Kimball 13.625
19 Mike Conway 13.66
T20 Jacques Villeneuve 14.0
T20 Ed Carpenter 14.0
22 Carlos Huertas 14.25
23 Mikhail Aleshin 14.875
24 James Hinchcliffe 15.125
T25 Takuma Sato 15.5
T25 Jack Hawksworth 15.5
27 Sebastian Saavedra 15.75
28 James Davison 16.00
29 Josef Newgarden 16.375
30 Graham Rahal 16.625
31 Martin Plowman 20.5
32 Franck Montagny 22.0
33 Pippa Mann 24.0
34 Townsend Bell 25.0
35 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

Appearances in the Firestone Fast Six
1 Ryan Hunter-Reay 4
T2 Scott Dixon 3
T2 Will Power 3
T2 James Hinchcliffe 3
T2 Helio Castroneves 3
T2 Jack Hawksworth 3
T7 Simon Pagenaud 2
T7 Josef Newgarden 2
T9 Takuma Sato 1
T9 Marco Andretti 1
T9 Sebastien Bourdais 1
T9 Tony Kanaan 1
T9 Sebastian Saavedra 1
T9 Mike Conway 1
T9 Juan Pablo Montoya 1
T9 Ryan Briscoe 1
Interest in next generation IndyCar engine

IRL needs to keep momentum going
Tuesday, August 12, 2008


Manufacturers’ Summit the First Step in Determining Future Engine Rules

Honda has dominated Indy Car racing since 2004, when it powered 14 of 16 race winners, swept the Indianapolis 500 and claimed the first three spots in the drivers’ championship. It only got worse for the competition and, by 2006, there was no engine manufacturer left to try and challenge the Big H.

So, Honda has been the lone engine competing in the Indy Racing League for the past three seasons, but that’s not what Honda Performance Development is all about. It thrives on competition and, judging from the recent engine manufacturers’ summit at Indianapolis, somebody might join HPD by 2011.

In a roundtable hosted by IndyCar officials, big hitters like Audi, BMW, Fiat, Volkswagen, Mazda and Chevrolet came to Indy to explore the possibility of joining the IndyCar Series.

Engine builders Cosworth, John Judd, Ilmor, Speedway Engines and AER were also in attendance.

"We want to build open-wheel racing back up and we believe that bringing other manufacturers into the IRL is necessary to strengthen it" said Erik Berkman, president of HPD, who led the Honda contingent attending the event.

"We’re competitive, yes, but on the other hand, we want to use our competitive desire to build the series. We welcome competition. We want competition. It’s what drives us."

There were manufacturers from Formula One and sports cars and a few familiar faces from open-wheel racing at the Indianapolis Motor Speedway on June 24.

And the numbers were equaled by the clout.

"It was a very positive meeting, and we were happy with the quality and quantity" said Brian Barnhart, who co-hosted the summit along with IRL Commercial Division president Terry Angstadt.

"We were very well represented, with a dozen engine manufacturers and race-shop engine builders in the room. It was a very positive meeting from all aspects. It probably exceeded our expectations."

The F1 contingent was led by Fiat, which owns Ferrari, Alfa-Romeo and Maserati, and BMW, recent winners of the Canadian Grand Prix.

Fiat’s interest is believed to be in bringing its new Alfa-Romeo sports car to the United States, where Alfas haven’t been sold for many years. BMW, of course, has an active passenger-car market in America.

Audi, fresh off its third consecutive victory at Le Mans, currently competes in the American Le Mans Series with its powerful turbo diesel.

The IRL has been a normally-aspirated series since 1997 but prior to that, every Indy 500 winner since 1968 had been powered by a turbocharged engine, which also dominated USAC in the 1970s and CART for three decades.

Barnhart didn’t rule out going back to turbos.

"The best positives associated with it are twofold" he said. "One being that, with the diversity of the schedule that we run, it [the turbocharged engine] is a great power control and helps us adjust power levels. If we need a little more power on the street and road courses, we can certainly adjust the boost up. If we need less power, we can turn it down and control the boost level from that standpoint.

"Also, you can’t underestimate the second positive, which is simply its sound. It’s the natural muffler. With more road and street courses, city streets, and venues of those types on the schedule, it’s nice to turn our adjustables down a little bit, and it’s got a great sound to it."

Honda dominated CART from 1996-2001 in the turbo era and, as Berkman adds: "I think you’ll be seeing turbos in production cars very soon."

Mazda, co-owned by Ford, has long been a regular competitor in lower level sports car racing in this country and supplies the engines used in the Formula Atlantic series.

Volkswagen, a staunch supporter of Super Vees in the early 1970s, has no active motorsports program at this time.

Ilmor, which scored a dominating win in the 1994 Indy 500 with Roger Penske, helped Honda enter the IRL in 2003 and is still involved in engine rebuilds today.

Cosworth, with a storied history in major open-wheel racing, is pretty much in limbo since Champ Car closed its doors last winter.

AER is an English company that builds sports-car engines for the likes of Rob Dyson, among others, while Judd had powerplants in CART during the ’80s and ’90s, in addition to competing in other forms of motorsport.

The IRL will change engine and car specs for 2011, and Barnhart admitted that the reality of a united series had a lot to do with the interest level.

"I honestly think the participation level was higher than anyone could have imagined or I would have anticipated" he said. "And I would say it was clearly higher than it would have been had it not been for unification. It was so clear that the unification and positive direction of open-wheel racing is what triggered the high level of interest of everybody that was in the room.

"What was most encouraging is that throughout the discussions, there was clearly more agreement than there was disagreement. And a lot of energy for a follow-up meeting, and a lot of common ground."

Toyota and General Motors tucked their tails and ran after Honda spanked them in the IRL, and Ford is on record as saying it prefers not to rejoin IndyCar racing as long as Honda is involved.

Berkman says whatever the IRL wants to do in 2011 is fine with HPD.

"We said we’re willing to rewrite the rules if anybody thinks we’ve got an unfair advantage. We told them to write the rules and tell us what we need to do. We’ll play with one hand tied behind our back if that’s what people want."

The next engine forum should take place by early September. "The encouraging thing is that all of them wanted to come back" noted IRL founder Tony George. "We’ll see how many are serious after that."

Honda is hoping for at least a couple of playmates because, as Berkman points out, "the Racing Spirit is part of the culture at Honda and racing is an analogy for everything we do.

"We want competition and the more the merrier."

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