Welcome to the RACER Mailbag. Questions for any of RACER’s writers might be despatched to [email protected]. We love listening to your feedback and opinions, however letters that embody a query usually tend to be revealed. Questions obtained after 3pm ET every Monday might be saved for the next week.
Q: Blackbird 66 Mk.1: The place do you voice or register your assist for this design?
John Schira
MARSHALL PRUETT: Assist=registered.
Q: I needed to reply to the Blackbird 66 article. What a breath of contemporary air! What a show of sanity! Lastly somebody pointing in an clever course!
iRacing and Dallara did one thing alongside these traces in the course of the Covid period in designing and activating the Dallara iR-01 as a design train and subsequent use within the iRacing service. It is a fictional automobile, has outrageous specs and takes particular expertise to drive at its restrict. Although its of downforce DNA, the salient level is that as a mission, it was simply precisely the type of first step that’s postulated on this article.
I keep in mind Dallara/iRacing saying that the ultimate design was accomplished as a working set of drawings and specs that could possibly be used as-is to construct the automobile in actual life, ought to somebody provide some cash. It is nonetheless lively on iRacing right this moment, when you needed a peek.
That nexus of Dallara / iRacing / iR-01 may be one level to discover alongside the street to furthering the Blackbird 66 as a actuality.
Greg Smith
MP: The argument to peel all downforce from downforce automobiles is an previous one, and there’s some splendidly romantic historical past of Indy automobiles – the Fifties and early Sixties Roadsters period, particularly – the place zero downforce, lengthy wheelbases, decently highly effective four-cylinder Offy engines, and tall and thin tires made for nice racing and the modest use of drifting to navigate the corners.
Inside the completely different areas that made the automobiles what they have been, the tall/skinny tires, which have been on the leading edge of data and expertise, enabled the drifting.
The unsaid half within the superior Blackbird 66 piece can also be the previous counterargument to taking wings and downforce off of right this moment’s Indy automobiles, and that’s what occurs within the corners. The ’66 would weigh nothing and have 1000 horsepower, which is a dream. It could speed up like a Prime Gas dragster at Indy, at Lengthy Seaside, and so forth. And would crawl like a turtle – in comparison with right this moment’s downforce automobiles – by the corners.
The absence of downforce means braking zones are considerably prolonged, so straights develop into shorter with reference to acceleration. Sure, the automobile is a missile in a straight line, however has no downforce to gradual the factor, so say hey to leaping off the throttle looooong earlier than the nook arrives.
And with no downforce to hold that missile-like velocity by the sharper turns, you’re at a low velocity and needing to rely solely on mechanical grip to get by the corners. And that could possibly be enjoyable, supplied a tire producer desires to go away from all the things they do right this moment with comparatively low-profile sidewalls.
The final time we had superior drifty open-wheelers was in F1 within the Nineteen Seventies (till Lotus introduced floor results and big downforce into the sport). The automobiles have been very mild, had 500ish horsepower, and likewise had wings – usually very giant wings – and the rear tires have been very vast. However additionally they stood tall – had big sidewall profiles – and seemed and behaved like balloons. With the downforce serving to to maintain the automobiles beneath management, they could possibly be pushed sideways within the slower and medium-speed corners; all hail the good Gilles Villeneuve, who made his identify because the world’s pre-eminent F1 drifter.
So, sure, if a Firestone or one other model needed to wind the clock again 50 years with tire sizing and building, I’m positive you possibly can replicate the Villeneuve manner with the 66. It’s additionally value noting that whereas the drifting was cool, the automobiles weren’t notably quick in these corners, so if fashionable followers are good with the 66 behaving like a dragster on the Indy 500 between the corners and seeing a steep drop in velocity as soon as they get near the corners and softly pedal by them, this might work.
For many who are all in regards to the velocity – the visible velocity and seeing Indy automobiles do greater than go quick in a straight line – there’s a priority. I’d like to see this automobile come to life. I’ll be the primary man there to assist construct it and crew on the factor. I simply don’t need people to get misplaced within the romanticism of all of it with out acknowledging that 20-inch vast rear tires aren’t a cure-all for the corners.
Doing 275 mph from Flip 4 to Flip 1 at Indy could be mind-blowing for drivers and followers to expertise. Seeing drivers hammer the brakes quickly after the beginning/end line and limp by Flip 1 at 175 mph? That’s the half I battle with.
Determine a compromise on tires to permit drifting, and possibly that’s the magic repair that brings the 66 idea to its full potential. One thing must tie the straights and corners collectively so it isn’t a case of explosive velocity adopted by deploying the parachute, time and again.
In any other case, the all-fun on the straights and comparatively-slow-as-hell in every single place else feels off.
Hildebrand’s Blackbird 66 idea was an prompt hit with readers. Picture by Patrick Faulwetter
Q: Please, please, please, somebody construct a racing collection primarily based on JR Hildebrand’s Blackbird 66 Mk.1. As a a lifelong fan of non-wing dash automobiles on dust, there isn’t a purer type of racing than over-powered automobiles scrabbling for traction. Seeing Hildebrand’s (and Gurney’s) automobiles in motion could be magical.
Ned Smith
MP: Amen.
Q: I used to be enthused to learn Hildebrand’s piece on the Blackbird. I’ve thought for years that eradicating or, at the least limiting, wings and downforce would enhance racing in a number of methods, together with permitting automobiles to extra simply comply with and cross and permit a bigger vary of driving kinds to be aggressive. If braking distances improve, I feel that may additionally make for higher racing. Most of us don’t drive automobiles with large wings or different downforce-producing gadgets, so issues may be extra intuitive as properly. Arguably, energy unit traits develop into extra vital, so maybe it might improve producer curiosity. If IndyCar have been to go on this course, it might present an apparent differentiation from F1 and negate the notion that they’re a lesser class.
What are your opinions?
May a discount in aerodynamics enable lesser-funded groups nearer to their well-funded opponents? How would you count on the sanctioning our bodies, groups and drivers to react? Or have they already? How would one construction a conversion schedule if the method have been accepted?
Jack
MP: I really like the idea, with the questions raised above as the one caveats. Additionally, it’s wonderful how in a different way an idea is obtained when it doesn’t appear to be an grownup toy.
My late good friend and hero Dan Gurney, who JR cites because the inspiration for the Blackbird 66, was centrally concerned with the DeltaWing design created by Ben Bowlby, and like JR’s automobile, its core idea was one in every of excessive efficiency by an absence of massive aero and a deep dedication to excessive drag discount.
The DeltaWing made downforce, after all, however solely sufficient to nook with the very best of its rivals. The place the 66 differs most is the usage of a raging engine; the DeltaWing went the Colin Chapman route with lightweighting as one other core tenet; it had a tiny and bespoke four-cylinder turbo from Ray Mallock Restricted within the again and wasn’t trying to go full-rocket just like the 66.
Basically, no, lowering issues does nothing to assist smaller groups draw nearer to larger groups. The transient intervals the place the taking part in discipline is barely leveled is when a brand-new formulation is launched. And that’s because of the zeroing of time and information between all groups with that new formulation. As soon as the larger/higher/wealthier groups have sufficient time to be taught and grasp the automobiles, which occurs at a quicker fee for them, they draw back from the smaller groups. In addition they are inclined to have a head begin on the training course of since they’ve extra individuals, and more cash, and extra experience. You’ll get a small crew or two that can overachieve and convey some early surprises, but it surely doesn’t final.
The article is per week previous, so I wouldn’t count on a enjoyable and superior idea to make a significant affect on how IndyCar, or F1, or some other open-wheel collection goes about its planning for the longer term. F1 has a brand new formulation on the way in which for 2026 and IndyCar is properly down the street on its new automobile for 2028.
Bowlby and Chip Ganassi constructed a DeltaWing prototype (it was a present automobile, to be correct, not a functioning automobile), introduced it to the Speedway in the course of the month of Might, and put it on show on the base of the Pagoda in 2010. It had loads of onlookers, quite a lot of (myself included) who beloved the unconventional method to what the following Indy automobile could possibly be (whereas acknowledging its likeness to the Ace and Gary-mobile from SNL’s Ambiguously Homosexual Duo cartoons), and it was summarily rejected by IndyCar.
If the Blackbird 66 goes to have an opportunity in the true world, it must be constructed and run and demonstrated as one thing wonderful to undertake by sanctioning our bodies, which remains to be unlikely to occur since F1 and IndyCar desire to do their very own factor, or for a rich lover of racing to put money into and type a brand new racing collection utilizing the 66 formulation.
Q: I’ve talked about this earlier than, but it surely looks like this advertising thought can have some legs now. With FOX being an IndyCar companion now, how about IndyCar use a few of that leverage to place a present automobile or two at each NFL stadium? QR code on the automobiles with the IndyCar schedule, in addition to ticket shopping for alternative for the closest race or the five hundred. Looks like a pure to me.
Vincent Martinez, South Pasadena, CA
MP: It’s an incredible concept that turns into possible firstly of the 2027 NFL season.
Till then, groups might be utilizing their Dallara DW12s to race, and as soon as the season finale occurs in late August/early September of ’27, you’ll have 100-plus DW12s with no goal and no vital worth, which makes blanketing the nation with Indy automobiles for promotional functions an choice. Who pays for the entire ongoing transportation, establishing, and activations from occasion to occasion? That half wants a solution.
For many groups proper now, they’ve at the least one present automobile, however these are usually in use at sponsor features and whatnot all through the offseason. Once we hit the offseason in 2027, proper because the NFL season is beginning, there might be fleets of DW12s that may be deployed to each NFL stadium, faculty soccer stadiums for FOX’s Saturday video games, MLB parks as baseball’s season winds down, and wherever else FOX Sports activities may have its cameras.
Q: I learn a observe revealed to clarify what Ed Carpenter Automobile Elements means. Ed Carpenter has a enterprise that makes particular components just for his IndyCar race automobiles, not for public gross sales. It didn’t make clear precisely what which means. I assume it means the corporate has designers and fabricators in-house who design components to exchange the unique bodywork supplied by Dallara to enhance aerodynamics.
A number of the different groups do the identical sort of fabrications (I imagine RLL, Andretti, Penske and Ganassi have functionality to make {custom} parts to realize small benefits in velocity). There must be guidelines established by IndyCar and possibly Dallara for security causes concerning the bounds in changing sure parts. Neither company would need to endure the dangerous press created by a alternative element failure leading to harm to anybody on the scene of a crash.
My query is, what are the constraints for making and utilizing custom-made replacements which will embody suspension parts?
T. Grimes
MP: When writing in to quote and reference one thing, it helps to share a hyperlink to no matter it’s, since there’s no context as to whether this “observe” was posted yesterday or 10 years in the past. I couldn’t discover it by way of Google, as properly.
I’ve no information of ECR beginning a second enterprise to make IndyCar components for its primary enterprise. Each crew has a machine store and composites store to deal with the manufacturing or restore of no matter is required associated to their automobiles and assist tools.
Relying on the 12 months and period, groups have been allowed to make a number of the parts on their Indy automobiles, after which we’ve the present state of affairs the place groups aren’t allowed to make most issues for his or her Dallara DW12s, together with suspensions, with exception for anti-roll bars.
Q: To counsel another for IMSA’s FCY in response to the concerns of the King of Lower Ellsworthia, why not simply retains the pits closed for FCYs? I do know, the groups love the flexibility to pit, however the issue of those longer FCYs is the big delays because of the shuffling of the automobiles and courses.
So, screw ‘em. Preserve the pits closed. When you want emergency service, these guidelines apply. In any other case, you possibly can pit when it goes inexperienced. It’s honest for all of the opponents and eliminates a minimal of two laps (and possibly extra) for each FCY process.
Is it much less of a visible spectacle? Perhaps. However I’ll commerce the mayhem of a full pit battle for further inexperienced flag operating each time.
Additionally, for reshuffling automobiles, in Tremendous GT I keep in mind the collection parking the GT500 class on the principle straight, then letting the GT300 class cross them and are available round in order that the grid could possibly be reshuffled in a single lap. IMSA may do the identical. After which in the event that they needed to handle lapped automobile wave-arounds as properly, after the GTP class parks on the principle straight, make the GTD courses park on the again straight, after which the wave-around automobiles can simply cycle to the again of their respective courses. Then restart the courses in sequence they usually can all be part of up as a re-formed and sorted discipline inside a single lap. Or is that too bold?
Duncan, Ottawa
MP: I’ve had the identical thought on closing the pits and making everybody pit when it goes inexperienced. One thing to think about on why IMSA doesn’t do that’s the measurement of its automobiles –specifically the lengthy and vast prototypes – and the scale of the pit containers they’ve to make use of are most races, which is within the vary of 19-20 toes lengthy. Some occasions have longer containers within the 22-foot vary, however these are rarities.
Why does this matter? We get right into a critical numbers drawback every time there’s three or 4 courses competing and the entry listing is 35 to 50-plus automobiles deep.
We see how excruciatingly tight issues might be at many IndyCar races with 27 automobiles with numerous steering lock to get out and in of the pit containers. Double that quantity of automobiles, and with fenders, you don’t get the acute steering angles to play with like open-wheelers, and that’s a recipe for lots of issues entering into and out of pit containers with a whole discipline of IMSA GTP/P2/GTD PRO/GTD automobiles pitting on the identical time, and locations numerous crew members on the lane and within the cramped areas automobiles use to navigate their manner out and in of the stalls.
In order that’s why they break up the courses and keep away from jamming everybody in collectively and danger groups shedding a number of time, to not point out having an enormous mass of humanity on the lane. I do know it was finished this fashion previously and people managed. Figuring out how all the things is so tightly regulated right this moment with minimal pit cease instances and managed refueling instances, the place no one is keen to give up a fraction of a second – which is completely different from the mindset when all people pitted on the identical time – I perceive why it’s finished this fashion.
Q: Any rumblings with reference to Honda’s relationship with IndyCar? There was some extent earlier this 12 months the place it was the dominant story in IndyCar. I’m hoping it’s a superb factor that we haven’t heard a peep of latest.
Will Zoeller
MP: Once I final requested about two weeks in the past, Honda was nonetheless evaluating. As I continuously have to remind myself, we additionally haven’t heard from Chevy on its formal dedication to provide engines past 2026.
Watch this area. Matt Fraver/Penske Leisure
Q: Following the letter final week in regards to the IMSA yellow flag scenario, I’ve a query. When there’s a scenario the place there’s a FCY, why cannot the tempo automobile merely choose up the chief and the others maintain station behind the chief as they run? And if the chief, or anybody else for instance, decides to pit in the course of the FCY, then they arrive out the place they arrive out, and that’s the place they keep.
If the chief pits, the tempo automobile merely picks up the following automobile behind it, even when it’s a lapped GT automobile, for instance. Chances are high they might field, too. Then when the mess is cleaned up, we go racing – no losing time aligning the courses.
They race wherever from a dash to 24 hours coping with class racing, so they need to have the ability to cope with restarts all combined up. They’re single file restarts anyway, so it shouldn’t be that troublesome to do. Hoping they discover a resolution.
Dan
MP: To each “why can’t they” query, my speedy response is, “They’ll in the event that they need to.”
There’s no purpose they will’t do what you counsel or others counsel. It’s a matter of whether or not they like the concept or need to change from no matter they’re doing proper now on no matter subject.
Q: I used to be watching a report about Dan Wheldon’s accident, and the feedback raised a query about his entry in Las Vegas, given the problem of beginning final, and so forth. The query that arose is whether or not he was the one driver to just accept the problem, and if there have been different names thought of?
Concerning the 2026 season, do not you assume it might be superb for Rahal Letterman Lanigan to promote its constitution for No. 30 and put money into the opposite two automobiles, or since they misplaced the IMSA program, can they now focus extra on IndyCar once more?
Emerson Czerkawski, São Paulo, Brazil
MP: There have been others being thought of, together with Travis Pastrana. RLL’s sports activities automobile crew has gained extra races over the past 17 years than its IndyCar program, in order that aspect of the home is one thing to carry onto and discover a new producer to rent as its manufacturing facility crew.
The No. 30 had its worst season so far, and there have been rumors of the crew trying to promote its constitution, however these are false. The crew is testing Mick Schumacher on Monday on the IMS street course. Graham Rahal and Louis Foster have multi-year offers and are locked in for 2026. The one purpose to check Schumacher is to see if he likes the automobile and would need to be part of Rahal and Foster subsequent 12 months. Mentioned one other manner, if the crew was trying to do away with the third automobile, it might serve no goal to spend cash on operating Schumacher.
With that in thoughts, it’s clear to me that RLL is looking for a driver who will restore what it misplaced when Christian Lundgaard departed for Arrow McLaren. Axing the third automobile solely is smart if it will possibly’t discover somebody to convey it ahead within the discipline.
Q: Are the IndyCar groups allowed to combine and match tire compounds? For instance, put two laborious compound tires within the again and two softs within the entrance? Or put two delicate compounds on the left aspect of the automobile and hards on the suitable? And even higher, put a tough compound on the entrance proper and softs on the opposite three? Please advise.
Bob Grey, Canoga Park, CA
MP: They aren’t.
Q: Will the low season strikes put Andretti again into the combination? With the technical alliance between Andretti and Coyne convey VeeKay again into the fold?
Dino, New Hanover, PA
MP: Thus far, it’s shedding Nathan O’Rouke from the No. 26 timing stand in favor of a shop-based engineering function, so within the brief time period, no, I can’t see how that makes the crew stronger. He’s among the finest race engineers within the collection, and will definitely assist the crew in no matter function they create for him, however I wouldn’t count on it to have an instantaneous affect. It’s only a query of timing and when O’Rourke’s revised contributions might be felt.
Similar for Rob Edwards, who holds onto his crew management function till the top of the 12 months after which shifts to an overarching chief efficiency officer place that covers all of TWG Motorsports’ program, aside from F1. He’ll be new to that function and defining its scope on the identical time, so like O’Rourke, it’s laborious to say an instantaneous uplift might be skilled in IndyCar.
Ron Ruzewski, who’ll take over from Edwards in January, is the one individual whose change I count on to have an prompt affect. He’s arriving from Crew Penske the place his title was managing director, and that’s the identical title held by Chip Ganassi Racing’s Mike Hull, which speaks to how vital Ruzewski was to Penske’s success. He’s been given the title of crew principal at Andretti, which is only a completely different identify for what he was doing at Penske.
His deep race engineering background and technical director-level stature at Penske might be a brand new side for the chief of Andretti’s IndyCar program, in order that’s a acquire, after which you have got the apparent half, which is realizing Penske’s playbook in and out. All of the methods Penske prepares its automobiles for the Indy 500 and does no matter it does to be particular in every single place else is within the reminiscence banks of the individual in command of Andretti’s three-car effort, which incorporates Will Energy, who Ruzewski labored carefully with at Penske.
The one draw back is Ruzewski’s on gardening depart till the top of the 12 months. If he was capable of plug himself into Andretti right this moment, there could be a bigger alternative to form its offseason engineering R&D program and some other areas he sees as needing enter. Beginning on Jan. 1 will push that timeline again, however sure, the crew ought to be extra aggressive with him in the home.
I am anticipating VeeKay to go to Juncos Hollinger Racing.
That is the smile of a driver who is aware of he has a experience for subsequent 12 months. Chris Owens/Penske Leisure
Q: I’ve adopted the Cadillac F1 information and the announcement of drivers. The half that I have not heard something about is Herta the take a look at driver.
Is he lined as much as a F2 crew for subsequent season? Are any of the present groups to having him with them or is there going to be a brand new crew for him to drive for?
Michael Kraemer
CHRIS MEDLAND: The final info I had was that the crew was not but absolutely confirmed, however there was a shortlist of three. Drivers must convey finances to a seat in F2, so there was a suggestion that maybe among the numbers being quoted have been inflated, resulting in it taking a bit of longer to finalize.
It is going to be an present crew as there isn’t a announcement of a brand new crew getting into F2 subsequent 12 months, or a present one being bought/rebranded (although it will possibly occur at brief discover). I imagine nearly all of groups have been very excited about operating Colton Herta, however some have been additionally barely cautious of the elevated scrutiny and strain that might come alongside that.
Q: Colton Herta hasn’t introduced which F2 crew he’s driving for subsequent 12 months, which goes to have a huge impact on expectations, however what does a superb 12 months in F2 appear to be for Colton subsequent 12 months?
On one hand Herta is much more skilled at racing in a excessive degree in comparison with the typical F2 driver, however on the opposite he has much less expertise on the tracks in comparison with nearly everybody else within the discipline.
Is it reasonable for him to be a title contender?
Will, Indy
CM: Truthfully, no, I don’t assume it’s reasonable for him to be a title contender. That’s not all the way down to an absence of expertise, however expertise in comparison with those that might be combating for a title. You’re proper that the crew he finally ends up with will play a significant function – you want the tools to be dependable and to have good engineers round you – however I personally would view subsequent 12 months as a studying season for Colton to realize monitor expertise and get to know the automobile and setting once more.
Then I’d count on him to be combating for the title the next season, earlier than trying to step as much as F1 in 2028. That might enable Cadillac to search out its toes, too, and the expertise of Valtteri Bottas and Sergio Perez to actually assist with the crew’s growth earlier than contemplating any adjustments to the line-up.
Q: The following set of F1 guidelines appear to be getting increasingly more unfavorable publicity (even with, I think about, F1 placing strain on drivers to restrict any unfavorable commentary to the press). However trying ahead to the next set of rules, is it time for F1 to be much less prescriptive?
For instance, with the success of the fee cap, may this be expanded to engine producers too, however they’re then given freedom on engine measurement and kind? Then groups would have extra notable strengths and weaknesses. We may see V12s and V8s vs smaller turbo V6s. With a strict price cap, groups gained’t be allowed uncontrolled spending and growth.
For the general automobile, cut back the minimal weight to 550kg, for instance. It may not be doable to succeed in that weight, but when groups must cross the strict crash checks then groups can develop a lot smaller lighter automobiles or ones which can be barely bigger (however nonetheless smaller than present era).
Lastly, may there be extra testing choices, if groups need to do testing then there may be an related price they usually should additionally sacrifice wind tunnel and CFD growth time. This opens up completely different methods, and so forth.
This may by no means occur however could be good to have extra open guidelines and automobiles which can be identifiable to a crew even when they’re painted black. (Ultimate level: Can the FIA drive groups to have the automobiles in gloss/chrome end? The matte colours and quantity of carbon make the schemes a lot duller).
Richard, UK
CM: I do love the concept of freedom for engine producers, and it has been mentioned previously, however the concern is one sort of engine would emerge because the dominant one, and both you’d must develop the identical measurement, or pull out of the game if that wasn’t in step with a producer’s wider method. The one method to realistically keep away from that occuring could be by Stability of Efficiency (BoP), and as prescriptive as F1 has develop into, that’s one thing it isn’t eager on.
You’re additionally proper, Richard, that 2022 did see the automobiles develop into extra prescriptive than previously, however that was to each attempt to encourage nearer racing and restrict how a lot a automobile was influenced by soiled air. You may not imagine it, however each have been achieved – your entire grid is usually lined by lower than a second over a qualifying lap – however in creating a more in-depth discipline, there aren’t the efficiency differentials that result in overtaking.
With out these, then a smaller quantity of soiled air has a much bigger affect, as a result of the automobiles are already carefully matched. For instance, when you misplaced 0.5s per lap operating behind one other automobile 5 years in the past, however had a 1.0s per lap benefit, you’d have a greater likelihood of overtaking. Whereas now, when you lose 0.25s per lap behind one other automobile, however solely have a 0.5s per lap benefit, the tempo benefit just isn’t sufficiently big to make a transfer.
Selection in automobile design and engine specs would create greater differentials to permit extra overtaking, however that may additionally open up the potential for much more races the place there are large gaps between automobiles.
It’s at all times going to be imperfect whether or not you go for the extra prescriptive route or much less, however the place I completely agree with you is that the automobiles ought to be smaller. Very merely, that provides them extra room to race in on present tracks, which undoubtedly wouldn’t damage.
In your ultimate level, technically the FIA may try this in the event that they needed – they might write it into the rules! Which I feel was kind of prompt at one level, within the type of mandating a share of the automobile that couldn’t be carbon. However making it simpler for groups to fulfill the load restrict would even have a useful affect on liveries.
THE FINAL WORD
From Robin Miller’s Mailbag, October 8, 2014
Q: Final week in the course of the press convention for the Japanese GP, all of the drivers have been requested what probably the most highly effective automobile they’d pushed by age 17. Sebastian Vettel talked about that he examined a Champ Automobile at that age. This is able to put it round 2004 or ’05. I’ve by no means heard something about this take a look at, so do you have got any details about the place it was and who he was testing for
Artem, Kitchener, Ontario
ROBIN MILLER: He was the Formulation BMW champion and earned a take a look at in Derrick Walker’s Champ Automobile at Homestead’s infield course. Right here’s a quote from Walker: “He was bloody spectacular and I informed any person ‘That child could possibly be Formulation 1 champ some day.’” Good name, D.W
