Photo Credit: Nichels Engineering Archives

By Stan Kalwasinski

October 28, 2017

Griffith, Ind.—A group of friends, family, and well-wishers gathered at the St. Mary Hildebrandt Hall here Saturday afternoon as the Indiana Racing Memorial Association (IRMA) honored northwest Indiana racing legends Paul Goldsmith and the late Ray Nichels with the unveiling of their historical markers.

The historical marker project to honor the racing legacy of Nichels Engineering and it’s leaders Nichels & Goldsmith was the culmination of an 18-month effort by Wm. LaDow and Bob Gates (who represented IRMA.)

The markers, which will be permanently placed in the weeks to come, were the 29th & 30th completed in the state of Indiana by IRMA, which was organized in 2013. Goldsmith is the first living recipient of the honor.

Paul Goldsmith is congratulated by Indianapolis Motor Speedway historian Donald Davidson after Goldsmith’s IRMA historical marker was unveiled at a luncheon in Griffith, Ind., on October 28. (Stan Kalwasinski Photo)

Indianapolis Motor Speedway historian Donald Davidson was the event’s guest speaker and gave a detailed summary of the racing careers of both Goldsmith and Nichels, who passed away in 2005.  Nichels’ wife, Eleanor, and several family members were on hand for the occasion.

A native of West Virginia, Goldsmith, who became a northwest Indiana resident years ago, is a member of several halls of fame for both his motorcycle and automobile racing exploits – both stock cars and Indianapolis 500 competition. 

Goldsmith started racing motorcycles as a young man and went on to be a factory rider for Harley Davidson, winning a number of  ”national” events including races held at Daytona Beach, Florida, and Langhorne, Pennsylvania.

With Goldsmith trying his hand at stock car racing, one of his earliest victories was in 1958 on the old road/beach course at Daytona Beach, driving for mechanical innovator Smokey Yunick. Goldsmith and Yunick entered the Indianapolis 500 in 1958 – the first of six consecutive appearances by Goldsmith, which included a fifth-place finish in 1959 and a third-place finish in 1960 (both while driving for Nichels Engineering.)

Photo Credit: Nichels Engineering Archives

Joining forces with Ray Nichels, Goldsmith won two United States Auto Club (USAC) national stock car titles (1961 and 1962) and closed out his racing career, wheeling Nichels-prepared stock cars in NASCAR competition, posting three wins in 1966 for a total of nine career NASCAR victories.

Goldsmith was also an integral part of the Nichels Engineering 24 Hour Speed and Endurance Runs at Indianapolis Motor Speedway and Darlington Raceway.

Legendary A.J. Foyt once called Goldsmith “the most unappreciated (underrated) driver” he ever raced against.  

Today, at the age of 92, Goldsmith is active in the ownership and management of the Merrillville-Griffith Airport in Griffith.

Growing up in the Griffith area, Nichels followed his father Rudy’s footsteps into automobile racing and was a top-notch racing mechanic before his 21st birthday.  Traveling the midget racing circuits of the Midwest beginning at the age of 15, Nichels soon became a mechanic-in-demand at the world’s greatest race venue, the Indianapolis Motor Speedway. 

Eleanor Nichels along side of the IRMA historical marker honoring the racing legacy of her husband Ray – Doug Schellinger‎ Photo

For the 1950 Indianapolis 500, Nichels and his friend, Indy 500 driver Paul Russo built an Indianapolis race car in the basement of Russo’s Van Buren Street, Hammond, Indiana home.  The Nichels/Russo creation finished ninth in the rain-shortened event with the car becoming affectionately known as “Basement Bessie.”  

Nichels was a chief mechanic at the famed speedway for many years, initially with George “Babe” Tuffanelli’s team, then joining Bill Schindler’s team for the 1952 Indy 500. In 1953 and 1954, he was the chief mechanic for Johnnie Parsons and the Belond Equa-Flow Special. From 1954-1958 he managed Pat O’Connor’s entries, first with the Ansted Rotary Special and then Chapman Root’s Sumar Special, before fatally losing O’Connor as part of the ill-started 1958 Indianapolis 500.  Nichels was Goldsmith’s crew chief for the running of the Indianapolis 500 in 1959, 1960 and 1963.

Heading up Firestone’s racing tire test program since 1954, Nichels was signed on by Semon Knudsen to head up Pontiac’s stock car racing program in the autumn of 1956.  Nichels responded by capturing the pole and winning his first stock car race ever, with a record-setting performance at Daytona. Next, he would set a series of world speed records at Monza, Italy, finishing an incredible four-month run by taking the pole for the 1957 Indianapolis 500. 

Nichels Engineering, first located in Highland and then in Griffith, would build winning stock cars for many world-class drivers, with the state-of-the-art Griffith facility becoming known as the “Go-Fast Factory.”  

A multiple racing halls of fame member himself, Nichels first built winning Pontiac race cars and later, Chrysler products. Joining Nichels Engineering in the late summer of 1958, Goldsmith would be part of Nichels’ success in both Pontiac and Chrysler machinery. Their collaboration would result in a series of closed-course world speed records, a handful of national stock car championships and immense respect as the “house” builders for three of the most successful brands in American racing; Pontiac, Plymouth, and Dodge.

Nichels and Goldsmith would go on to be partners in several non-racing business endeavors in both the aircraft and automotive repair industries, with their crowning business achievement being the founding of the Griffith Airport and G & N Aircraft.

Francis “Minnie” Joyce and the late Jerry Govert Sr., who played pivotal roles in Nichels Engineering’s success, were also recognized during the proceedings with Joyce, his wife, Marilyn and their children in attendance, as were three of Jerry Govert Sr.’s sons; Dave, Jeff, and Chris.

512

Photo Credit: Nichels Engineering Archives

Photo Credit: Nichels Engineering Archives

The Firestone Firehawk 600 was a CART series race scheduled for April 29, 2001 at the Texas Motor Speedway in Fort Worth, Texas. It was scheduled for 248 laps around the 1.5-mile (2.4 km) oval at TMS. However, it was postponed and ultimately cancelled due to concerns about driver safety.

The race was sponsored by Firestone and Pioneer Corporation.

Background

The Firestone Firehawk 600 was to be the second attempt to run an open-wheel race on a high-banked track designed for NASCAR racing. Texas Motor Speedway, which opened in 1997, is classified as an intermediate oval with a length of 1.5 miles (2.4 km). The turns are banked at 24° oval. By comparison, the turns at Indianapolis are only banked at 9 degrees, and those at Michigan are only 18°.

Texas Motor Speedway was originally designed with a dual-banking layout. The steep 24° banking on top would accommodate NASCAR races. A secondary 8° banking below was designed for the faster open-wheel machines. While the track was under construction, CART had expressed interest in holding a race at the facility. But after closer examination of the unusual dual-banking system, decided it was not feasible. The secondary banking design was ultimately deemed a failure, and in 1998, the turns were reconfigured. The dual banking was removed in favor of a larger apron, and after unrelated difficulties during the NASCAR events, the turn transitions were corrected.

The rival Indy Racing League had run what is now the Firestone 600 since 1997, along with a fall race from 1998 to 2004. IRL cars were slower than their CART counterparts. Combined with their normally aspirated engines and a higher downforce chassis, the IRL cars were able to handle the steep banking.

After the success of the IRL events, CART had a renewed interest in holding an event at the track. Over the summer of 2000, negotiations were ongoing, with a tentative date of May 6, 2001 set for the inaugural event.[1] When the 2001 CART schedule was released, the race was scheduled for April 29, 2001, and was set to air live on ABC.[1][2] However, it was eventually switched to sister network ESPN.

Initial Concerns

The expectations for dangerously high speeds were an early concern,[3][4] and even led to rumors of cancellation or moving the race to the infield road course. Unlike their IRL counterparts, Champ Cars had much more horsepower from their turbocharged engines,[4] and less downforce, thus were expected to traverse the circuit much faster. TMS would have been the highest-banked track for a CART race since CART raced at Atlanta in 1983. The high banking and sharp turns were expected to impose unprecedented g loads on the drivers and cars.

A test was scheduled for December 18, 2000 in order to address concerns.[3][5]

TMS president Eddie Gossage wrote to CART management urging them to mandate certain suspension components, among others, to improve safety for the event.[3] CART driver Maurício Gugelmin expressed that the drivers would face a challenge, but was confident that CART would find the solutions needed to conduct the race.[3] Gugelmin also noted that “stronger parts will be necessary because of the loading generated by the banking.”[3]

Testing

The first CART test session began on December 19, 2000. Kenny Bräck, a former Indy Racing League driver (who had raced previously at Texas in the IRL) was the first driver to take to the track.[6] The target speeds were set at 225 mph.[6] Bräck completed over 100 laps, with a top lap over 221 mph.[7] CART chief steward J. Kirk Russell, track officials, Bräck, and Team Rahal expressed satisfaction with the test and the data collected.[7] CART set its rules package for the race as utilizing 37 inHG manifold pressure (down from 40[3]) and installing the Hanford device on all rear wings.[7]

While CART did not arrange a full-field open test,[4] several private tests followed. The second series of private tests, scheduled for three days, began February 21, 2001. The entire week was hindered by rain and cool temperatures.[8] Patrick Racing and driver Jimmy Vasser were the first teams to take to the track.[9] On the first day, rain kept the track closed until 11:30 a.m. A busy afternoon saw Vasser drive over 100 laps, with a top lap over 215 mph (346 km/h). Vasser reported it was “fairly easy to drive flat out[9] and said the track was somewhat bumpy.[9] The team claimed to have accomplished all of their goals in the abbreviated half-day session, and cancelled the remaining two days they had scheduled for the test.

Team KOOL Green tested at the track on February 22 with driver Dario Franchitti.[10] He completed 190 laps with a top lap speed of 225.7 mph (363.2 km/h). Top trap speeds may have been as high as 228 mph (367 km/h).[4]

Like Patrick Racing the day before, Team Green cancelled their second scheduled day of testing when they felt they had accomplished their testing goals after only one session.[10] Franchitti expressed reservations about the track’s roughness[10] and reported pulling 3 Gs in the corners.[8] He also predicted that two-wide racing would be possible during the race.[8]

PacWest Racing also tested at the track on February 22 with rookie driver Scott Dixon[11] and Maurício Gugelmin.[8] In 55 degree weather, Dixon drove about 140 laps, with a top speed close to 225 mph.[11] Gugelmin also reported the ability to drive flat out around the track.

Also at the track on February 22 was Penske Racing with driver Hélio Castroneves[8][11] and Walker Racing with driver Tora Takagi.[8] Castroneves had a fast lap at about 226 mph.[12]

All scheduled testing for February 23 was cancelled due to rain.[8] During the week, no incidents were reported. Tora Takagi, however, suffered gearbox trouble, and completed only 20 laps of testing.[8]

Comparisons with the Indy Racing League

The existing track qualifying record at Texas Motor Speedway for the Indy Racing League events was set June 5, 1998, by Tony Stewart (24.059 seconds; 224.448 mph). The fastest race lap, aided by a tow was set by Billy Boat the following day (23.759 seconds; 227.273 mph).[13] The following year, the cars were slowed down by rule changes, and speed remained in the 215–216 mph range.

Scott Dixon‘s unaided 225 mph (362 km/h) lap during testing already unofficially broke the IRL’s qualifying record

Changes

Following the tests, very few changes were made to the cars leading up to the race. The teams that participated reported satisfaction with the information gathered during the tests.[7][8][9][10][11] The primary concerns expressed dwelled on the roughness of the circuit.[9][10][14]

The track itself, however, underwent a few upgrades. Changes included a concrete wall on pit lane between the pit stalls and the grassy “quad oval” area along the frontstretch. The track’s surface was also smoothed in some areas, in response to the complaints.

Race Weekend

Friday Morning Practice

Going into race week, many drivers expressed apprehension about the upcoming race.[14] The first practice session was held the morning of Friday April 27, 2001. CART officials re-measured the track for scoring purposes, and utilized a length of 1.482 miles.[15] At the time, NASCAR and IRL utilized a track measurement of 1.5 miles (2.4 km). The first practice session saw no incidents. Tony Kanaan turned the fastest lap at 22.845 seconds (233.539 mph), a full second quicker than the fastest time reported during the test sessions.[11]

April 27, 2001 – Morning Practice Top Speeds
Rank Driver Time Speed
1 Brazil Tony Kanaan 22.845 233.539 mph (375.845 km/h)
2 Brazil Christian Fittipaldi 23.001 231.955 mph (373.295 km/h)
3 Brazil Hélio Castroneves 23.003 231.935 mph (373.263 km/h)
4 Brazil Cristiano da Matta 23.033 231.633 mph (372.777 km/h)
5 Brazil Gil de Ferran 23.035 231.613 mph (372.745 km/h)

 

Friday Morning Practice

The first crash of the weekend occurred during the Friday afternoon session. Maurício Gugelmin crashed in turn 3.[16] His car got loose exiting turn 2 and hit the inside wall at 66.2 Gs.[17] His foot became lodged between the pedals, and the car accelerated.[18] The car slid down the backstretch and hit the outside wall in turn 3 with a force of 113.1 Gs.[17] The car continued to slide until it reached the apex between turn 3 and turn 4.[17] Guglemin claims to have blacked out during the crash,[18] but he was not seriously injured.[17] Gugelmin was wearing the HANS device.[17] He withdrew, nursing bruised shoulders and ribs, and sat out the rest of the weekend.[18]

Meanwhile, Kenny Bräck upped the fastest lap of the day to 22.821 seconds (233.785 mph).[16][19] Dario Franchitti logged the fastest single trap speed at the start/finish line, at 238.936 mph.[20]

During the day, some drivers remarked on the improvements made to the surface, that various bumps had been smoothed out.[16] Most called the track very fast, and two-wide racing and drafting was observed.[16] Bryan Herta likened the track to a bowl, calling it “fast and fun.” Paul Tracy also called it “a fast track.”[16] Bruno Junqueira said it was the fastest track he had ever driven.[16] An awe struck Nicolas Minassian compared it to a riding a roller coaster.[16] Hélio Castroneves called the track “physical,”[12] due to the banking, and Cristiano da Matta echoed the sentiment.

The first serious concerns about driver safety occurred on Friday afternoon. Dr. Steve Olvey, CART Director of Medical Affairs, would later report that two drivers felt dizzy and disoriented after running their cars at over 230 mph (370 km/h), and that they felt they could not control their cars.[21][22] The identities of the two drivers were not disclosed, but Tony Kanaan and Alex Zanardi later claimed they experienced the symptoms.[23] Adrian Fernandez also reported to the media he was experiencing dizziness.[12] Olvey said in his 25 years of working in motorsports, it was a problem he had never experienced.[21]

April 27, 2001Afternoon Practice Top Speeds
Rank Driver Time Speed
1 Sweden Kenny Bräck 22.821 233.785 mph (376.240 km/h)
2 Brazil Tony Kanaan 22.912 232.856 mph (374.745 km/h)
3 Canada Paul Tracy 22.936 232.612 mph (374.353 km/h)
4 New Zealand Scott Dixon 22.945 232.521 mph (374.206 km/h)
5 United States Bryan Herta 22.991 232.056 mph (373.458 km/h)

 

Saturday Practice

On April 28, 2001 the morning practice session saw the fastest speeds thus far at the track. Paul Tracy ran a lap of 22.542 seconds (236.678 mph) to break the all-time track record from the previous afternoon.[24]

Cristiano da Matta was involved in the second crash of the weekend. His car crashed in turn 3, and he was uninjured.[18]

April 28, 2001Morning Practice Top Speeds
Rank Driver Time Speed
1 Canada Paul Tracy 22.542 236.678 mph (380.896 km/h)
2 Brazil Tony Kanaan 22.556 236.531 mph (380.660 km/h)
3 Italy Max Papis 22.604 236.029 mph (379.852 km/h)
4 United States Bryan Herta 22.605 236.019 mph (379.836 km/h)
5 Sweden Kenny Bräck 22.624 235.820 mph (379.516 km/h)

 

Qualifying

Kenny Bräck qualified for the pole position at an all-time official track record of 22.854 seconds (233.447 mph).[18] Patrick Carpentier was second, and Oriol Servia third. Twenty-four of the twenty-five cars were over 226 mph (364 km/h), and the average speed for the field was 229.9 mph (370.0 km/h).

During qualifying, drivers were reporting 5 lateral Gs sustained for 14-18 of the 23 seconds per lap.[18][21]

April 28, 2001Qualifying Speeds
Rank Driver Time Speed Team
1 Sweden Kenny Bräck 22.854 233.447 Team Rahal
2 Canada Patrick Carpentier 22.864 233.345 Forsythe Racing
3 Spain Oriol Servia 22.900 232.978 Sigma Autosport
4 United States Bryan Herta 22.931 232.663 Zakspeed/Forsythe Racing
5 Japan Shinji Nakano 22.988 232.086 Fernández Racing
6 Italy Alex Zanardi 23.003 231.935 Mo Nunn Racing
7 Brazil Gil de Ferran 23.067 231.291 Team Penske
8 Canada Alex Tagliani 23.077 231.191 Forsythe Racing
9 Brazil Christian Fittipaldi 23.079 231.171 Newman/Haas Racing
10 Canada Paul Tracy 23.097 230.991 Team Green
11 Brazil Cristiano da Matta 23.105 230.911 Newman/Haas Racing
12 Mexico Adrian Fernandez 23.116 230.801 Fernández Racing
13 Mexico Michel Jourdain Jr. 23.120 230.761 Bettenhausen Racing
14 Brazil Tony Kanaan 23.142 230.542 Mo Nunn Racing
15 France Nicolas Minassian 23.146 230.502 Chip Ganassi Racing
16 United Kingdom Dario Franchitti 23.165 230.313 Team Green
17 Italy Max Papis 23.176 230.204 Team Rahal
18 United States Michael Andretti 23.215 229.817 Team Motorola
19 Brazil Hélio Castroneves 23.292 229.057 Team Penske
20 New Zealand Scott Dixon 23.319 228.792 PacWest Racing
21 Brazil Bruno Junqueira 23.373 228.263 Chip Ganassi Racing
22 United States Jimmy Vasser 23.479 227.233 Patrick Racing
23 Japan Tora Takagi 23.533 226.711 Walker Racing
24 Brazil Roberto Moreno 23.580 226.260 Patrick Racing
25 Brazil Max Wilson 24.308 219.483 Arciero-Blair Racing

 

PostQualifying

After the CART series finished qualifying, the Dayton Indy Lights series held a 100-mile (160 km) race at the track. Dan Wheldon and Mario Dominguez had led the speed charts in practice and qualifying, with top laps over 188 mph (303 km/h). Damien Faulkner won the race at an average speed of 150.491 mph.[25]

By late Saturday afternoon, concerns were rising about driver safety on the track. Patrick Carpentier[22] went to the medical facility to have his wrist checked (a previous injury he had suffered in a crash at Long Beach.[26]) As an aside, he mentioned that he could not walk in a straight line for at least four minutes after he got out of his car.[21] An impromptu survey was taken during the private drivers’ meeting and 21 of the 25 drivers in the starting field reported suffering disorientation[21][27] and vertigo-like symptoms,[27] including inner ear, or vision problems, after running more than 10 laps[28] (or 20 laps[21]). They also claimed that they had had virtually no peripheral vision and limited reaction time.[4][12] This was due to sustained g-loads as high as 5.5–almost double what most persons can endure, and closer to what jet pilots usually experience in shorter time intervals.

Postponement

Olvey contacted Dr. Richard Jennings, a former flight director at NASA and professor of aviation medicine at the University of Texas. They discussed the known levels of human tolerance of vertical g-loads. Jennings replied that the human body could not tolerate sustained loads of more than 4-4.5 Gs.[22] CART determined that the race could not be run at more than 225 mph (362 km/h) without raising safety concerns over G-force induced Loss Of Consciousness.[29]

The night before the race, CART officials attempted to make last-ditch efforts to curtail speeds by having the teams take downforce out of the car, and reduce horsepower.[4] However, by Sunday morning, time was running out to make changes necessary to hold the race safely. The morning warm-up session was canceled. Two hours before the scheduled start, the race was postponed. Over 60,000 fans were sent home. The move came after CART president Joe Heitzler and chief steward Chris Kniefel had a series of meetings with drivers, owners and sponsors. All parties agreed that it didn’t make sense to hold the race under the circumstances.[22]

At a press conference, Heitzler did not blame the track. Rather, he stressed that officials could not in good conscience allow a race with such serious concerns about the safety of the drivers. Olvey added that the vertigo symptoms might have been intensified since the temperature was an unseasonably warm 80 degrees. There was fear of the possibility that drivers could suffer “grey-outs” or lose consciousness from G-LOC. It is also likely that the high g-loads would have been outside the design limits for the HANS device, which was required for all CART races at oval tracks.

Gossage was harshly critical of CART’s decision. He argued that CART assured him it could run the race even though it had not conducted more extensive tests at the track. Russell argued that there was no time due to scheduling conflicts. Michael Andretti added that there was no real way to simulate ≈26 or more cars in a race.[4] ESPN‘s Robin Miller later said that CART should have known there was a problem the minute the first driver clocked 230 mph (370 km/h) on Friday—which would have been plenty of time to slow down the cars and race safely.[4]

CART officials held out the possibility of rescheduling the race, but there was no room in the schedule and it was ultimately canceled. The race marked the first time a CART race had been canceled outright due to driver safety issues. The 1985 Michigan 500 was postponed six days due to concerns about Goodyear‘s new radial tire. After three major crashes, drivers refused to participate, and the race was run the following weekend with the old bias-ply tires.[28]

Lawsuit and Settlement

Texas Motor Speedway owner, Speedway Motorsports, sued CART on May 8 for breach of contract. Damages cited included issuing refunds for over 60,000 tickets, purse, the $2.1 million sanction fee, and additional compensation for promotional expenses, lost profits, and other damages.[30]

During the suit, it subsequently emerged that CART had ignored repeated requests to conduct testing at TMS before the aborted race. On October 16, the two parties settled for an undisclosed amount.[30] Terms were not disclosed, but estimates were between $5–$7 million.[30] A contract that included a race for 2002 and 2003 was annulled.[30]

In the aftermath, the handling of the incident was widely criticized by fans and media.[4][31][32][33] While the sanctioning body was commended by many for choosing not to put its drivers in danger[4][34] the race was largely viewed as a debacle, a low point for the slumping series,[4][31] and very damaging to the organization in the months and years to come.[32] CART reported that it spent $3.5 million for the settlement and legal costs, resulting in a $1.7 million loss for the third quarter of 2001. CART declared bankruptcy and was sold in 2003, became known as Champ Car, and never attempted to return to Texas Motor Speedway. Ultimately it was absorbed into the Indy Racing League in 2008.

References

Kiwi Leads INDYCAR Points on the Strength of Series-Leading Three Wins in 2018

 INDIANAPOLIS (August 13, 2018) – Chip Ganassi Racing (CGR) announced today that four-time INDYCAR Champion, 44-time Winner and Indianapolis 500 Winner Scott Dixon has signed a multi-year deal with its Verizon IndyCar Series team that will see the 38-year-old Kiwi begin a CGR record 18th season in 2019 behind the wheel of the No. 9 PNC Bank Honda.

Often referred to as the best Indy car driver of his generation, Dixon holds the distinction of having the most wins of any active Verizon IndyCar Series driver (44), which ranks third all-time – only behind legendary drivers A.J. Foyt (67) and Mario Andretti (52). The 2018 season is his 17th driving for CGR, the longest tenure for any driver in team history. Dixon is currently leading the Verizon IndyCar Series point’s championship by +46 on the strength of a series-best three wins (Detroit I, Texas and Toronto) with four rounds remaining. He recently became just the ninth driver to compete in 300 races – and was the youngest to reach the milestone – joining Mario Andretti, A.J. Foyt, Al Unser, Al Unser Jr., Johnny Rutherford, Michael Andretti, Tony Kanaan and Helio Castroneves.

CGR’s Verizon IndyCar Series teams have amassed 11 IndyCar championships and more than 100 wins, while overall (including teams across NASCAR and IMSA) CGR can claim 18 championships and over 200 wins. The 2018 season marked the team’s 29th of IndyCar competition.

Team Owner Chip Ganassi: “I think when you mention the name Scott Dixon, the numbers and the records start to speak for themselves. We have achieved a lot together, but there are no signs of him slowing down. He’s still the guy the championship goes through, and you know you have to beat him to get on the top step. He’s a driver that’s always thinking about the next race and how he’s going to approach it, attack it and ultimately win it. I’m very happy that we have the opportunity to continue this relationship and look forward to many more successful years together.”

Dixon commented: “I have always said I have a massive amount of respect for Chip and what he’s done in this sport. This is not an easy business. His resume speaks for itself, and he’s the type of team owner any driver would want to drive for. He gives you the tools you need to go out and get the job done, with the right group of people. This team has been like a family to me since way back in 2002, and I’m glad I’ll be here trying to fight for more wins, championships and Indianapolis 500s for years to come.

The film below, produced in 2015, gives a brief insight into the racing life of Scott Dixon

Chip Ganassi has been a fixture in the auto racing industry for over 30 years and is considered one of the most successful as well as innovative owners the sport has anywhere in the world. Today his teams include two cars in the Verizon IndyCar Series, two cars in the Monster Energy NASCAR Cup Series, one car in the NASCAR Xfinity Series, two factory Ford GT’s in the IMSA WeatherTech SportsCar Championship, and two factory Ford GT’s in the FIA World Endurance Championship. Overall his teams have 18 championships and over 200 victories, including four Indianapolis 500s, a Daytona 500, a Brickyard 400, eight Rolex 24 At Daytonas the 12 Hours of Sebring and the 24 Hours of Le Mans. Ganassi boasts state-of-the-art race shop facilities in Indianapolis, and Concord, N.C., with a corporate office in Pittsburgh.

A new Dixon Documentary is scheduled to to be released this fall — In May of 2017, Dixon joined Team Owner Chip Ganassi and officials from Universal Pictures Home Entertainment Group (UPHE Content Group) prior to the Indianapolis 500 to announce production of Born Racer, a feature-length documentary. A powerful and inspirational story of dedication, fear and one athlete’s will to defy personal limitations, the documentary will blend cutting-edge race footage, intimate observational filming and unparalleled access to Dixon, Ganassi and the race team, and those who know the driver best to present a seminal study of one of the greatest race teams in motor sports The film was shot in the U.S., New Zealand and  France and is scheduled to debut this Fall.

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Follow along with the crews of Andretti Autosport as they break down their pitstop positions in a new video series titled Over The Wall

The first episode debuts today highlighting the airjack position.

The remaining five positions will be released each Wednesday leading up to the Verizon IndyCar Series season finalethe Grand Prix of Sonoma