Crash rash: In a wild weekend with wrecks during the Indy 500 preparation

Bruce Martin
Especially for foxsports.com

Indianapolis-in the last three days of activity before the 109th Indianapolis 500 contained a “rash of the crash”.

When Scott McLaughlins No. 3 Pennzoil Chevrolet banged into the Wall of Turn 2 and went up in the exercise of the training session on Sunday afternoon, it was the fourth serious accident of the weekend on the Indianapolis Motor Speedway.

McLaghlin's team Penske Crew prepared Josef Newgarden's backup car, but decided to prepare the almost 12 qualification session for the full field training session on Monday for the 109th Indianapolis 500.

It underlines the risk compared to rewards for high-speed Indy cars around the 2.5-mile indianapolis motor Speedway.

Since the first Indianapolis 500 in 1911 until the qualifications of this weekend, the danger for every driver who hits this route has been lurking on every corner.

But these are athletes who are endangered on the face and do not flinch.

For this reason, 350,000 fans will fill the sold -out stands for this year's Indianapolis 500 in the ultimate battle of MAN for this year's Indianapolis.

The famous car racing journalist and publisher Chris Economaki said that Tracks advertised racing drivers in the 1930s to 1960s as “Daredevil's death draft”.

Of course, this cannot be used in modern times, but part of the stimulus of the Indy 500 are athletes who risk competing everything at the “biggest race in the world”.

The fact that every driver who was involved in every crash went unharmed and was back on the right track to try again, is a main evidence of the security of the current Indy car.

The “rash of the crash” started on Friday.

The racing driver of Chip Ganassi, Kyffin Simpson, crashed into curve 4 during a qualification simulation. His Honda No. 8 lifted back into the wall and briefly picked up the ground, tipped on the left, made a quarter roll on the wheels and ran straight in front before he came to a standstill at the entrance to the Pit Road.

Simpson returned to the campaign in a backup car for the training system on Saturday morning.

Kyle Larson also crashed his No. 17 Arrow McLaren Chevrolet on Friday, but it was banal in comparison to a three-quarter shoot before he made 3 front-end contact in curve.

Larson returned on the track later that day.

But the accidents started on Saturday.

Marcus Armstrong, who was one of the fastest drivers in the Indy 500 training for Meyer Shank Racing, loosened and made 1 hard rear and left side contact with the safer barrier from round. The car slipped down the route and had the secondary contact in curve 2. His Honda No. 66 did not type or went in the air.

However, Colton Herta had a malignant and thundering accident in curve 1 in his qualification attempt on Saturday.

No. 26 Gainbridge Honda made half a spin before storming into the safer barrier. The car overturned and sliding on the way back and had the secondary effects with the safer barrier from round 2.

The aeroscreen played an important role in the protection of Herta against potential value.

Herta went away and returned on the route and qualified 29 for the 33-car starting line-up.

That was the prelude to McLaughlin's main fall during the fast 12 training on Sunday and ruined the chances of the fastest car on the Speedway to take a qualification attempt.

At the time of his crash, McLaughlin had just completed the fastest round of the training session at 233.553 miles per hour in the Pennzoil Chevrolet No. 3.

McLaughhlin's car hammered the wall of Turn 2 and started the car in the air before it hit the asphalt on the left. The effects left a deep cut in the asphalt of the race, which was repaired by the track security workers.

McLaghlin's car crashed into the wheels and slipped at the output of the corner.

McLaughlin was unharmed, but was disturbed that for the second time in a row he had brought to the Indy 500 what the pole award winner could have been.

“It is very, very, very, very, very sorry for everyone at Team Penske and the boys on the (No.) 3 car and everyone on the 2 (Josef Newgarden), 12 (Will Power) and everyone who builds these cars,” said McLaughlin, after being released from the IU Health Medical Center. “It (the car) spoke to me, and I somehow felt it and I should have withdrawn.

“But you know that you are trying to complete a run to see what it feels like, and it was worth the risk. It was probably not. I am incredibly sad.

McLaughlin returns to action for the full field training meeting on Monday and by the decision to suspend the almost 12 qualification session, the 12th place on Sunday will begin on Sunday.

Ironically, he is accompanied by his two teammates by Penske, Newgarden and McLaughlin, when the IndyCar officials pulled both cars out of line because they had worked on the car in the qualification line after the technical inspection.

Both teams had made repairs and/or changes to the damper on the back of the car.

Apart from McLaughlin Focus, a car that can win the race on Sunday.

“You just have to keep going,” said McLaughlin. “If you can build a car fantastic for me. I have the best crew in the pit lane. I'm really disappointed for you. I have just destroyed it.

“It is difficult to take, especially now.

Engineers and staff have all stated that the hybrid unit changes the pressure balance of a racing car, which means that the weight is shifted from the front to back and diagonally from right to back and right.

But all of them stated that it was too early to blame as the reason for the crashes at this year's Indianapolis 500.

The activities on Friday and Saturday were on windy days, and this can dramatically influence the ability of an Indy car to maintain the handle at very high speeds.

Fazit dies are racing cars that ride around a 2.5-mile racing track, which was designed in 1909 with 45-degree curves with over 233 miles per hour.

Of course the crashes grow up.

Fox Sports spoke to several drivers of the IndyCar series about why the last three days have contained some spectacular crashes and whether the additional weight that the hybrid unit provided played a role.

“… it proves that the cars are really safe because all these terrible accidents have come out without scratches,” said Helio Castoneves Helio Castoneves in Indianapolis 500 on Sunday. “This is a plus.

“Of course it is a little different to be in the car and to live it and live it. It is not so much the weight of the hybrid, but the floor of the car. I remember that it was crazy in this situation last year and now with the additional weight …

“But when it comes to cars that turn around, I have had this situation in the past. We travel over 230 miles per hour, but everyone comes out and that is the important part.

Scott Dixon is a six-time master of the Indycar series, the Indianapolis 500 winner in 2008 and the most second-seal driver in IndyCar history with 58 career victory.

At 44, Dixon is the “village oldest” by Indycar. It is the way of the series and has seen a lot well and bad in his career.

What Dixon has made so big is his ability to adapt and survive the danger in a risky business.

“The conditions were difficult, especially on Saturday with the wind,” Dixon told Fox Sports. “The hybrid doesn't make it easier, it is safe, but it is the same for everyone and you have to dial it.

“Some great accidents, bigger than in recent years. But I think that happens every year in which people cross the borders. We had a couple today and yesterday a couple.

“Fortunately, everyone is okay.

“It's not easy, man. It's difficult out there.”

Therefore, the drivers in the Indianapolis become 500 larger than lifestyle if they can avoid the danger they expect in the next curve.

Bruce Martin is an experienced motorsport author and participant from foxsports.coM. Follow him on X @Brucemartin_500.

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