(upbeat music) - Welcome to the Marshall Crew podcast. We're a week in any car listener Q and A show. Getting this done mid week slid to the slot recently and apologized for that. We'll try and get it back on track for a Monday or the latest Tuesday if possible going forward. Heading off in the morning to Iowa Speedway for some high V double header action. And then, you know, we got enough questions to roll through here coming out of Mid-Ohio and heading into this weekend and the rest of the season. Why don't we do a very quick message? Time to say a big thank you to our show partners on the Marshall Crew podcast. Starting with FAFT Technologies. Build to print composites manufacturing company. They're specializing in medium to large scale automotive, motor sports and military applications. Visit FAFTechologies.com. To learn more about their services and how they can benefit your business. Next, it's the Justice Brothers. Makers of premium additives, lubricants and cleaners. And servicing the automotive and motorsports industries for more than 85 years. The victories in all the biggest North American motor races, including the Indianapolis 500. The 24 hours a day tona. The Justice Brothers products are truly race proven. Learn about their vast history and range of offerings at justicebrothers.com. If you're fond of awesome motor racing collectibles, including FAFT Motorsports McLaren Guillain goodies, pay a visit to torontomotorsports.com. And finally, you have a new online merchandise home for the podcast, ThePruitStore.com. All the show stickers, models, a racing member of Bieliam trying to sell and put towards our fun to buy a house is now live and rocking. ThePruitStore.com. As always, huge thanks to you for the questions you've sent in. If you want to send those questions in, just take a look each week on my Twitter/X profile @martialpruit. I'll put out the call for questions. Just reply there. Our man Jerry Siddith, kind, kind friend, goes and looks for everything you post publicly and then assembles those into a word document. A little bit of a teaser as to what's inside. I'll also post that call for questions on the Marshall Pruit podcast Facebook page at the same time. So one of those two places, that's where to send your questions in. And then Jerry grabs them, sorts through, picks the ones that he thinks. We'll suit the show the best. Sometimes they'll get the same question asked by multiple folks. So he'll pick one to serve for that group. And then we get going. So this week in the first group of questions, he says, folks looking for impressions on the inaugural hybrid race, feedback after that race troubles with restarting, Dixon's hybrid disaster, capacitor cooling, commercial applications. Second one being general, middle house questions. Third being new garden, Joseph new garden questions. And then there's another group, second group of schedule questions and some evergreen items. And based on the amount of time we got, we'll see if we can get into that second group and more. And as Jerry so often does, because he's a great sense of humor. He closes each of these with a funny quote. This being from Bob Newhart, the comedian Bob Newhart who says, I don't like country music, but I don't mean to denigrate those who do. And for the people who do like country music, denigrate means put down. There we go. I love little bits like that. All right, let's roll with what we got here, starting off with our friend, Matt Philpot, dear member of the Prude listener group as well. If you want to join that listener group, just check out the description here for the show, which should have that information. Says Marshall kind of feedback. Have you been hearing from the paddock following the first race with the hybrid? Any stories of changing strategies, maybe drivers using less turbo push to pass early in the race, allowing for greater use later, et cetera? That's been one of the primary things I've been trying to ask and get answered. Definitely fascinating for me to hear from the vast majority of race strategists. Tell me, didn't really impact their approach to the race. Most in some sort of kind way either said, I didn't pay attention to it at all, just treated it like a normal race as if we didn't have this additional system, power adding system on the car. Others said really more in the driver's hands. Wasn't so much of something that we on the timing stands were centrally managing or active in or bringing into our race strategy and changing how we would do things. The underlying reason for that is this is not a system that does anything significant, even there's minor, minor ways it can help Matt to extend fuel range, but not, it's not really what the system is about. It's not designed and incorporated into that internal combustion engine, those turbocharged V6s. It's never designed to be something that takes a big burden off of those motors, makes them to have a easier time. Burn West fuel, let the energy recovery system shoulder a lot of that burden and therefore preserve that precious 18.5 gallons of fuel, liquid fuel in the cell. It's just, it's not the system we have here. And so from a race strategist standpoint, really doesn't factor so much into fuel mileage or changing things, right? Hey, we got an extra two laps on a stint because the hybrid unit did something magical. Also, because it's not a particularly high powered thing and you don't get to use it a ton per lap, it just wasn't something that altered the way most folks went about running their races. Be it the drivers in the car or those on pit lane providing insights from a strategic standpoint. So a couple of the folks that I spoke with as well, race strategist said, it's a first race. Did what we knew, what we thought we should do. Maybe we're a little more streamlined in our approach for the first race. We will definitely be paying closer attention, more attention, trying to learn and find deficiencies this week in at Iowa with two races. The next one after that at Toronto. Not a big, hey, wow, this changed things in any substantial way in race one. Give it some more races though and we'll see, we'll ask these questions towards the end of the year after three, four, five, however many races have been run, maybe some of those answers will change. Didn't hear anyone by the way in your specific question of did anyone save their turbo push to pass seconds in order to use the 60 horsepower or so from the energy recovery system a lot early so they had a bunch of turbo push to pass in the bank to use towards the end. If anything, it's using both options at the same time. If you're really needing to make up a gap or try and defend and pull away from somebody where you'd probably wanting to dip into both again at the same time coming out of a corner. Charles Napier said, thanks for the great videos covering the hybrids. I think we can say it was a great success other than one thing. Why did the drivers have issues restarting the cars with that hybrid? Was this user air something that needs to be adjusted on the ESS or MGU or otherwise? I don't see added in here. I know Lynn, the former Spurs fan, was wanting to say it was not a success and all that because Scott Dixon had a problem. We just got to be honest here. If you come out with something that is extremely new technology never been used before in any other form of racing. This is not an off the shelf hybrid system that they bolted in and used. This was developed for the first time in this way, in this car, on earth. 27 cars took those into competition for the first time. One, had a significant problem. And I realize Lynn, you're wanting to state that this was not a success. Just telling you, it is silly to try and suggest that when 26 out of 27 brand new things work successfully, that that is not a success. So by the numbers, and I'm a numbers guy, it's not a rational, reasonable argument to make. You can make it, do whatever you want. It's all good, thank you for making it and signing it in. Numbers do not support that as being fact-based. Did learn that a second car, Reines VK, had some charging issues during the race. Scott Dixon's is one that cropped up right away before the race started. Realized that it heavily impacted his race, got it completely resolved and ran flawlessly afterwards. Reines, on the other hand, seems like it was not working as intended, was somewhat problematic. Would not say from anything I've heard, though, that it somehow damaged his ability to be competitive. But nonetheless, so overarching thing here, Charles, I agree with you, and again, if you all know me, you know that if the bet is pooped, I will absolutely call it out and call it out loudly. I am not afraid to call out the failings of IndyCar or whomever else. Again, that's just also a fact. This is not one of those situations. So, agree with you on that, Charles, great success. The issues specifically with the restarting of the cars, I was told that it was a software problem. Had asked IndyCar Jay Fry about that during the weekend, and he said it was indeed a software problem, they decided after it did not work as intended, they were going to disable that option, get it resolved, do that on the Saturday, and if everything worked the way they thought it should, was brought back online, we saw Nolan Segal go off, was able to get that car refired, reverse, and get going. And then in the race, which realized this was a little bit scary, but three laps from the end, I believe, I think it was lap 77, 78, somewhere in there. Romag Rochelle went off, spun across the track, stalled the car, and was able to refire it using the energy recovering system back onto the track and pull away. Granted, did he almost back into cars flashing by at a high rate of speed and caused a crash? Yes. So that's something IndyCar needs to think about a little bit in terms of rules for how and when that self-starting option should be done, right? Just because you can doesn't mean you should, if it means you need to back onto the racing surface, come across almost sideways across the track and potentially get T-boned. Nonetheless, and despite the scary part, Romag was able to self-start the car and pull away and resume his race. And I mean, here's the part that I think needs to be celebrated as well, prevented a caution. Had he not been able to do that with two, three laps to go, with Alex Palau, what, half second to a second off of Pato Award, would have had one of two things happen, either last lap, final lap restart, and I would have hated to have seen Pato potentially lose the lead in the race if he was overtaken, because I thought he put in a phenomenal job to get the win that he did, or it would have ended under yellow. So got it fixed, and we're able to save the first caution, which is the thing we have been hoping for for years since this was announced. So I thought all those things were really cool, really, really cool, Charles. There's one thing related to all this that still needs a little bit of looking into in resolution, and I'm hoping to learn about this shortly, and that is a number of drivers. Many of them were Honda powered, so I can't tell you if it was related to anything on the Hondas specifically, but there were a lot of cars that stalled, and/or got really close to stalling. Drivers talking about the bite point of the hand clutch, feeling different, being a little different. Keep in mind, if we look at most IndyCar races, it's a rarity for drivers to stall. Anywhere we go. Folks were saying, well, it's a really tall first gear at Meadow High, oh, that's why it was happening. This didn't just become a tall first gear in 2024. There was something different happening here. And so I don't know if it is a software thing related to the energy recovery system. I don't know if it's having this new big weight of the MGU drum, always spinning on the input shaft. That is, again, I don't know what it is, but I do know the series is looking into, is there some fine tuning we need to do here? Do the manufacturers need to increase the revs when drivers go to drop the clutch and leave? That's one lingering thing here for me, Charles, that can get some answers to that, get a resolution in place, if there is indeed a resolution needed. I don't think we'll have a whole lot to talk about going after middle-high on getting into the rest of the races. Dave here, aka Mr. Geeks, says, to me, it looked like the hybrid debut was overall success. Obviously, the bigger outlier was Scott Dixon, and you explain what happened. And if the issue might be something that could occur more often, the rest of the season. I don't have a full answer on that. Was meant to try and check in today and see if a full explanation was available. The only two things that I know about this that I can say I'm confident in, because I've been told these things by folks who I think would know, one, the ESS, the energy storage system, completely drained itself. And so that caused some sort of stall, fault, or otherwise. I don't know what the other thing is in terms of what Dixon did, but I've heard he tried to do something in the car that was unique to him. Not something that had been tested lots of times before, but he might have tried to use the system on that warm-up lap or warm-up laps in a way that hadn't been previously tried. And there might have been some relation to the system all of a sudden draining itself. Keep in mind pressing the button to deploy power is the way that you drain the battery while you're on track. It draining itself without you pressing the button to do that, that's not supposed to happen. So don't have the specific answer, but somewhere in there seems like an interesting thing took place. Coming back to the point I mentioned a moment ago, it obviously ruined his race. Set him back in the championship. 70 points behind now with what eight races to go. Not as if that's a insurmountable deficit for him to overcome. It certainly wasn't great. The other thing that might be interesting to know, I don't have the exact mileage numbers, but it's either Willpower or Scott Dixon, who did more miles of hybrid testing than anyone else. So it was a little strange to go, wow. Like for this to happen to that guy. Yeah, definitely feel bad for him and feel bad for the team. But coming back to that other point, got the car back to the garage. And once it was looked at by the folks from Elmore Engineering, who oversee the spec bell housings with the energy recovery systems in them, facilitate them, tech support, you name it, once they were able to look in, whatever it was that they found, they were able to resolve, rectify, and Dixon went out and had a normal race, or as normal a race as you can, 22-ish laps down, but yeah, car ran completely normally afterwards. Ah, let's see, Robbie Bergren, if any teams shared any trick cooling solutions for the hybrid supercapacitor. Not that I'm aware of, mainly because they all have the same cooling solution and are required to use the same cooling solution. So those spec bell housings come from Elmore with a pump, coolant pump, collector tank, a header tank up top. There's a dedicated radiator on the side pod for the energy recovery system. The fluid that needs to be used is spec fluid. There's no additional cooling allowed that I know of. I did look in some of the hybrid notes and their specific comments made by the series for the crews and mechanics to not place things in certain areas near the bell housing to block some of the vents or openings that might, remember that wood provided just natural cooling with air flowing through the car. So not aware of anything trick simply because a fully spec cooling systems bin device, Robbie. Robbie also says, well, Andy Carr opened the energy limits on the hybrid system to be unlimited, but only allow one replacement per year. I love that idea. No, taking a very conservative approach, Robbie, to start this hybrid era, I do not anticipate any changes at all this year, maybe next year as well. If not beyond that, just per the numbers, starting off with a 60 horsepower punch in 33.2 pound feet of torque, there's a hope they might turn the horsepower and torque up next year. I've had, just as of yesterday, very mixed feedback on whether that would happen. I've written, I know the series has said, there's an ambition and some headroom built into this system, right, to get up to about 150 horsepower. If they wanted to go that high, I would not expect them to do that year to year, right? Like, if we were to learn, hey, we're going to go up to 80 horsepower next year and whatever the torque ends up being, like that'd be great, 85 maybe, who knows, but there wouldn't do it all at once, but I've also heard not even sure that's going to happen next year. Might want to just give this a little bit more time to just be baked in and normal and work easily and reliably at all times or as reliable as can be again, the internal combustion engines blow up. Suspension failures happen. Run through the list of things that just break. You would expect any gearboxes, break, would expect the energy recovery systems to do the same thing. So we're never going to get to 100% reliability, but would say IndyCar's approach so far has been caution. And I hope to learn more Robbie on when they might decide, okay, now we're comfortable. Let's turn it up a little bit. Paul Ingram says, "The hybrid system seems unique in the industry and that it's not built around lithium batteries and the space and weight they take. I would think there's a new niche commercial application for this system as opposed to what is now standard for hybrids in the auto industry and most racing as well. Maybe motorcycles or ATVs. I think you got something there for sure, Paul, in miniaturized form. So for those who care about this stuff, awesome. For those who don't, I'll make this super quick. The traditional hybrid racing layout is you've got a lithium ion battery separated from the motor generator unit, the actual electric machine that generates the energy and then sends it back out to the rear tires or whatever tires to put that power back to the ground. Those are more or less always separated. They're never packaged together in racing that I'm aware of. In IMSA, you've got the big lithium ion battery up in the tub itself, in the passenger side of the cockpit. You've got the MGU and the bell housing at the back connected to the engine transmission. Same in Formula One with the MGU connected to the engine and transmission out back. Bottom of the tub, the driver/survivor cell, the bottom at the back. There's a notch designed into the tub where their lithium ion batteries go. If you were to try and do the same thing in today's IndyCar, you would cut, I don't know, six, eight inches out from right beneath where the fuel tank is and notch in there, right? Just right in front of where the bottom of the engine bolts to the tub. That's the normal layout. If you look at what IndyCar has, thanks to Chevy and Honda, they, with no room to separate, no room to place a lithium ion battery pack anywhere. Those tend to be a little bit bigger, heavier. They had to go with a small super compact, super capacitor system. And those pack a good punch. They charge super fast, deploy super fast. They just don't hold a ton of energy. Lithium ion batteries tend to hold a ton of energy. So where this is cool is indeed. If you're thinking about a bike-ish type application, ATV are similar. The compactness of what Chevrolet and Ilmore working with MPEL, MPEL is the one that makes the MGU. Yeah, and then Honda Racing Corporation US working with Skeleton, supplier of the super capacitors, they make the ESS. What they've come up with is phenomenal. I do love the idea of whether this could be something applied elsewhere in racing. Knowing that, hey, did you want to go to some sort of hybrid Indiana XT car or other junior open wheel things? This concept, I think, could travel. I just don't know if it's something that anyone would really try and invest to make happen. Why do we go to Joe nickel? Were you pleading for a yellow flag with 10 to 20 laps to go like I was? Good to see Pateau win, but I was hoping for the gaps to close, so the thirsty threes and others could battle. At least the hybrid era arrived, so the commentators had something to talk about. I did not Joe, and maybe I look at things a little differently. We had two drivers locked into a heck of a fight for the win, and it's even better when there's three or four or 10 or whatever, but as long as we got two who were getting after it and giving each other the business, I'm usually pretty happy. And here, yes, I realized that there wasn't any passing for the lead after Pateau got in front of Palau at that final pit stop, but to me, this was a beautiful, strategic race on display. Scotty Mac finishing third, I mean, it was clear from the opening stint. It was clear five laps in. Anybody who wasn't Alex, anybody who wasn't Pateau, you were just participating in a very different afternoon than those two. They were on a different planet. A caution to tighten things up, sure, but if that had happened with 20 laps to go, all that would have happened is they would have taken off again and built another insurmountable lead. So what I enjoyed about this was looking at opening the race on Firestone's primary tires as Palau and award did, Alex ran off and hit. Pateau couldn't match him, recognized it, and was super smart and did not flail and tear up his tires trying to catch him. And I'm sure that he could have, but that would have happened halfway two thirds of the way through the stint, would have drawn down that gap and then his tires would have completely surrendered and it would have had two choices 'cause he's done this before, but it would have had two choices. Can either hold on for six, seven, eight, however many laps until their pit window to make a two-stopper work and given up all kinds of positions during that, right? 'Cause he would have just gone backwards and Scotty Mac and others would have, all the folks who were chasing hard from third on down, would have pounced on him and he would have been screwed for the rest of the race or he would have needed to convert to a three-stop race. And as we saw, I think Felix Rosenquist in whatever it was, 12, 13, something, was the top three-stopper. So beautiful to see Pato say, no, I'm not going to use my crazy talent to try and overcome this deficit, but ruin my tires and then ruin the rest of my race as a result, both pitted within a lap of each other, switched on to the faster alternate tires. The advantage polo had on primaries was gone. The disadvantage that Pato had was gone and now the roles were reversed. And while Alex still had a sizable five, six-second lead, whatever it was, coming out of the pits, Pato chased him down with ease and didn't have to abuse the tires to do that. Saw what happened on the final pit stop. Alex was able to stop the car from stalling, but it came super close, lost that little bit of extra time. Pato got by. We saw that Alex and these two now on primaries, again, to close the race. Really crazy stuff to see. This is the stuff I'm looking for, Joe. So I don't know if you saw it. I don't know if you care, I'm just sharing. Maybe these are some of the things if you aren't already looking forward to just keep an eye on. So as we mentioned, big deficit on pace, the opening on primaries for Pato, he clearly offered input afterwards, what wasn't working, the team looking at the data, looking at stuff going, okay, here's an adjustment or two, we're gonna try and make to the tires, possibly to aero balance as well at the final pit stop when we go back onto those primaries, use what we learned to improve the deficit from the first go round and they did. And so we all of a sudden no longer had a speed disparity between Pato, between polo, it was a straight fight, granted. Alex seemed to have a little bit more speed, but not that crazy extra speed he had the first time around. And so to me, it was fascinating to see Alex cutting into Pato's lead a little bit by a little bit got it into what a second or so, got it down to about a second, got it below like a half second, I think, or close at one point. And what did we see from Pato who has made mistakes in the past in those situations, he was flawless, he withstood all of the pressure, did not buckle in any way. And indeed we saw one thing, Joe, that was truly rare. Normally, again, going back a year, two years ago, 2022 is really the last season that I recall where Pato was doing this stuff too much into his detriment, but roles being reversed here at the end of the Mid-Ohio race, if this was two years ago, Pato sliding wide, running one to two tires off into the dirt, losing some time, pushing way too hard, trying to make up time, going over the edge and paying for it. Not only is that not what Pato did on Sunday while knowing that Palau is chasing him hard, we saw Alex as the one doing this thing he never does, wheels off, untidy, little sideways here, like, wow, all of a sudden, Palau is looking like the Pato of old, trying to get up to him and get by and couldn't. So I love watching stuff, just like this, Joe. Now granted, would I rather these two pass each other 17 times a lap, of course, right? But can't have that every race. To me, when you've got two of the fastest, most elite drivers in IndyCar, giving it everything they have. And a guy like Pato, who has been brilliant in the first half of races, but often faded due to over consumption of tires, over aggression, not wanting to play the long game. I was all the way bought into this and seeing him indeed lean into all of the best championship minded behaviors, hold off Alex Palau, let him get super close, let him run a little bit ragged and make mistakes, and won the race just to meet a flawless drive. So that's how I saw Austin Merrill. Since the post race celebration in TV was beyond awkward and almost sad, Pato gets a big win and we don't see a podium or any real celebration, they wouldn't even let him wear the sombrero on TV. It's the most popular driver wins and we get that, what gives? Yeah, the credit is due here to IndyCar, right? Bearing in mind that IndyCar is not standing there, you know, aiming the camera at the podium and making the decisions on who cuts to wear and what gets shown before the broadcast goes off, but very much a situation here where IndyCar did a really cool thing, which I hope they will do more of. I am told that they brought their Iowa podium stage, whatever it is, or the podium that they have, I guess was at Iowa and they decided to bring it over to Midohio and the podium at Midohio, which is fine, it's a little more old school, a little more underwhelming, served its purpose, but in this newer era where you're looking for bigger pop and more impressive looking things, a little bit of keeping up with the Joneses with Formula One in particular, I am told that there was a decision to bring it over and there's no area that it would have really fit easily or normally, so it was placed kind of pit inside up just a little bit facing towards the final corner. It's an area where fans could kind of sort of get to, there was a decent crowd there, Eric Franklin, say overall, great race, shocked to only see one reliability failure with a new tech. My question is Joseph related, his quote renewed focus doesn't seem to be generating results as seemingly cut them off for most fans. Is there a path back for him to being a well-liked public figure or did he cut himself off for no improvement in season long results? That's the primary question. I hope to get to pose to Joseph because that is the number one thing I've wondered as well. With these changes, they are significant. I mean, when you take whatever your circle of friends happens to be and make that a much smaller circle, seemingly overnight, other steps taken, all in the name of becoming a three-time champion in becoming the best athlete in your sport and that doesn't seem to happen, that's a big move. I don't know how you recover from that. I should say recover, rebound, right? Do you go back, do you widen that circle again? Hey, everybody, you know, let's be super friends again. Know how easily that happens? I'll keep this part super short. He can be the most beloved guy in the paddock. He's really smart, it's really funny. He's immensely interesting, diverse interests in things, all the stuff there, if he felt the need or urge to be fully engaged and beloved by everybody, he has all the attributes to do that if that's something he wanted. Look at a guy like Scott Dixon as fascinating, multifaceting, like Dixon's the best. Does he give two farts about being the most popular driver and beloved by everybody? No, again, he doesn't want to be hated, but he's got other things in life that are more important to him. I also don't know if I would say he's an extrovert. Potto, extrovert. We got a couple of drivers who are definitely extroverts, but more of them are introverts, Joseph being one of them. So if he wanted to, could be. I just don't know where that ranks at this stage of the season or his life as a priority. So yeah, be interesting to see where things go. Let's get into a quick question or two to say farewell and then we're gonna say farewell. Lumberjack Mack says, excuse my naivete being from the UK in regards to finishing the season before the NFL starts. Why not race on a Saturday instead of extending it? Talking about Nashville being a Sunday race, I'm guessing. He says finishing the season under Saturday night light sounds great, although that would be a pain in the backside for us in the UK viewers is Saturday poor for TV though. I wouldn't say so, there's tons of sports happening here on Saturdays, more often than not of the college variety, mostly basketball, football, whatever, that put up huge ratings, but often the answer to stuff like this is, the broadcaster has something else happening at that point in time, whether it's wherever it happens to be on the dial, the dial, good lord, that's an old stick, wherever you can find it via streaming or broadcast. Tends to have something else planned, might be another major event, who knows what it is, might not have the ability to do that on a Saturday, but yeah, I'm with you. I think some more Saturday night, Saturday night, IndyCar races be great. The American Le Mans series back in the day, one of my favorite series ever used to have a lot of Saturday races, and I just thought that was really smart. So I'm with you. Where else do we go here? Tim Mays, Mark Miles, IndyCar CEO mentioned expanding into at least one new US market in 2026, an insight as to where that may be. If my brain was working right now, I might have an answer for you, but I don't. So I will see if I can get an answer at a good old mark here this weekend. It's a rookie too. Hey, there, been a little while. Asking how I think Firestone might handle future contract negotiations with IndyCar. I don't know, I do know that I haven't heard from anybody a desire to go away from Firestone. So I believe unless something crazy happens, there will be a continuation with them when their contract. I think it runs out the end of 25, but I'm not totally, totally sure. We have some fun ones here. Brad asking why Ross, you didn't agree to a shorter contract. Got into this, I think a bit last week in the show, Brad. So you might listen to some of that, but I've been told that it really didn't matter where he finished at Monterey, for example. Like, even if you won the race, they had already decided to move forward with Christian Lindgaard. So not knowing how many years he was trying to get to begin with, I did ask Alex when I spoke to him after the news came out about the split. Like, no, you're not obviously gonna talk about dollars and cents, so on. But what were you thinking going into this negotiation? Or maybe with another team now that you need to, you're not old, but you're at a stage in your career where you probably got two big contracts left to sign. Are you thinking, hey, I'm maybe going towards a bigger dollar amount, more security, multiple years, 'cause so you get a little older, you tend not to get those big contracts again for as much, or what was the mindset? And he said, no, that's not what I was trying to do at all. That's not where my mindset is at all. I'm trying to go big on a contract now because I've got a finite amount of time left as a big earnings said, that really wasn't it. So Chris Koleiwick, Andrew Miller, Jeff Hildebrand, Jill Lyon, Cody Okwood asking if there's any non-iracing into our video game updates. Let me see if I can pin down our guy Mark Miles, always just a fountain of information. Sorry, if there was a sarcasm, but I could hit. Let me see if I can get that answered here. Ed Joris, John Wojnar, thank you for sending in your questions. Maybe next week I can get to some of those if we feel like I should do a slightly longer episode coming out of Iowa, will not be attending Toronto. We have chemo middle of next week. And yeah, that's gonna be my priority for starting middle of the week through. Yeah, next week and a half plus following. But anyways, thanks y'all for writing in. Thanks to Jerry once again for putting everything together. Huge thank you as well. And as always too, FAFT Technologies, run to motorsports.com and The Justice Brothers. And I will speak to y'all very soon. (upbeat music) (upbeat music)
