Welcome to the RACER Mailbag. Questions for any of RACER’s writers might be despatched to mailbag@racer.com. We love listening to your feedback and opinions, however letters that embody a query usually tend to be printed. Questions acquired after 3pm ET every Monday will likely be saved for the next week.
Q: Blackbird 66 Mk.1: The place do you voice or register your help 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 path!
iRacing and Dallara did one thing alongside these traces throughout 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 automotive in actual life, ought to somebody provide some cash. It is nonetheless energetic on iRacing right now, in case you needed a peek.
That nexus of Dallara / iRacing / iR-01 is likely to 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MP: The argument to peel all downforce from downforce automobiles is an outdated one, and there’s some splendidly romantic historical past of Indy automobiles – the Fifties and early Sixties Roadsters period, particularly – the place zero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 innovative of data and know-how, enabled the drifting.
The unsaid half within the superior Blackbird 66 piece can be the outdated counterargument to taking wings and downforce off of right now’s Indy automobiles, and that’s what occurs within the corners.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 High Gas dragster at Indy, at Lengthy Seaside, and so on. And would crawl like a turtle – in comparison with right now’s downforce automobiles – by the corners.
The absence of downforce means braking zones are considerably prolonged, so straights grow to be shorter with reference to acceleration. Sure, the automotive is a missile in a straight line, however has no downforce to sluggish 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 pace by the sharper turns, you’re at a low pace and needing to rely solely on mechanical grip to get by the corners. And that could possibly be enjoyable, supplied a tire producer needs to go away from every part they do right now 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 large downforce into the sport). The automobiles have been very mild, had 500ish horsepower, and in addition had wings – usually very giant wings – and the rear tires have been very extensive. However additionally they stood tall – had large sidewall profiles – and appeared and behaved like balloons. With the downforce serving to to maintain the automobiles underneath 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 could possibly 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 pace as soon as they get near the corners and softly pedal by them, this might work.
For individuals who are all concerning the pace – the visible pace and seeing Indy automobiles do greater than go quick in a straight line – there’s a priority. I’d like to see this automotive come to life. I’ll be the primary man there to assist construct it and crew on the factor. I simply don’t need of us to get misplaced within the romanticism of all of it with out acknowledging that 20-inch extensive 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 wrestle with.
Work out a compromise on tires to permit drifting, and perhaps 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 pace adopted by deploying the parachute, over and over.
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 immediate 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 filth, there is no such thing as 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, a minimum of proscribing, 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 types to be aggressive. If braking distances enhance, I feel that might additionally make for higher racing. Most of us don’t drive automobiles with big wings or different downforce-producing units, so issues is likely to be extra intuitive as nicely. Arguably, energy unit traits grow to be extra vital, so maybe it will enhance producer curiosity. If IndyCar have been to go on this path, it will 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 rivals? 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 strategy 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 acquired when it doesn’t appear to be an grownup toy.
My late buddy 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 automotive, its core idea was considered one of excessive efficiency by an absence of huge aero and a deep dedication to excessive drag discount.
The DeltaWing made downforce, after all, however solely sufficient to nook with the perfect of its rivals. The place the 66 differs most is using 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, decreasing issues does nothing to assist smaller groups draw nearer to larger groups. The temporary intervals the place the taking part in subject is barely leveled is when a brand-new method is launched. And that’s as a result of zeroing of time and information between all groups with that new method. As soon as the larger/higher/wealthier groups have sufficient time to study and grasp the automobiles, which occurs at a sooner fee for them, they draw back from the smaller groups. In addition they are likely to have a head begin on the educational course of since they’ve extra individuals, and more cash, and extra experience. You’ll get a small workforce or two that may overachieve and produce some early surprises, nevertheless it doesn’t final.
The article is per week outdated, so I wouldn’t count on a enjoyable and superior idea to make a significant impression on how IndyCar, or F1, or some other open-wheel collection goes about its planning for the long run. F1 has a brand new method on the best way for 2026 and IndyCar is nicely down the street on its new automotive for 2028.
Bowlby and Chip Ganassi constructed a DeltaWing prototype (it was a present automotive, to be correct, not a functioning automobile), introduced it to the Speedway throughout the month of Might, and put it on show on the base of the Pagoda in 2010. It had loads of onlookers, various (myself included) who liked the unconventional strategy to what the subsequent Indy automotive 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 continues 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 kind a brand new racing collection utilizing the 66 method.
Q: I’ve talked about this earlier than, nevertheless it looks like this advertising and marketing concept can have some legs now. With FOX being an IndyCar accomplice now, how about IndyCar use a few of that leverage to place a present automotive 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 excellent concept that turns into possible initially of the 2027 NFL season.
Till then, groups will likely 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 function and no important worth, which makes blanketing the nation with Indy automobiles for promotional functions an choice. Who pays for all the ongoing transportation, establishing, and activations from occasion to occasion? That half wants a solution.
For many groups proper now, they’ve a minimum of one present automotive, however these are typically in use at sponsor capabilities and whatnot all through the offseason. Once we hit the offseason in 2027, proper because the NFL season is beginning, there will likely be fleets of DW12s that may be deployed to each NFL stadium, school soccer stadiums for FOX’s Saturday video games, MLB parks as baseball’s season winds down, and wherever else FOX Sports activities could have its cameras.
Q: I learn a be aware printed to clarify what Ed Carpenter Automobile Components means. Ed Carpenter has a enterprise that makes particular elements just for his IndyCar race automobiles, not for public gross sales. It didn’t make clear precisely what meaning. I assume it means the corporate has designers and fabricators in-house who design elements to interchange the unique bodywork supplied by Dallara to enhance aerodynamics.
A number of the different groups do the identical sort of fabrications (I consider RLL, Andretti, Penske and Ganassi have functionality to make {custom} parts to achieve small benefits in pace). There should be guidelines established by IndyCar and perhaps Dallara for security causes relating to the bounds in changing sure parts. Neither company would need to undergo the dangerous press created by a substitute 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 “be aware” was posted yesterday or 10 years in the past. I couldn’t discover it through Google, as nicely.
I’ve no information of ECR beginning a second enterprise to make IndyCar elements for its foremost enterprise. Each workforce has a machine store and composites store to deal with the manufacturing or restore of no matter is required associated to their automobiles and help gear.
Relying on the 12 months and period, groups have been allowed to make a lot of the parts on their Indy automobiles, after which we’ve got the present state of affairs the place groups are usually not allowed to make most issues for his or her Dallara DW12s, together with suspensions, with exception for anti-roll bars.
Q: To recommend an alternate for IMSA’s FCY in response to the issues of the King of Decrease 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 large delays as a result of shuffling of the automobiles and courses.
So, screw ‘em. Maintain the pits closed. In case you want emergency service, these guidelines apply. In any other case, you’ll be able to pit when it goes inexperienced. It’s honest for all of the rivals and eliminates a minimal of two laps (and perhaps 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 additional 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 automotive wave-arounds as nicely, 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 a part of up as a re-formed and sorted subject 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 contemplate on why IMSA doesn’t do that’s the measurement of its automobiles –particularly the lengthy and extensive prototypes – and the scale of the pit bins they’ve to make use of are most races, which is within the vary of 19-20 toes lengthy. Some occasions have longer bins within the 22-foot vary, however these are rarities.
Why does this matter? We get right into a critical numbers downside every time there’s three or 4 courses competing and the entry record is 35 to 50-plus automobiles deep.
We see how excruciatingly tight issues might be at many IndyCar races with 27 automobiles with quite a lot of steering lock to get out and in of the pit bins. Double that quantity of automobiles, and with fenders, you don’t get the intense steering angles to play with like open-wheelers, and that’s a recipe for lots of issues entering into and out of pit bins with a whole subject of IMSA GTP/P2/GTD PRO/GTD automobiles pitting on the identical time, and locations quite a lot of 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 dropping a lot of time, to not point out having an enormous mass of humanity on the lane. I do know it was carried out this fashion up to now and folk managed. Figuring out how every part is so tightly regulated right now with minimal pit cease instances and managed refueling instances, the place no person is keen to give up a fraction of a second – which is completely different from the mindset when everyone pitted on the identical time – I perceive why it’s carried out 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 great factor that we haven’t heard a peep of current.
Will Zoeller
MP: After I final requested about two weeks in the past, Honda was nonetheless evaluating. As I often must remind myself, we additionally haven’t heard from Chevy on its formal dedication to produce engines past 2026.
Watch this house. Matt Fraver/Penske Leisure
Q: Following the letter final week concerning the IMSA yellow flag state of affairs, I’ve a query. When there’s a state of affairs the place there’s a FCY, why cannot the tempo automotive merely decide 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 throughout the FCY, then they arrive out the place they arrive out, and that’s the place they keep.
If the chief pits, the tempo automotive merely picks up the subsequent automotive behind it, even when it’s a lapped GT automotive, for instance. Likelihood is they’d 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 be capable to cope with restarts all blended up. They’re single file restarts anyway, so it shouldn’t be that tough to do. Hoping they discover a answer.
Dan
MP: To each “why can’t they” query, my quick response is, “They’ll in the event that they need to.”
There’s no purpose they’ll’t do what you recommend or others recommend. It’s a matter of whether or not they like the thought 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 on. 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-about?
Relating to the 2026 season, do not you assume it will be ideally suited 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-about, together with Travis Pastrana. RLL’s sports activities automotive workforce has received extra races during the last 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 workforce.
The No. 30 had its worst season to this point, and there have been rumors of the workforce trying to promote its constitution, however these are false. The workforce 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 automotive and would need to be a part of Rahal and Foster subsequent 12 months. Mentioned one other manner, if the workforce was trying to eliminate the third automotive, it will serve no function 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 automotive solely is smart if it could possibly’t discover somebody to deliver it ahead within the subject.
Q: Are the IndyCar groups allowed to combine and match tire compounds? For instance, put two arduous compound tires within the again and two softs within the entrance? Or put two gentle compounds on the left aspect of the automotive 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 don’t seem to be.
Q: Will the low season strikes put Andretti again into the combination? With the technical alliance between Andretti and Coyne deliver VeeKay again into the fold?
Dino, New Hanover, PA
MP: Up to now, it’s dropping Nathan O’Rouke from the No. 26 timing stand in favor of a shop-based engineering position, so within the brief time period, no, I can’t see how that makes the workforce stronger. He’s the most effective race engineers within the collection, and will definitely assist the workforce in no matter position they create for him, however I wouldn’t count on it to have a direct impression. It’s only a query of timing and when O’Rourke’s revised contributions will likely be felt.
Identical for Rob Edwards, who holds onto his workforce management position till the tip 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 position and defining its scope on the identical time, so like O’Rourke, it’s arduous to say a direct uplift will likely be skilled in IndyCar.
Ron Ruzewski, who’ll take over from Edwards in January, is the one particular person whose change I count on to have an immediate affect. He’s arriving from Staff 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 workforce 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 will likely 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 plain half, which is understanding 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 particular person answerable for 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 tip of the 12 months. If he was capable of plug himself into Andretti right now, 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 workforce must be extra aggressive with him in the home.
VeeKay is off to Juncos Hollinger Racing.
That is the smile of a driver who is aware of he has a trip 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 never heard something about is Herta the check driver.
Is he lined as much as a F2 workforce for subsequent season? Are any of the present groups to having him with them or is there going to be a brand new workforce for him to drive for?
Michael Kraemer
CHRIS MEDLAND: The final data I had was that the workforce was not but totally confirmed, however there was a shortlist of three. Drivers should deliver price range to a seat in F2, so there was a suggestion that maybe a number of the numbers being quoted have been inflated, resulting in it taking somewhat longer to finalize.
It will likely be an present workforce as there is no such thing as a announcement of a brand new workforce getting into F2 subsequent 12 months, or a present one being bought/rebranded (although it could possibly occur at brief discover). I consider the vast majority of groups have been very curious about operating Colton Herta, however some have been additionally barely cautious of the elevated scrutiny and stress that would come alongside that.
Q: Colton Herta hasn’t introduced which F2 workforce he’s driving for subsequent 12 months, which goes to have a big effect on expectations, however what does a great 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 common F2 driver, however on the opposite he has much less expertise on the tracks in comparison with nearly everybody else within the subject.
Is it practical for him to be a title contender?
Will, Indy
CM: Truthfully, no, I don’t assume it’s practical for him to be a title contender. That’s not all the way down to a scarcity of expertise, however expertise in comparison with those that will likely be combating for a title. You’re proper that the workforce he finally ends up with will play a significant position – you want the gear 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 achieve observe expertise and get to know the automotive and surroundings 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 may enable Cadillac to search out its toes, too, and the expertise of Valtteri Bottas and Sergio Perez to actually assist with the workforce’s growth earlier than contemplating any modifications to the line-up.
Q: The subsequent set of F1 guidelines appear to be getting an increasing number of damaging publicity (even with, I think about, F1 placing stress on drivers to restrict any damaging commentary to the press). However wanting 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 sort? 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 received’t be allowed uncontrolled spending and growth.
For the general automotive, scale back the minimal weight to 550kg, for instance. It may not be attainable to achieve that weight, but when groups should cross the strict crash exams then groups can develop a lot smaller lighter automobiles or ones which might be barely bigger (however nonetheless smaller than present technology).
Lastly, may there be extra testing choices, if groups need to do testing then there’s an related price they usually should additionally sacrifice wind tunnel and CFD growth time. This opens up completely different methods, and so on.
This may by no means occur however could be good to have extra open guidelines and automobiles which might be identifiable to a workforce even when they’re painted black. (Last 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 thought of freedom for engine producers, and it has been mentioned up to now, however the concern is one sort of engine would emerge because the dominant one, and both you’d should develop the identical measurement, or pull out of the game if that wasn’t according to a producer’s wider strategy. The one approach to realistically keep away from that taking place could be by Steadiness of Efficiency (BoP), and as prescriptive as F1 has grow to be, that’s one thing it isn’t eager on.
You’re additionally proper, Richard, that 2022 did see the automobiles grow to be extra prescriptive than up to now, however that was to each attempt to encourage nearer racing and restrict how a lot a automotive was influenced by soiled air. You may not consider it, however each have been achieved – your complete grid is usually coated by lower than a second over a qualifying lap – however in creating a better subject, there aren’t the efficiency differentials that result in overtaking.
With out these, then a smaller quantity of soiled air has a much bigger impression, as a result of the automobiles are already carefully matched. For instance, in case you misplaced 0.5s per lap operating behind one other automotive 5 years in the past, however had a 1.0s per lap benefit, you’d have a greater likelihood of overtaking. Whereas now, in case you lose 0.25s per lap behind one other automotive, however solely have a 0.5s per lap benefit, the tempo benefit is just not large enough to make a transfer.
Selection in automotive design and engine specs would create greater differentials to permit extra overtaking, however that might additionally open up the potential for much more races the place there are massive 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 must be smaller. Very merely, that provides them extra room to race in on present tracks, which positively wouldn’t damage.
In your closing level, technically the FIA may do this in the event that they needed – they may write it into the rules! Which I feel was form of urged at one level, within the type of mandating a share of the automotive that couldn’t be carbon. However making it simpler for groups to satisfy the load restrict would even have a helpful impression on liveries.
THE FINAL WORD
From Robin Miller’s Mailbag, October 8, 2014
Q: Final week throughout the press convention for the Japanese GP, all of the drivers have been requested what probably the most highly effective automotive that they had 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 check, 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 System BMW champion and earned a check in Derrick Walker’s Champ Automobile at Homestead’s infield course. Right here’s a quote from Walker: “He was bloody spectacular and I advised someone ‘That child could possibly be System 1 champ some day.’” Good name, D.W
