Testing is another area where the playing field can be leveled by judicious application of rules.  The Pro Series controls testing to help teams lower cost and to ensure that teams with greater resources can not develop an advantage by having a significantly greater access to testing time.  According to the rules, teams can use a maximum of 2 sets of tires per day of testing (per car) and a maximum of three sets of tires per day of racing (per car).  Additionally, the league only allows each team a maximum of five private test days per team per season.  These days are in addition to the four open tests that the IPS holds.  The open tests are held to give every team equal access to testing resources; two of the tests are on road courses, and the other two are on ovals.  Additionally, the league tries to hold tests near to Indianapolis -- where most of the teams are based -- to keep costs low.  As Meyer says, "We don't anticipate any changes for testing.  We've had no real complaints."

Keeping the rules clear-cut and stable is another enormous factor in maintaining a competitive series.  "The rules are black and white, " says Meyer.  Roger Bailey adds, "Different rules are needed for a 'one make' series like the Menards Infiniti Pro Series."  What they mean by this is that "fuzzy" or unclear rules tempt teams to spend development and engineering resources to test the limits or implement ingenious designs, much like Roger Penske did with his Mercedes-funded, 6-cylinder Buick turbo engine at Indianapolis in 1994.  While this may be good from a creativity and innovation standpoint, this can also lead costs to spiral upward and destroy competitiveness.  The role of a development series is to let drivers and teams compete, not necessarily fuel development of new technology.  So, the Infiniti Pro rules are extremely straightforward.  For example, there are a set of sizes for wickers the teams can use on their wings (front and rear).  There is a table of acceptable gear ratios for a team to use in their gear boxes.  Wing angles must fall within acceptable ranges.  Tires, engines, chassis, and fuel are all from a single vendor.  The suspension and alignment are adjustable, but again within tolerances.  All of these factors keep teams and drivers focused on race setup and driver ability instead of an engineering arms race.

Having a competitive series helps provide a level playing field for drivers to demonstrate their true ability and for teams to save money by not having to invest in expensive upgrade kits or technical development.  But, most importantly, a competitive series is a lot more fun to watch -- as viewers of this years Freedom 100 can attest.

Butch Meyer sums it up when he says:  "Competitiveness is a thing we really work on.  Last year in Phoenix, Thiago (Medeiros - the 2004 IPS Champion) put a lap on the field and it tore my heart out.  But we tore that car down to the bare tub.  Bottom line:  Thiago had the right setup for the car, the track and the conditions, and most of the other competitors missed theirs.  Thiago is a good enough driver that he was able to walk away with it." 

A superior driver with the right setup for the day wins the race.  Isn't that what racing should be all about?  In the Infiniti Pro Series, that is what racing is all about. 

(For the first installment see the June 2 story, "A Formula For Success-Cost Control in the IPS")