SONOMA, Calif. – The Saturday morning news conference at Sonoma Raceway symbolized both what was going well and what currently lacked for many in the Verizon IndyCar Series one day before the final race of the season.

There was team owner Roger Penske, who was assured a team championship with Simon Pagenaud and Will Power the only drivers statistically viable. There was billionaire John Menard in the center, present to announce that his home improvement centers would return for 10 of 16 races aboard the car of Pagenaud, who smiled for multiple reasons on the right side of the table. Pagenaud was smiling again on Sunday after winning a first IndyCar championship.

Bringing another monied sponsor with a storied history in the sport, good. Bringing it back to Penske, an owner whose drivers have led the standings after 43 of the last 44 races, winning two of the last three championships, good for Penske and Menard. Probably not so good for his competitors, who had seen IndyCar’s top team win 10 of 16 races in 2016.

In a season of what stakeholders see as promising growth, Penske continued to grow and stay in front.

“I wish I was Roger,” team owner Bobby Rahal admitted.

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Penske bringing Menard aboard demonstrated the gulf between not only the haves and have-less, but the upper crust of the series. Target’s ubiquitous red and white bulls-eye will be peeled from four-time champion Scott Dixon’s livery as the sponsor, after a 27-year relationship with Chip Ganassi Racing in IndyCar, opted to focus solely on his Sprint Cup team. Penske, meanwhile, continues to leverage his large business empire to keep his team secure.

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Mark Miles, chairman of Hulman & Co., parent of IndyCar, said unlike last season, he does not fret the viability of teams because of sponsorship shortfalls. That wasn’t the case after the 2015 season, he said.

“We want it to be easier to bring more sponsors in that are more able to activate all the time, for all the teams, and that’s the overall environment that’s created by the overall success of the series,” Miles said, noting that the series added nine sponsors this season. “But everybody’s doing pretty well. Last year at this time there were two or three cars I was worried about coming back and I don’t feel that at this moment. And that’s really an indication of sponsorship.”

But even Penske is not immune to economic reality, citing sponsorship as a reason why Juan Pablo Montoya might not return, and suggesting that he could reduce his lineup to three cars unless the proper driver-benefactor relationship could not be found.

There has been progress for other teams however, linked to a perception of the series. DHL renewed its contract with Ryan Hunter-Reay and Andretti Autosport a year early, through 2020, with chief executive officer Mike Parra expressing potential races in China, the Middle East and Australia as key factors. Parra said he and Andretti spoke with Miles two weeks ago about the prospects of events in India and Montreal.

Aero straight

Series officials believe that re-establishing a universal aerodynamic body kit in 2018 will entice a third manufacturer to enter the series, and Chevrolet and Honda officials welcome the idea. Miles said the series has “three on-going conversations at the moment” with potential new engine-makers.

“… while they had great benefits they also are expensive,” Chevrolet director of motorsports Mark Kent said. “And we believe that was a deterrent to new engine manufacturers because not only do they have to invest in developing an engine, but they’d have to invest in developing an aero kit. And trying to come into a series where Honda and Chevrolet already have a couple years experience on the aero kit could put them at a competitive disadvantage. So if you eliminate the aero kit part of it then hopefully it will be more attractive from the pure engine side.”

IndyCar president of competition and operations Jay Frye said the new aero kits would be designed to increase mechanic grip over dependence on aerodynamic grip. An early design could be developed within 30 days, he said.

“It’s more now conceptual with performance targets to it,” Frye said of the current state of design. “We probably have five different iterations or groups that are looking into this for us. … We know what we want to do performance-wise, we know what we want to do with the basic look of it, to have the car have more bottom-end downforce. Right now there’s a lot of turbulence behind them and this would eliminate that. Maybe more of a historical look. Maybe lower engine covers. Right now the aero kits, there’s a lot of parts and pieces and a lot of debris possibilities.”

Frye said the series also is considering “deregulating some things” to allow teams to innovate “smartly.”

This, in theory, will help teams divert more funds toward leveling competition as universal kits will also save teams and manufacturers parts and developmental cost. Rahal estimates his one-car team spends between $300,000-$500,000 yearly on the current kits.

Progress

Packing an estimated 350,000 fans into Indianapolis Motor Speedway for the 100th running of the Indianapolis 500, popular re-engagements with traditional venues Road America and Watkins Glen, plus improved television ratings, seems to have engendered an optimism heading into the offseason.

As does, team owner Michael Andretti said, the current leadership, saying “I think they have a plan for the future, which is something they never really had.”

IndyCar will begin negotiating its next television package with NBC Sports and ABC in 10 months, Miles said.

“I think there certainly (are) continuing challenges,” Rahal said, “but I think, no doubt, the series has gone up. I still say the racing is second to none. I feel like we can say we made some progress as a series this year.”