Opposite lock or counter-steer: The manner of catching a tail-end slide by turning the front wheels in the same direction as the rear is sliding, and therefore away from the apex of the turn.
Ovals: Often not quite oval and always driven in an anti-clockwise direction. Until 1973, the Indy car championship included races on dirt-surfaced ovals with specific front-engined dirt cars that looked vastly different from the contemporary traditional IndyCars. But these days, all IndyCar ovals are paved tracks and they often have a varied degree of banking from corner to corner, and some are bumpier than others. The bigger ovals – those of two miles or more, such as Indianapolis Motor Speedway, Auto Club Speedway in Fontana and Pocono Raceway – are referred to as superspeedways. Pocono is particularly unique as it is a tri-oval, in other words, it’s triangular.
Oversteer: If it’s corner-entry oversteer, it’s when the rear of a car swings out – usually prompted by coming abruptly off the throttle and turning into the corner – and follows the laws of centrifugal force rather than the path of its front wheels. Power oversteer is caused in a rear-wheel-drive car by the driver breaking traction when he applies excess power, causing the tail of the car to swing out wide. He might do this deliberately in order to help pivot the car more quickly in the corner to the straight-ahead position while also getting the engine revs to their peak power delivery sooner. Either form of oversteer may also be referred to as “loose”, and will be counteracted by opposite lock or counter-steer.
Pitch-sensitive: Low pitch-sensitivity is what car designers and engineers aim to achieve and what a driver wants from his car. A pitch-sensitive car will transfer its weight too easily when going over bumps while under g-loads – longitudinal (braking and accelerating) and lateral (cornering) – because of the constantly varying gap between its downforce-creating underbody and the track surface. This leads to handling inconsistencies throughout a turn, forcing the driver to go slightly slower than he’d wish or risk spinning.
Qualifying session: The session that decides the order in which the cars line up on race day, with the fastest at the front and slowest at the back. The drivers compete not against each other, but against the stopwatch. The driver who is fastest claims “pole position” and is described as the polesitter.
Red flag: If a race is halted due to unsafe track conditions – this is most often seen if an oval race is struck by rain – and it is before the halfway mark and there’s no chance of the weather clearing up, only half-points are awarded. Should it be past the halfway point in the set number of laps, the race can be declared over and full points are awarded. However, officials usually try to give the fans full value for money, and therefore they will attempt to restart the race if there’s a window of opportunity in the weather.
Red/option tires and black/primary tires: In IndyCar, Firestone offers two different rubber compounds. The red-sidewalled tires offer more grip but usually wear faster, and are almost without exception the tire of choice for setting qualifying runs. The black-sidewalled tires provide less grip but are more durable. IndyCar insists that any driver completing race distance must have used both compounds for at least two laps, the only exception being in a wet race, when treaded tires (as opposed to the bald red or black “slicks”) are used.
Road circuits: Permanent facilities, featuring left- and right-hand corners of varying radius and therefore varying speed and usually featuring a lot of undulation. These tend to be smoother and more consistently surfaced for the simple reason that they are used far less, and mainly by specialized racecars.
Rubbered in: A track described this way is one where the surface is bonding with the sticky slick tires of the racecars, and is gaining rubber where the cars are braking, accelerating or putting their tires through lateral loads. The track picks up the tacky rubber of the passing cars and offers increasing amounts of grip. The opposite of this is “green”.
Spec: Short for “specification” or “specified”. Used to describe anything prescribed by the series’ rules which cannot be altered. This can be applied to a whole car, or just parts of the car.
Street circuits: Exactly what their name suggests – temporary courses laid out on city streets using roads normally utilized by everyday traffic and incorporating left- and right-hand corners.
Timed race: Generally, IndyCar races are a set number of laps. However, there is a two-hour time limit, so if a race is slowed considerably by a great many caution periods behind the safety car while the track is cleared of debris, crashed cars, or heavy downpours, the race will be called on the first lap after the two-hour maximum is reached.
Track: As in the track of a car – the distance between its front wheels and the distance between its rear wheels.
Understeer: When the car doesn’t follow the trajectory ascribed by the front wheels, and instead scrubs the front tires laterally. It’s often referred to as “push” to explain the front tires failing to grip properly and instead trying to push straight on, away from the apex. On corner entry, it can be counteracted by braking to not only slow the car but also transfer more of its weight onto the front wheels to try and force the tires to bite harder into the asphalt. On corner exit, the understeer can be dealt with by either powering on through until the car is in the straight ahead position, which will wear the tires down more quickly, or by easing off the throttle a little until the front tires grip.
Wheel camber: The angle at which the wheels are set in relation to the road when viewed head on or rear on. If the wheels appear to be “tucking under” the car, that’s positive camber. In racing, you’re far more likely to see negative camber, where the wheels are splayed out. Although this puts more strain on the inner shoulders of the tires when traveling in a straight line, it means that, under hard cornering, the g-forces acting across the car will force the two outside tires into the “straight up” position, thus maximizing the surface area or “contact patch” of the tire on the asphalt. Were camber not set on the wheels, these same g-forces would cause those tires bearing the majority of the load to bend and tuck under the car.
Acknowledgements
Both of us would like to express our sincere gratitude to all who contributed directly to this book. In a somewhat random order (because neither of us have learned the alphabet), they are Elizabeth Power, Mark Webber, Ann Neal, Kathy Cannon, Marg Power, Bob Power, Roger Penske, Tim Cindric, Rick Mears, Helio Castroneves, Dave Faustino, Matt “Swede” Jonsson, Billy Vincent, Merrill Cain, David Hovis, Dana Smith, Derrick Walker, Rob Edwards, Brandon Fry, Oriol Servià, Kevin Kalkhoven, Jimmy Vasser, Richard Dutton, Alan Docking, Trevor Carlin, Phil Di Fazio, Daniele Rossi, Will Davison, Marcus Simmons, Mark Glendenning, Will Hagon, Kerry Fenwick, Trevor Owen, Bevan Carrick, Gary Hamilton, Stuart DeDear, Mark Larkham, Mike Borland, Steve Swope, Michael Levitt, Phil Abbott and Libero “Tony” Di Zinno.
In addition, the writer appreciates the love and support of Bertie Malsher, Sophia Lopez, Patty Lopez, Katharine Bush, Olive Malsher and Patrick Malsher. That latter pair, my parents, also deserve credit for triggering and then fostering my addiction to racing. I thank my brother Gerard for sharing that passion, and my sister Carolyn for tolerating it. Poor girl.
The following won’t realize how helpful they’ve been. Some were merely sane distractions, some were actively encouraging, while others remain regular sources of inspiration for many and varied reasons. Laurence Foster, Steve Shunck, Robin Miller, Gordon Cruickshank, Miguel Vega, Rob and Tina French, Joseph and Cathleen Lopez, Maggie Haley, Brian McEnnerney, Judy Kouba-Dominick, Stephanie Wallcraft, Madeline Wallcraft, Nadia Petrossi, Tanya Bailey, Edd Straw and Ashley Wilson.
I’d also like to add an extra ‘Thank You’ to the aforementioned Laurence Foster who, along with Paul Pfanner, Bill Sparks and Andrew Crask, cut me some slack in the last couple of weeks before this book’s deadline. They let me briefly turn my day job into a nine-to-five, which it emphatically isn’t. In fact, Andrew should get a ‘sorry’ along with that thanks.
&n
bsp; For helping me regularly work into the wee small hours of the morning, I must acknowledge the fuel of Pepsi Max and any Colombian coffee I could find. For allowing me to remain undistracted by lyrics while still able to enjoy stunning music, all credit should go to Booker T. & the M.G.s, Art Tatum, Ben Webster and Oscar Peterson.
Talking of late greats, I can’t fail to mention one of the finest and most level-headed people I ever met in racing. Dave Hollander, ex-CART/Champ Car Safety Crew member, who died while this book was in its planning stage, was a rock-solid supporter of this sport, and his dedication to his job equaled Will Power’s to his. I’m not sure there’s any finer compliment.
Finally, thank you to my original and best English teacher, Bill Gribbin, for teaching me the love of language, and to Nigel Roebuck for showing us all how to apply great writing to this greatest of sports. Unfortunately, he’s made the rest of us look like amateurs.
Photo Section
Marg Power with Will as a baby. “With William, I thought I’d died and gone to heaven . . . He was very, very content.”
The Power boys: Damien, Ken, Nick and Will (at top). Marg recalls, “Will tried to do everything Nick was doing, so maybe that was where his competitive streak came from.”
Driving his Datsun 1200 coupe in 1994, Will made an inauspicious debut in dirt-track racing. “He was dog slow,” recalls Bob, “and I remember thinking, ‘Shit, he’s got a long way to go.’ We had no idea there was a mechanical problem until after.”
Will and Nick with Formula Fords at Morgan Park, Warwick, in 2001. For Will, one drive in a Formula Ford was enough to decide that “I wanted to do this for the rest of my life.”
The Formula Ford team at Queensland Raceway in 2001: from left to right, Peter Verheyen, Bob Power, Will Power, former driver and sponsorship agent Stuart DeDear, and mechanic Trevor Owen. “Will’s still the fastest and best I’ve ever dealt with,” says DeDear today.
Will on the grid with Bevan Carrick, driving for Carrick’s team at the Formula 3 Gold Coast race in 2002. Will was hugely impressed by the cars – “so easy to drive compared with Formula Holden” – and Carrick’s “slick organization”. (Photo: Bevan Carrick)
Will and Bob Power in 2002 at Winton for the last round of the season. Says Bob of this period, “Will just seemed to attract people who I’d describe as real racer’s racers. They liked the way he drove, his attitude to always go for it, and they liked his attitude to work.”
Will readying himself in the cockpit of the Fortec Motorsport Formula 3, as his then girlfriend Kerry Fenwick looks on.
Will was delighted when Bevan Carrick and Andrew Clifford flew to England in 2003 to watch him race in Formula 3. Gathered together here are, from left to right, Will Davison, Bevan, Will, Gary Hamilton, Davison’s girlfriend Amber, Kerry Fenwick and Andrew. (Photo: Andrew Gifford)
Will with the Alan Docking Racing team in 2003. Will had a frustrating season with ADR, narrowly missing out on wins on several occasions. “Balancing talent with aggression didn’t come easy to him,” says Docking, seen here at left, “but I knew one day he’d be a star.”
Will with Paul Stoddart while testing a Minardi Formula 1 car at Misano, Italy. “The first couple of laps absolutely blow you away,” Will recalled later. “You can’t believe the horsepower.” (Photo: Kerry Fenwick)
Despite grappling with technical issues in the new Renault cars, Will scored his first victory in Europe in the WSR at Le Mans in 2005. (Photo: Kerry Fenwick)
Trevor Carlin, Will Power and Mark Webber in 2005. Carlin and Webber played key roles in boosting Will’s prospects. Says Webber, “I wanted him to reach his potential . . . I loved his fiery, competitive nature.” (Photo: Kerry Fenwick)
Will celebrates his first Champ Car career pole at Surfer’s Paradise, in 2006, with Team Australia boss Craig Gore. “I felt pretty lucky about my start in Champ Car,” says Will today. “I’ll always be grateful that Derrick Walker, Craig Gore and John Fish created that opportunity for me.”(Photo: Dan R. Boyd)
Strictly business: Liz gathering quotes after practice in San Jose. “Derrick had told me to befriend the guy, so it was a bit of a gray area.” (Photo: Dan R. Boyd)
Will and Liz on the podium in Mexico City in 2006. Derrick Walker had just found out about their relationship and insisted on them being photographed together. “The pair of them broke all my rules,” jokes Walker today. (Photo: Dan R. Boyd)
The close-knit Cannons at Elkhart Lake Champ Car World Series race: from left to right, Kathy Cannon, Matt Cannon, Julie Krause (Matt’s then girlfriend), Billy Cannon and Bo Cannon. Though Bo was to witness only one of Will’s victories, he was hugely supportive. “That boy’s going places,” he’d say.
Will on top of the podium for his first Champ Car career win at Las Vegas in 2007 – the first ever IndyCar win for an Australian driver. Especially satisfying for Derrick Walker, seen at front in the white shirt, it was Walker Racing’s first victory in eight years. (Photo: Dan R. Boyd)
Will with KV Racing co-owner Jimmy Vasser in Kentucky, 2008. As a former driver, Vasser had a keen appreciation of Will’s uncanny consistency: “He’s just one of those freaks of nature, man.” (Photo: Dan R. Boyd)
The KV Racing team after Will triumphed in the last-ever Champ Car race at Long Beach in 2008. Recalls team co-owner Kevin Kalkhoven, “I took that car at the end of the day and put it in my collection. I refused to even let it be cleaned.” (Photo: KVRT Racing)
Mario Dominguez, Will, Kevin Kalkhoven and Franck Montagny after the final Champ Car race at Long Beach in 2008. “Will’s victory that day was a very fitting way to go out,” says Kalkhoven today. (Photo: Lesley Ann Miller)
A KV debriefing after practice in Nashville, 2008, attended by, from left to right, Dave Faustino, Oriol Servià, Garrett Mothershead, Will, Olivier Boisson, Yves Touron and Alex Castrounis. Will and Servià developed a particularly close relationship. Says Servià today, “The respect that grew between us . . . transformed into a natural friendship that I feel will last a long time.” (Photo: Paul Webb)
Will with team boss Roger Penske in Toronto in 2009. Will saw driving for Penske as the chance of a lifetime: “There was nothing else on my radar. I was 100 per cent focused on staying at Penske and proving myself to them.” (Photo: Dan R. Boyd)
In his debut for Penske, Will filled in for the team’s top driver, Helio Castroneves, driving Castroneves’ No. 3 car at St Petersburg on 5 April 2009. In a solid, if unspectacular performance, Will came sixth. “I’m sure I just looked okay.” he said later, “Not bad, not good.” (Photo: Dan R. Boyd)
Will in the victory circle after his first win for Team Penske, at Edmonton in 2009. The race had been a “dream scenario”, with Will leading for 90 out of 95 laps. (Photo: Steve Swope)
Down to earth: Will after breaking his back in a crash at the Sonoma Raceway in 2009. His recovery was slow, but steady and determined. “There’s a real core of steel in him,” said Kathy Cannon.
Back on top: Will celebrates on the podium with Ryan Hunter-Reay and Vitor Meira after winning the inaugural Brazil race in 2010 – his first as a fulltime Penske driver and his first after breaking his back in Sonoma. (Photo: Steve Swope)
“Oh, I had flashbacks,” says Will of his 2010 Sonoma race, a year to the day after his accident. Victory brought not only intense satisfaction but also the Mario Andretti Road Course Championship. Appropriately, Will and his team celebrated with Andretti, seen here at center, as well as, at left, one of Will’s biggest fans, Brian McEnnerney. (Photo: Steve Swope)
Will and Liz wed at Maui, Hawaii, on 17 December 2010. From early on, says Liz’s mother Kathy, “we had no fear for their future at all. Will so genuinely and clearly had Liz’s best interests at heart.” (Photo: Christian Cook)
Through 2011, Will’s performances improved steadily. At Barber Motorsports Park in Birmingham, Alabama, he led from start to finish in his No. 12 Verizon car. (Photo: Dan R. Boyd)
Will on the podium at Sonoma in 2011 with Hel
io Castroneves, Roger Penske and fellow Australian Ryan Briscoe. Will’s second victory in a row at Sonoma was also Team Penske’s one and only 1–2–3 with this trio. (Photo: Steve Swope)
The fatal crash at Las Vegas in 2011 that resulted in the death of Dan Wheldon. Will’s car is flying through the air at center left. (Photo: Phillip Abbott, LAT/USA)
Flying high: Will hit new heights in 2012 in Brazil, winning that race for the second year in a row and enjoying three back-to-back victories. But the effects of the Las Vegas crash lingered: “He still had these ups and downs,” remembers Liz. (Photo: Steve Swope)
Magic moment. Guest driving in the Gold Coast V8 Supercar race in 2012, Will came third behind Will Davison (center) and Jamie Whincup. Recalls Davison: “Jamie said, ‘Look, it’s the Formula Ford class of 2001, reunited eleven years later!’ so we got some cool photos.” (Photo: Mark Horsborough)
The Sheer Force of Will Power Page 31
