Q: Robin, I was lucky enough to befriend John Martin about a year and a half ago. He was a truly remarkable person. With the recent release of Ford vs. Ferrari and the focus on Ken Miles, I can’t help but think we will never see the likes of Ken or John again — amazing engineers and drivers. Is it possible to put into words the importance of people like John Martin to Indy and what Indy used to mean to all these upstarts? Juncos seems the closest thing nowadays.

Michael from Dallas, TX

RM: It was a different time back in the early 1970s when John first showed up at Indianapolis. Indy cars were still towed behind station wagons; crews consisted of four or five guys; and a jack of all trades like Martin could carve out his place at IMS. The John Martins, Bill Finleys, A.J. Watsons, Grant Kings and Eldon Rasmussens were as much a part of Gasoline Alley as A.J., Mario, the Unsers, Bignotti and R.P. Just making the show in those days was a major accomplishment because there were so many cars. Nobody today compares to those guys.

Q: It seems like every year they are always trying to figure out how to make Indy cars better for passing or make the competition good for TV while keeping it pure. It’s always a big concern, comparing one year to the next, hoping they keep attendance up and racing “exciting.” It got me thinking: Was this a topic of concern back in the ’80s and early ’90s? That’s considered the golden era and attendance was crazy for 500 qualifying and almost every event — and not just the 500. I’m a 26-year-old fan, so I wasn’t born yet and am too young to remember those years. But judging by what I’ve seen, there were both close finishes and runaway wins, a lot like today. Was the series as concerned with making passing and competition better to please fans, and did the fans complain and criticize number of passes and how close the finish was like they do now? And did they constantly search for things to keep things close? Or was it more about hero drivers and innovation?

Taylor, South Bend, IN

RM: Damn good questions. Back in the 1960s, ’70s and ’80s, we never seemed to care if A.J. lapped the field at the Hoosier Hundred or Mario massacred everyone at Long Beach or Rick Mears won Indy by two laps. It was more about the drivers and cars back then. If we got a great Indy finish like ’82 or ’92, then it was more of an anomaly than SOP.

I ran the pit board for Lloyd Ruby at Trenton once and only four or five cars finished, but nobody complained; it was just racing. I’m trying to recall the first time people started talking about close competition and passing as part of the allure, and I imagine it was CART’s heydays in the ’90s (the Hanford Device certainly made us aware on the superspeedways). But, with spec cars and engines, today is about tight fields, tenths of a second, and as much overtaking as can be dictated through push-to-pass and the race-ability of the Dallara. People are severe critics if we don’t have finishes like Indy, Mid-Ohio or Gateway last year; and even though Rossi mopped the field at Road America, it was a helluva race behind him all day. Different times, different perspective. Thanks for your interest.

Q: Are there any more John Martins out there? Any Smokeys? Anyone using a school bus motor? Anyone similar? In any series? Who comes closest?



Wally, Eden Prairie, MN

RM: Ricardo Juncos and Clauson/Marshall are the closest things because they had very little money (and no experience for the latter) but managed to qualify last May. Their reaction to making the show was reminiscent of the little teams in the ’70s accomplishing the same thing.

Pippa Mann qualifying the Clauson-Marshall Racing Chevrolet for last year’s Indy 500 was one for the much-missed “little guys”. Image by LePage/LAT

Q: I just re-watched your series on the toughest people in IndyCar racing over the years. I loved the behind-the-scenes stories that you brought. I truly appreciate the passion you put into keeping the history of the sport alive. You may not realize but it may well be key to getting new fans interested. That said, I would like to see a “where are they now” to tie up the Split years using a similar format. What is Tomas Scheckter doing these days? Where is Cristiano da Matta? How about Josele Garza or maybe even Eliseo Salazar? Could be good fun and maybe even educational. Thanks for all you do for IndyCar racing!

Troy Strong, Kansas City, MO

RM: It’s a good idea but let me get a few more Tough Guys knocked out this winter and then we’ll concentrate on “Where Are They Now?” Thanks for your passion.

Q: With O’Ward running full-time, will that give IndyCar a foot in the door at Mexico City? And what about Australia? Two venues outside of the USA — IMO, the series needs them. Somehow the schedule needs to grow to 20 races. We keep adding new venues every year, but end up dropping a venue to replace, gaining nothing. Formula 1 has come to the USA and has been pushing its way into the USA market. A street race in Florida, a return to Mexico City. I know how much it costs to fund a F1 event; hopefully Roger and his staff can take IndyCar to the next level.

Arnold Edgar, Danville, IN

RM: If Carlos Slim gets behind Pato and the idea of bringing IndyCar back, then Mexico City could certainly be in play, and I know IndyCar had some talks with Ron Dickson about Australia a few months ago so it could be alive as well. But you’re only going to go where promoters want you and it’s an expensive proposition. Twenty good races remains a lofty number.

Q: I like your answer to whomever should give the command for the next Indy 500, but I feel it’s incomplete. I think Mr. Penske should give the command along with the Hulman siblings. A passing of the torch if you will. It would be a very symbolic, significant gesture, and I bet there won’t be a dry eye in the house when the engines are fired. 

P.S. I’ve already bought my tickets to St. Pete.



Stitch Turner, Gainesville, FL

RM: Not a bad suggestion but not sure R.P. would choose to be in the limelight for that moment; it’s more a family thing for T.G. and his sisters.