Motorsports

Why the Indy 500 is “fascinating puzzle” according to ex-F1 engineer David Brown

The 33 cars that will participate in the Greatest Spectacle in Racing on Sunday have already undergone countless hours of work in shops and at the Indianapolis Motor Speedway in an attempt to become the next Indy 500 champion. But what does a technical director look for when setting up a car to perform at […]

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4 weeks ago

May 24, 2025

Your Sports Nation

Motorsport.com sat down with David Brown, who joined Juncos Hollinger Racing last December, to understand how an IndyCar organization navigates the Month of May and the forces involved in taming a car that goes almost 240 mph. Racing for Juncos are Conor Daly and Sting Ray Robb.

Brown has decades of motorsport experience. He spent nearly 15 years in Formula 1 with Williams, where he engineered Nigel Mansell’s and Alain Prost’s World Championship seasons, and worked also with McLaren and Jordan.

Yet, he is fascinated by the Indianapolis 500. “The more you get involved, the more you understand why people become obsessed with the Indy 500,” Brown says.

David Brown, Juncos Hollinger Racing

Photo by: Juncos Hollinger Racing

From a technical standpoint, what does the car need to be fast in the Indianapolis 500?

“It’s a juggle between drag, balance and efficiency. So it’s easy to watch the race from the outside and think it’s just about running minimum wing and minimum drag. But the problem is that you can’t, because you will be too slow in the corners. Even though the cars still look fast in the corners, if you lift and you lose momentum, and you have to keep the revs up. So all these little tiny things join together to give you the [car’s] overall performance. So you’re looking for low drag, but you need downforce, which means you also need efficiency, which is a combination of the two. You need high power, which is good because we have a Chevy engine, which is very good engine.

“But also you need to get that power onto the road, which means you need to be very efficient in your transmission. So it’s another combined factor. You also need to be able to stay full throttle, which is the downforce side of it. So you’re maximising the output of your engine and your transmission.

“And then in traffic, you need to be able to respond with the correct gear ratio selection. So everybody runs fourth, fifth and sixth gear very, very close together. So you can do laps with a tow, for example, at sixth gear. But when you’re in traffic, you might need to be fourth gear, and a very small gap, so you’re almost imperceptible. You see the driver’s hand move and the engine note changes just a little, because you’ve made a 70 rpm rev change to the engine by changing gear.

“So all these tiny things come into focus then, and that’s just producing the lap time. I mean, you’ve got pit stops, which are absolutely vital. You have a car which has got the wheels like this for rubbing on the oval, braking at maximum deceleration into the pit lane, even though the outside of the tyre is completely cold and blah, blah, blah, blah. And the car’s got a weight jacker, which is the cross weight is all on one side of the car. So when you come to stop the car in the pit lane, you often see people locking wheels and stuff.

“The idea is that, you know, you can’t make mistakes by having the wrong brake bias and the wrong weight jacker position when you come into the pit lane, because otherwise you risk, apart from the fact that you will slide all over the place and scare all the people in the first pits, you risk crashing the car coming into the pit lane and ruining your race. So there are so many little details. It’s a fascinating puzzle to put together.

Conor Daly, Juncos Hollinger Racing

Photo by: Action Sports Photography

It’s clear you’re passionate about it. Of course, you have a lot of experience with other forms of motorsports, especially Formula 1. How would you compare the Indy 500 to everything else you’ve done in your career?

“It’s very individual. It’s very unusual. I mean, I’ve done Le Mans and Monaco and Daytona and everything in between, you know, all the sort of long races and 20 years of Formula 1 and stuff. And it’s just… it’s like looking at a face through a screen, right, you know, it’s there and you sort of recognize it, but nothing is exactly the same. And so you have to adjust your perception when you get involved in it.

“And I did get involved in this race 20 odd years ago, but only on the sort of periphery. But it’s been a lot of learning for me. But it’s fascinating. I often talk about race engineering and engineering and racing cars. You know, these people who spin plates on a stick? You see the guy running around. He has 20 of these things going. He’s running. It’s just like that. That’s exactly what you’re doing. So you have to make sure that all the plates are still spinning.”

Having all these days of practice means there’s a lot of data to analyze. How does Juncos Racing process all of that?

“Well, it’s interesting you should say that, because on paper, yes, we’ve got lots of time. But in fact, we are always running as long as we possibly can in every session because of the challenges of qualifying and the importance of qualifying, and the fact that the configuration of the car is so different for qualifying.

“We have really two separate areas. We have the race preparation and the qualifying preparation. And the car, of course, is a similar car, but its final aero configuration and so on is quite different for qualifying — and the power. We get extra boost. Everybody gets extra boost for qualifying and all that sort of stuff. So we arrive here having done lots of simulation.

”We did the Open Test, which is two days. So we arrived here with some idea of what challenges we were going to face. And we have a list of just like with any other challenge in life, you have a list of things that you want to try and you want answers to. And we start off with the most important ones and we work towards the least important ones.

“Of course, it’s never as linear and as obvious and as straightforward as you would hope. So always extra things comes up. You either learn something that sets you off in a slightly different direction to your advantage or you learn something that isn’t working well and you have to go another route in order to compensate.

“And there is, as you say, a lot of data. We have three engineers directly working on each car. Plus two other senior engineers, myself and Will (Phillips), who’s the senior engineer on the other car. We get a lot of support from GM because we’re a GM engine team. So they have engineers as well who are looking at the data. So in running the two cars, we’ve probably got, including the GM people, probably 10 or 11 people looking at data, which is a lot. But we generate a lot of data. It’s huge.

How do you divide your time during practice between qualifying and the race?

“We ran Tuesday, Wednesday, Thursday. So I think we ran three days of practice, which was race practice. But we did also do some running on our own to try and practice a little bit of qualifying. So maybe a third of a day. And then the day before qualifying was just practising for qualifying. And then you have qualifying itself. Because we narrowly missed getting into the top 12 by 0.06 of a mile an hour, some tiny margin. And of course, everything is tiny margins because it’s IndyCar and it’s Indianapolis. So we didn’t have to run on Sunday. But today (May 19th) we’ve got two hours of practice and then we have carb day on Friday, that’s another couple of hours, and that’s it, that’s the race. It doesn’t take long to whip through all that time.

“Even though it’s such a short lap, the conditions are constantly changing. So not only the atmospheric conditions, because, you know, of the wind and the temperature and the ambient pressure and humidity and stuff, all of which makes a difference. If the wind changes and we have to change the downforce level, if the temperature changes, we have to change the wing settings to compensate for the temperature.

“By the time you covered all that stuff, you really are running all the time. I mean, today we want to do long runs, some 30 lap runs, just like the race to look at the tyres and look at the performance and look at the handling as over the length of it as the fuel load comes down and the tyres degrade, for example. But Carb Day is it’s pretty late to make big changes by the time you get to Carb Day really. You’re just sort of checking everything, making sure, just doing the tiny little sort of polishing, if you like, of the performance. But today is quite an important day. It’s only two hours and it’s going to go ‘boom!’.

How does a car’s setup differ between qualifying and racing?

“For us, it’s mainly been aero. I mean, some people have made some more mechanical changes, but if you have a car which you really like from a mechanical point of view. And so a good car mechanically, is a car which you can run a range of aero balances on an aero components and it’s still the same. So we think our car is comfortable for the drivers. So we made mainly aero changes, but very few mechanical changes.”

Sting Ray Robb, Juncos Hollinger Racing

Photo by: Penske Entertainment

How easy is it to fall off the window with the setup by making a slight change?

“Very easy. Yeah. I mean, every time we make a change, we measure how the car is before we make the change and then measure afterwards, which means literally if we change the front wing angle in the pit lane, we measure the front wing angle in the pit lane, even though we’ve done it half an hour before. We measure it and we change it, we measure it again. So we’re dealing with, what did we make the other day? We made a wing angle change of 0.15 of a degree. Complete madness, 0.15 degrees like this, but because it makes such a huge difference because at 230 miles an hour, the forces are enormous. And if you’ve got an imbalance, everything is magnified.”

It’s funny that you mentioned that because I heard Conor Daily say that he didn’t feel right with the car during the Open Test. He said that he wasn’t comfortable, and you changed the front wing. Despite the fact that it was supposed to be the same front wing, it kind of changed the whole balance of the car. That’s how tricky and small the margins are.

“Yes, we ended up actually having to select by running them on the car to check all the wings because the circumstances it’s not really very easy to model because the expectation is every wing is the same. But in fact, every wing is different. And so we have some tests which we do on the wings statically to measure how stiff they are and how robust they are. So we measure vertically and in torsion and all those things like everybody else does. And we do some other tests as well. And when we select the wings from our stock, which we have a primary wing and a secondary wing for each car, and then we run them on the track just to be sure, because as you say, if if it’s slightly imbalanced, then it’s over. You know, it’s going to be a very, very long day.”

Which tool is the most important for adjusting the car setup in the Indy 500? Can you pick just one, or is that not possible?

“Well, the nice thing and the fascinating thing is the racing car is like those models of chemicals, those balls with balls and everything is connected. So every time you make a change to one part of the setup, then something else is going to move as well. And it’s just because it’s a racing car. That’s the way racing cars are, which makes it interesting, but it makes it difficult to define which is going to predominate. It would be obvious to say, ‘oh, the aero is very important’. Yeah, it is. But so the mechanical side, because that controls the ride heights and the ride heights define the aero. So is everything is connected. And so you can use the mechanical side to change the aero properties of the car, for example. So they’re tied together. The obvious thing is we change the wings a lot, but we also change the suspension as well. You know, some people run different wheelbases depending on whether they’re racing and qualifying. Quite big changes, but we didn’t because we quite like our car like it is. So we just changed some fewer components.”

Juncos has had fast cars at the Indy 500 for the last couple of years, but they’ve had inexperienced drivers for this specific event. How much did Conor’s IMS experience change the car?

“I think that one of the things that Conor brings because of his experience, he’ll drive the car, he’ll come in and say, ‘this is how I want the car to feel or this is not how I want the car to feel. It’s OK for one lap, but if I get into traffic, it does this and it moves too much’. He will make comments like, ‘Yes, I know what it feels like now. And my experience tells me that in the race, it’s going to feel like X, which is either good or bad.’ And that brings a huge plus to us, a huge advantage.”

You have the hybrid unit for the first time this year for the Indy 500. Was it difficult to learn how to use it?

“Yes, I think we, along with most people, have worked with it enough now to know what we want to do with it in the race. You saw in different strategies in qualifying, it’s not going to be like that in the race because you will use the hybrid in a completely different way because it’s a totally different environment in the race. But most people have been using it long enough to have experience of how to use it properly. So, yeah, it’s just another piece to add into the puzzle, if you like.”

Do you think it could be a deciding factor in the race?

“Well, I’m sure if you get it wrong. The thing is that everybody has it, right? So it’s like making the engines bigger. Everybody will just go faster. But you can get it wrong. And so if somebody gets it wrong or, you know, the driver doesn’t press the button at the right time, that will become an influence. But if everybody does everything perfectly, nothing will change. But of course, that applies to everything, pit stops, etc.”

In this article

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Weekend Preview: Pocono Raceway – Field Level Media – Professional sports content solutions

After a thrilling inaugural event in Mexico City last weekend, the NASCAR Cup Series returns stateside with Sunday’s The Great American Getaway 400 at the historic Pocono (Pa.) Raceway (2 p.m. ET on Amazon Prime, MRN and SiriusXM NASCAR Radio). Trackhouse Racing’s Shane van Gisbergen punched his 2025 Playoff spot with a dominating victory on […]

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10 minutes ago

June 19, 2025

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Trackhouse Racing’s Shane van Gisbergen punched his 2025 Playoff spot with a dominating victory on the Mexico City road course last weekend, the 10th driver to earn a bid by virtue of a win. There are 10 regular season races remaining now to set the 16-driver Playoff field.

Back on the grid this week is Joe Gibbs Racing’s Denny Hamlin, who was awarded a championship waiver after missing the Mexico race to be home for the birth of his son. The driver of the No. 11 JGR Toyota is the winningest driver in Pocono Raceway history. Hamlin earned his first career NASCAR Cup Series victory at Pocono in 2006 and his seven wins are the most for the perennial championship contender at any single track on the schedule.

To that end, Hamlin is the only repeat winner in the last eight Pocono races — hoisting a trophy three times in that stretch. His JGR team has won a series-best six of the last 10 Pocono races.

As with Hamlin, defending race winner, Team Penske’s Ryan Blaney earned his career first victory at Pocono — in 2017.

The 2023 NASCAR Cup Series champion, who finished 14th at Mexico City, said this summer’s race lineup, in particular, is enjoyable because of the varying tracks. From the inaugural Mexico City road course race, to the 2.5-mile three-turn Pocono track to the Chicago street race and Sonoma, Calif., road course in just the next month.

“It’s a fun part of the schedule where you’re going to very different places each week, and I think teams really enjoy that — at least I enjoy it because it really switches it up and keeps it fresh,” said Blaney, who claimed his first win of the season three weeks ago at the 1.33-mile Nashville oval.

“It can also be frustrating if you’re not very good at those places. You could have a stretch of some bad weeks. Hopefully, we’re not on that boat, but I like this part of the schedule. There’s a lot of different things going on this summer.”

There are eight former Pocono winners in the field. And three of the last five race winners are still looking for their first trophy of the 2025 season — Hendrick Motorsports’ Alex Bowman (2021), Richard Childress Racing’s Kyle Busch (2022) and Hendrick’s Chase Elliott (2023).

Elliott — who was declared the 2023 race winner when first and second place drivers Hamlin and Busch were disqualified following post-race inspection — leads all drivers in points earned at Pocono in the Next Gen car era.

His teammate, NASCAR Cup Series’ championship leader William Byron boasts the best average finish (9.36) at the track. Defending race winner, Blaney joins four-time Pocono winner Busch as the only other multi-time Pocono winners.

The 2020 NASCAR Cup Series champ Elliott is coming off his best finish (third place at Mexico City) of the season — his second top-10 in the last six races. Bowman turned in a stellar fourth-place showing in Mexico City.

Busch was involved in an early race accident and finished last in the 37-car field in Mexico. The two-time series champion has only a single top-10 — eighth at Michigan — in the last eight races. But he is a four-time winner at Pocono — a win tally second only to Hamlin’s among this weekend’s field. From 2016-21 he had nine top-10s in 10 races, including four wins and a runner-up finish. He hasn’t had a top-10, however since his win in 2020.

This is the last of three races to set the seeding for the In Season Tournament that will start with the June 28 night race at Atlanta’s EchoPark Speedway.

Practice followed by Busch Light Pole Qualifying starts at 12:30 p.m. ET Saturday (Amazon Prime, MRN, SiriusXM NASCAR Radio). Trackhouse Racing’s Ross Chastain started from pole position last year.

–By Holly Cain, NASCAR Wire Service. Special to Field Level Media

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Motorsports

Australian Supercars driver Cam Waters to run NASCAR Truck race at Lime Rock

Cam Waters, 30, currently competes full-time in Supercars where is sits second in the 2025 championship standings. But he will head stateside for the upcoming NASCAR Truck Series race at Lime Rock Park — the first time the track has hosted a national-level NASCAR race. He will pilot the No. 66 for ThorSport Racing, and […]

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11 minutes ago

June 19, 2025

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He will pilot the No. 66 for ThorSport Racing, and not for the first time. Waters made his NASCAR Truck debut at Martinsville Speedway last year, starting 22nd and finishing 30th after getting collected in a late-race crash. He made his second start with the team at Kansas Speedway a few weeks later, starting 20th and finishing 19th.

He also ran the 2024 Cup race at Sonoma with RFK Racing, but a mid-race wreck left him with a 35th-place finish.

“I am genuinely excited to be heading back over to the USA to race at Lime Rock Park with the ThorSport operation,” said Waters in a release from the team. “They are a truly great team with an incredibly successful racing background in the NASCAR Truck Series, and I had a heap of fun with them last year in the two races I contested. Lime Rock is a fast and flowing road course, which I feel I’ll be very well-suited to, and I can’t wait to hit the track in my No. 66 Ford F-150. I want to thank everyone at ThorSport – Duke, Rhonda, and Allison Thorson. I’m grateful for Ford Performance and everyone else who has helped make this happen. Make no mistake, I’m going after the win.”

This will be his first NASCAR Truck race on a road course, which should be far more comfortable for him after running two Truck races on unfamiliar ovals. While former Supercars champions Marcos Ambrose (from Australia) and Shane van Gisbergen (from New Zealand) have both won multiples races in the Cup and Xfinity Series, no driver from Oceania has ever won a Truck Series race.

Motorsports

NASCAR Night Presented By NASCAR Hall of Fame Revs Up for Round 4 – Speedway Digest

Rev up your engines and throw on your favorite vintage race jacket as NASCAR Night presented by NASCAR Hall of Fame rolls into Cook Out Summer Shootout, Tuesday, June 24. The special night is a full-throttle tribute to motorsports, blending the rising stars of grassroots racing with the star power of NASCAR’s top series. Fans […]

Published

35 minutes ago

June 19, 2025

Your Sports Nation

Fans can expect edge-of-their-seat action across three Bandolero divisions and five Legend Car categories as drivers go wheel-to-wheel under the lights. Watch as rising stars like Keelan Harvick, Brexton Busch and Jake Bollman battle on the frontstretch quarter-mile before Cup Series heavyweights take the stage. A number of drivers – some of whom came up through the Legends ranks before becoming household names – are already making waves. Kyle Busch has scored two wins in the first three rounds and Bubba Wallace has powered into the top three in back-to-back weeks. Adding to the buzz, NASCAR Mexico winner Shane Van Gisbergen and international standout Scott McLaughlin are turning heads in their Summer Shootout debuts, lighting up the Dilling Heating, Cooling, Plumbing & Electrical division.

Off the track, the energy stays high with NASCAR-themed games like Hall of Fame or Hall of Shame and Driver Number Match, where bragging rights and big prizes are on the line. On the way in, fans can check out a 704 Honda Club car meet-up in the Fan Zone, featuring custom rides of all makes and models, making the perfect pit stop for any car enthusiast.

Fans rocking NASCAR gear will get $5 OFF their ticket at the gate. Adding to the excitement, one lucky fan will take home FOUR tickets and track passes to Charlotte Motor Speedway’s fall playoff showdown, the Bank of America ROVAL™ 400 on Sunday, Oct. 5.

ABOUT COOK OUT SUMMER SHOOTOUT:

Celebrating its 32nd season, the Cook Out Summer Shootout is a 10-race showcase of speed, featuring eight racing divisions of Legend Cars and Bandoleros. Races are held each Tuesday night under the lights with championship points on the line all summer long.

TICKETS:

Tickets are just $10; kids 12 and under get in FREE. Fans who bring a canned food donation will receive $2 off admission as part of Blue Cross NC’s “Drive Out Hunger” initiative. For tickets, schedules and more details about all the happenings at Charlotte Motor Speedway, visit www.charlottemotorspeedway.com/tickets.

KEEP TRACK:

Follow all the thrilling Cook Out Summer Shootout action at Charlotte Motor Speedway on X, Facebook and Instagram..

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From San Diego to Chicagoland, a look at where NASCAR might race in 2026

Last year, the 36-race NASCAR Cup schedule was officially announced on August 29th. This year, series officials hope to unveil it sooner than that, but there are a lot of moving parts. A recent report from The Athletic claims NASCAR is close to a deal to run on the streets of San Diego, while recent […]

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1 hour ago

June 19, 2025

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What we know

Homestead-Miami Speedway

Photo by: Chris Graythen – Getty Images

So, let’s start with what we know. Homestead-Miami Speedway will return as the season finale in 2026. While not points races, North Wilkesboro will again host the All-Star Race while ‘The Clash’ remains at Bowman Gray. There were discussions about moving the pre-season exhibition to Brazil that didn’t end up going anywhere, but NASCAR commissioner Steve Phelps is still hopeful of hosting an event in the country one day.

The Daytona 500 will again open the season with the event scheduled for Sunday, February 15th. Other crown jewels including the Coke 600 and Southern 500 will remain in their usual spots on Memorial Day Weekend and Labor Day Weekend, respectively.

Potential locations

Nascar Cup full field

Photo by: Chris Graythen – Getty Images

But the big news is about what might happen. Chicagoland’s potential return would likely signal the end of the Chicago Street Course race after three years there. NASCAR has stated how they want to try other unique and new street courses, so the loss of the Chicago Street Course could certainly open the door for this rumored street course race in San Diego.

The addition of San Diego would also finally bring NASCAR back to California after the destruction of Auto Club Speedway. The series’ plans for turning the beloved two-mile speedway into a short track after selling off most of the land appear to be a standstill, leaving them to explore other options. The street course race would likely be slotted in during the earlier portion of the year, similar to Fontana’s old date.

In another surprising development, NASCAR is actively looking at another potential location for a street course in Philadelphia. This is not far from Pocono, which already lost one of its dates on the schedule, but the ‘Tricky Triangle’ has been bringing in a solid crowd with that lone race weekend. NASCAR president Steve O’Donnell told the Pocono Record that they have looked at Franklin Field, but it’s not clear when (if ever) this event could happen.

Another big question surrounds Mexico City. The event was well-received despite the travel issues, but there is no deal in place yet for 2026. NASCAR’s Ben Kennedy would not commit to it, but he and other officials expressed enthusiasm over the location. However, if Mexico City returns, it certainly can’t happen directly between two races in the Northern United States.

There’s also the question of the playoff format. Rumour is, it could be adjusted ahead of next season, which would certainly influence how NASCAR puts together the final ten races. As of now, this is about all we know as NASCAR continues to piece together one of the longest schedules in sports.

Motorsports

NASCAR Wants to Race in Philadelphia

What’s Happening? NASCAR President Steve O’Donnell recently expressed the sport’s interest in racing in Philadelphia, Pennsylvania, prior to this weekend’s race at Pocono Raceway. What’s Happening? NASCAR’s street circuit race could shift to Southern California for the 2026 season, as according to a new report,… The rumor mill for future NASCAR race locations continues to […]

Published

2 hours ago

June 19, 2025

Your Sports Nation

What’s Happening?

NASCAR President Steve O’Donnell recently expressed the sport’s interest in racing in Philadelphia, Pennsylvania, prior to this weekend’s race at Pocono Raceway.

What’s Happening?

NASCAR’s street circuit race could shift to Southern California for the 2026 season, as according to a new report,…

Racing Electronics Push Down

The rumor mill for future NASCAR race locations continues to spin out of control. Now, NASCAR President Steve O’Donnell points to the City of Brotherly Love as a potential target for a future NASCAR race.
In an interview with Mason Smith of the Pocono Record, O’Donnell claimed that the spot has not only thought about racing in Philadelphia but has looked into it. “Pocono has delivered for us in terms of fans, but when you look at opportunities, one of the places we looked was Franklin Field,” O’Donnell said.
This is interesting, as some expect this to be a similar race to that of the Chicago Street Circuit rather than a stadium race. Rather than that, Franklin Field is the home of the Ivy League’s Penn Quakers; built in 1922, the stadium is the nation’s oldest active college football stadium.
The field is similar to the LA Coliseum and Bowman Gray Stadium, both of which have recently hosted NASCAR’s preseason Clash. However, O’Donnell did not mention when or if this race will happen, saying they are “pretty early” in exploration.
This is the latest story in a saga of future schedule news that has included rumors of a potential return to Chicagoland and the addition of a new street race in San Diego next season. All news and rumors on the 2026 NASCAR schedule can be found via the story linked above.

What do you think about this? Let us know your opinion on Discord or X. Don’t forget that you can also follow us on Instagram, Facebook, and YouTube.

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United Racing Club Powered by Tradition and 360 Sprint Cars | Farm Shows, County Fairs, Events and Conventions

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June 19, 2025

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