2012 Racing Season: NASCAR, Indy, F1, and more

Does anyone happen to know why Hamilton isn't included on this list..?

http://www.renaultsportitalia.it/cam...ps/piloti.html

Hamilton actually made the driver list! I’m honestly so stoked to see someone we recognize in Formula 1...

The 2012 Schedule:

March 25 – Streets of Richmond; 1.8-mile street course

April 1 – Barber Motorsports Park; 2.3-mile road course

April 15 – Streets of Long Beach; 1.968-mile street course

April 29 – Streets of Miami; 2.536-mile street course

May 27 – Indianapolis Motor Speedway; 2.5-mile oval

June 3 – Raceway at Bel Air Park; 2.1-mile street course

June 9 – Texas Motor Speedway; 1.5-mile oval

June 19 - Milwaukee Mile; 1.0 mile oval

June 23 – Iowa Speedway; .875-mile oval

July 8 – Streets of Detroit; 1.755-mile street course

July 22 – Chicago O'Hare International Airport; 1.973-mile airport course

August 5 – Mid-Ohio Sports Car Course; 2.258-mile road course

August 19 – Streets of Chicago, USA: 3.87-mile street course

August – Sonoma Raceway; 2.303-mile road course

Sept. 2 – Streets of Baltimore; 2-mile street course

Sept. 15 – Auto Club Speedway; 2-mile oval

As you can see, there are only five ovals on the schedule this year. It’s a somber consequence of the tragic loss of Dan Wheldon in Las Vegas. Following that tragedy, all those 1.5-mile ovals were pulled from the calendar. Texas remains the lone exception, though there was plenty of chatter about drivers potentially boycotting the race if the new Dallara DW 12 didn't prove itself safe enough for competition.

On a more technical note, we have the debut of the new Dallara DW 12 chassis, which is designed to be compatible with three different engine manufacturers: Honda, Chevrolet, and Lotus (Judd).

The engine situation has actually been the biggest headache so far. There were just too many teams chasing too few engines—largely because Lotus couldn't meet everyone's demands. This naturally placed a massive burden on the other two manufacturers, which wasn't entirely unexpected, but still quite a mess! That said, it seems the situation is mostly being ironed out now.

Once we get past Indy, we expect these issues to be fully resolved, meaning we'll likely see a specific group of teams and drivers finally joining the fray later in the season.

Drivers and teams, we’ve got a fascinating mix of everything and anything going on here:



Sourced from Trackforum, put together by forum members Hairpin and jjunke.

When it comes to the driver lineup, I think we all know the score—Danica has moved on to NASCAR, and in her place, we’ve brought in Barrichello from F1.

As for the heavy hitters, specifically Penske and Ganassi, their rosters haven't seen any changes, and honestly, that's exactly where you should be looking to find our champion this year. That said, don't count out the other teams entirely; guys like AA and KV might just have a shot if things shake up.

At the end of the day, we really ought to see some genuine parity on the track during the early part of the season, at least until those big-budget powerhouse teams finally dial in their setups and figure out their cars.

come on, get it done!

Man, I’d seriously appreciate it if you could just drop the Central European Time schedule for every single race in there 🙂

He might be able to dig up some streams on race day. How do you usually follow Indy?

Indy is getting started—love it! I'll be rooting for Barrichello.

I’d really appreciate it if you could list the average pit stop times for each race...

The difference is +6

http://en.wikipedia.org/wiki/2012_IndyCar_Series_season

Since we already have an Indy thread going, it’s only right to start one for America's favorite motorsport—NASCAR. We've got four big manufacturers in the mix this season: Chevrolet, Ford, Dodge, and Toyota. Four races down, and Biff is currently sitting pretty at the top of the standings...

Current Standings:
http://www.nascar.com/races/cup/2012...standings.html

And here is the schedule
http://www.nascar.com/races/cup/

Time difference is +6 (EST)

Drew Bennett68 said:When it comes to the driver lineup, I think we all know the score—Danica has moved on to NASCAR, and in her place, we’ve brought in Barrichello from F1.

As for the heavy hitters, specifically Penske and Ganassi, their rosters haven't seen any changes, and honestly, that's exactly where you should be looking to find our champion this year. That said, don't count out the other teams entirely; guys like AA and KV might just have a shot if things shake up.

At the end of the day, we really ought to see some genuine parity on the track during the early part of the season, at least until those big-budget powerhouse teams finally dial in their setups and figure out their cars.

Yeah, one person leaves and another steps in—pretty much the same deal to me... 😁

Anyway, after a long break, I finally decided to get back into following IndyCar.
My pick for who I'm rooting for is—just like way back when—a rookie. This time it’s Josef Newgarden... why? Honestly, no clue.
When I first started following Indy seriously, I also went with a rookie: Greg Moore. I had such a blast watching him for a few years; the guy made a name for himself fast. After he passed away a few years later, I actually stopped following the series—it just felt empty without him.

The fact that they've cut down on the number of ovals really bugs me personally. I loved oval racing—which is totally subjective, I guess, since Moore was such a beast on them.
The smoke, the strategy, the endless overtaking, the insane speed, the crashes, and all those safety car periods before everything resets... man, ovals are just the best.

I'm just hoping the streaming quality is decent this year, because the days when you could just catch IndyCar on ESPN are long gone...

Mark Ruiz8 said:He might be able to dig up some streams on race day. How do you usually follow Indy?

Honestly, just like everyone else, I rely on those various streaming sites you can find with a quick Google search. You might want to look over a few tutorials first to figure out which specific software you'll need—whether it's something like VEEED or Sopcast... it really depends on what works best for you.

You might want to take a look at this, especially since we're really going to be zeroing in on those former F1 drivers

Raymond Palmer8 said:Yeah, one person leaves and another steps in—pretty much the same deal to me... 😁

Anyway, after a long break, I finally decided to get back into following IndyCar.
My pick for who I'm rooting for is—just like way back when—a rookie. This time it’s Josef Newgarden... why? Honestly, no clue.
When I first started following Indy seriously, I also went with a rookie: Greg Moore. I had such a blast watching him for a few years; the guy made a name for himself fast. After he passed away a few years later, I actually stopped following the series—it just felt empty without him.

The fact that they've cut down on the number of ovals really bugs me personally. I loved oval racing—which is totally subjective, I guess, since Moore was such a beast on them.
The smoke, the strategy, the endless overtaking, the insane speed, the crashes, and all those safety car periods before everything resets... man, ovals are just the best.

I'm just hoping the streaming quality is decent this year, because the days when you could just catch IndyCar on ESPN are long gone...

Do you even like NASCAR? Almost everything they do is on an oval—except for two races.

I've put together some key stats for the opening race. Just a heads-up for everyone following along: the green flag drops at 6:30 PM local time, so make sure you're settled in by then!

Race 1 of 16 races - Honda Grand Prix of st.

Race - Honda Grand Prix of st.

Location - Streets of st. Petersburg, Florida

Date - Sunday, March 25th

time & TV Schedule - Pre-Race show - 12:00PM , Green Flag - 12:30PM - ABC

ABC Course Type - 1.8 Mile street Course distance - 100 Laps / 180 Miles

Distance - 100 Laps / 180 Miles

100 laps—how long is that gonna take us...?

neonfox65 said:100 laps—how long is that gonna take us...?

It all really boils down to how many yellow flags we end up seeing out there. And let's be honest, with a track like this, there's bound to be plenty of them, isn't there? I'd say we're looking at two hours max before things wrap up.

Here’s a little something for anyone interested in getting a bit more technical about engines:

Let’s dive into the nuts and bolts of engine mechanics, shall we? It’s one of those topics that seems straightforward on the surface—just some metal moving in circles—but once you start peeling back the layers, there is so much fascinating complexity involved. Have you ever truly stopped to consider what makes a high-performance machine actually tick? It isn't just about raw power; it's about the delicate harmony between various components working in perfect unison. You have to think about things like Engine Life and how different variables can drastically shift the longevity of a motor. For instance, when you look at modern setups, factors like the Engine Control Unit Horsepower play a massive role in how that energy is managed and delivered to the pavement. It’s a constant balancing act, really. And then, of course, there’s the fuel. Whether you're running standard high-octane or something more specialized like Fuel – E85, the chemistry involved changes the entire temperament of the engine. If you add a Turbocharged – single setup into the mix, you're suddenly dealing with forced induction, which completely rewrites the rules of how air and fuel interact under pressure. It gets even more technical when you get into the niche hardware. We're talking about everything from the specifics of wheel Mounting to the intricate management of systems like KERS – no Pop-off valve – no Traction control -- no Anti-stall. It sounds like a mouthful, doesn't it? But in the world of elite racing, these aren't just technical jargon terms—they are the thin line between a podium finish and a mechanical failure. Is it overkill for a daily driver? Absolutely. But for anyone obsessed with the soul of the machine, understanding these fundamentals is everything.

The capacity is capped at a maximum of 2.2 liters.
So, when you look under the hood, we’re talking about an engine configuration that tops out at six cylinders, and here’s the kicker: they’re all built with equal capacity. Isn't there something inherently satisfying about that kind of symmetry? It just feels right, doesn't it?
The RPM is capped at 12,000, thanks to the restrictions set by the Engine Control Unit.
When you really start digging into the numbers, specifically regarding the horsepower, we’re looking at a range sitting somewhere between 550 and 700. It’s a massive window, isn't it? You have to wonder how much that variance actually shifts the driving dynamics on a track like this. Is it just raw power, or does the way that energy hits the pavement change everything? It’s quite a significant spread to consider. It really all comes down to the specific nature of the circuit, doesn't it? Everything shifts depending on whether you're tackling a high-speed oval or navigating the tight, unforgiving turns of a street course. You can't just apply a blanket strategy and expect it to work across the board; the physics of the track dictate every single move.
It really makes you wonder about the technical nuances here, doesn't it? When we look at the specs—specifically regarding the Fuel – E85 and the fact that fuel injection is fully permitted—it opens up such an interesting conversation about performance versus reliability. It's one of those details that seems simple on the surface, but once you start digging into how it affects the overall engine mapping, there's a whole world of complexity to unpack. What do you all think? Is this the sweet spot for modern racing efficiency?
So, I was just looking over the specs again, and it really makes you wonder about the strategy involved when you consider the fuel capacity—we're looking at exactly 18.5 U.S. gallons here. It sounds like a decent amount on paper, doesn't it? But when you factor in the sheer intensity of the racing, you have to ask yourself: how much does that single gallon really matter when the pressure is on? It’s a tight margin, to say the least!
When it comes to the oil, there’s a strict rule we have to follow: you can only use lubricating oil that any regular person could easily pick up at a local auto parts store or a gas station. No specialized, lab-concocted fluids here—just the standard stuff you'd find on a shelf at an AutoZone or a Shell station. It keeps things fair, don't you think? If everyone's using the same high-quality products available to the general public, it keeps the focus where it belongs: on the driving and the machines themselves.
When it comes to the boost pressure settings, we’re looking at a bit of a sliding scale depending on where the action is happening. For the road courses, they'll be running at 155KPa, then they'll dial it back to 140KPa for those shorter ovals, and finally down to 130KPa for the high-speed speedways. To keep everything above board, INDYCAR is going to fit and monitor two separate boost sensors on each car. Isn't it interesting how much these fine adjustments dictate the entire flow of the race? It really makes you wonder how much the drivers will have to adapt their driving style mid-session based on those specific pressures.
So, let's talk about the technicalities for a second—specifically that minimum weight requirement. We're looking at 248 pounds, and before anyone starts doing the math in their head, keep in mind that this doesn't include the heavy hitters like the clutch, the ECU, all the fluids, or the turbocharger itself. It’s a specific number, isn't it? Why settle for a round figure when you can get this precise? It really makes you wonder how much those little components end up shifting the overall balance once everything is dialed in.
Are we looking at a turbocharged setup? Whether it’s a single unit or a twin configuration, the specs here are pretty impressive—we're talking a water-cooled bearing housing paired with a titanium turbine wheel. Isn't that just incredible engineering?
When you look at the hardware setup, there’s a certain consistency that really stands out. Across the board, whether you're looking at a Chevrolet, a Honda, or even a Lotus, the common mounting points on the bulkhead and the gearbox remain pretty much standard for all three manufacturers. It makes you wonder, doesn't it? Wouldn't life be just a little bit simpler if every single component followed such a predictable pattern, rather than the usual headache we deal with in the shop? But in this specific case, having those shared points on the bulkhead and gearbox definitely keeps things from becoming an absolute nightmare during assembly.
We’re looking at an engine life of about 1,850 miles. To keep things running smoothly, every full-season entrant is going to be allocated five fresh engines per year. It makes you wonder, doesn't it? With that kind of rotation, how much can they really push the limits before the math starts getting tight?
Is "Push to Pass" really the way we want to kick off the season? I’ve been sitting here thinking about it all morning, and honestly, I have some serious reservations. It just doesn't feel right to lead with this. I mean, think about it—are we actually enhancing the racing, or are we just adding another layer of artificiality to a sport that already struggles with finding its rhythm? There’s a certain purity to seeing how much raw power a driver can squeeze out of their machine through sheer skill and strategy. When you introduce a button that essentially grants an unfair advantage on demand, doesn't that somewhat diminish the tension? Or am I just being old-fashioned? It feels like we're trying to manufacture excitement rather than letting the natural flow of the race dictate the drama. Is there not enough inherent drama in the drafting, the tire degradation, and the split-second decisions made at 200 mph? I find myself wondering if we're overcomplicating the beauty of the sport. I’d love to hear what everyone else thinks. Are we leaning too hard on technology to fix what should be solved by talent? Or am I just overanalyzing things while everyone else is ready to hit the gas?
KERS – no Pop-off valve – no Traction control -- no Anti-stall
Pop-off valve – No
Traction control? Not happening.
Anti-stall? You betcha.

Here is a quick look at what the track layout in Petersburg looks like.



Here is the current list of "entered" drivers for the race—honestly, I’d have included quite a few more if we hadn't run into those issues with the engine supply chain:

So, which engines are actually gonna be the heavy hitters here? Is it gonna be the Chevrolet or the Honda? I’m guessing that Judd engine from the Lotus camp is probably the weakest link in the bunch, right?
How many years have we been running these specific engines now?

When it comes to the crews, Team Penske and Chip Ganassi Racing are the ones that always stick in my head, but I feel like there are plenty of other outfits out there that I just can't quite place.😁

And how does the points system even work?

darkmarlin16 said:So, which engines are actually gonna be the heavy hitters here? Is it gonna be the Chevrolet or the Honda? I’m guessing that Judd engine from the Lotus camp is probably the weakest link in the bunch, right?
How many years have we been running these specific engines now?

When it comes to the crews, Team Penske and Chip Ganassi Racing are the ones that always stick in my head, but I feel like there are plenty of other outfits out there that I just can't quite place.😁

And how does the points system even work?

I'm not entirely sure, but we'll find out pretty soon. Both manufacturers had quite a few breakdowns during testing, so I wouldn't rule out any surprises.
The Lotus is weaker—they say it's down by about 50 HP—but it is also lighter than the others by roughly 20 kilos.
Since they were the last ones to jump in, they're running a few months behind the curve.
Up until very recently, there was all this drama over whether Bourdais would even be able to find a Lotus engine, but it looks like that's finally sorted out now.

Ever since IndyCar unified back in 2008, it's been exclusively Honda. Before that:
-In the Indy Racing League, it was Toyota and Honda, then eventually just Honda.
-In Champ Car, it was just Ford.
Way before that, in the CART days, things were much more varied... you had Mercedes, Ford, Toyota, Honda, two tire brands, and four different chassis.😎

Points breakdown:

1st = 50
2nd = 40
3rd = 35
4th = 32
5th = 30
...

and so on...