the

Pro Driver Breaks Down Why The Indy 500 Is So Difficult | Turn By Turn

the tires are kind of at their

temperature peak exiting turn one and

turn three so when you go into two and

four lists there's much less of a margin

for error

so guys I'm Alexander Rossi IndyCar

driver for Andretti Autosport I Drive

the number 27 Napa Automation Honda and

I won the 2016 Indy 500 where we're

gonna start this video is kind of coming

to the green flag so you roll off on the

beginning of what is for kind of pace

and parade lap so the first one kind of

do a salute to the fans so the first lap

is very slow and you're kind of just

waiting to the fans and then the second

and third lap you go single file and

that's when you get the engine

temperature the tire temperature the

brake temperature all to the levels that

you want and the team's kind of talking

these through that and then your final

lap you form back into the grid

formation 11 roses three you know what

you're trying to do is kind of just

maintain the speed off your car to your

inside because he's really the one

setting the pace and then from that

point you're just waiting until the row

in front of you accelerates and you try

and go with them you know you want to be

able to get a jump on the cars around

you but ultimately it's a 500-mile race

and there's so much that's gonna happen

throughout the next kind of three and a

half hours the last thing you want to do

is throw it all the way in the turn one

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as we're going into turn one this is the

first time they're actually seeing the

grand stands for and because of that it

looks a lot narrower than its looked for

all the previous two weeks we've been

practicing because the light's not

coming in there's different kind of

shadows and reflections and you see so

it's it's actually kind of intimidating

the first time you go through there cuz

you like all it's different obviously

it's not but it takes your mind kind of

three or four laps actually adjust to

the kind of the visual sensation so

going into turn one there's cars that

are taking a bigger risk than other cars

for sure going to why or three light

switch only one you can only do on

starts and restarts and the reason for

that is because you're accelerating from

such a slower speed out of turn four if

by the time you get to turn one you're

only doing 180 under 90 bucks now while

that's still fast it's a lot different

than approaching turn one and two

hundred forty miles so your your margin

for being able to explore different

lines really exists NATO starts and

restarts and then Mary can see it

followings more single-file and a Tracy

as much as geometrically turns one two

three and four are identical they're all

very different we're using the short

shoots to really change the balance

based on how it was to turn one MATLAB

the normal kind of balance is you have a

bit of understeer exit up one and

understeer into two

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between the short shoot of 1 & 2 you are

usually stiffening your rear bar your

rear anti-roll bar softening your front

anti-roll bar

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or or putting left-front weight so you

can change the cross way to the car so

you can actually move up 250 pounds from

the left front tires the right front

tire which changes the balance obviously

quite a bit so in terms of the easiest

places to crash I mean it's it's really

different for each driver it's usually

terms 2 or 4 while exiting turn to

Montoya's horizon chevrolet loses

control and slaps the outside wall

the tires are kind of at their

temperature peak exiting turn one and

turn three so when you go into two and

four loops there's much less of a margin

for error whereas when you're entering

one and three they have the entire

straightaway to cool down and kind of re

Center themselves whereas the short

shoots between 1 & 2 & 3 & 4

don't allow the tires really to cool

down enough so you have to be super

precise with what you do or the

penalties kind of just exponentially

bigger

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these cars are so aerodynamically

dependent and they're made to be run by

themselves so what that means is when

the wings and the floor of the car

developed they're made in this space

where the air that's coming at it is

clean meaning is unobstructed and the

cars going through it as if it was

brand-new virgin air well when you're

behind cars that are going through that

air they're actually dirtying up there

and it's coming out the car in a much

more disconnected fashion so it actually

reduces the performance your car where

this comes back to your advantage is in

the straights so because they're having

to basically punch a hole through clean

air that means that you don't have to do

that anymore so that's where the draft

when the slipstream comes into place so

the main goal of winning Indianapolis is

how do you find a car balance that you

can stay close enough behind the car in

front of you to not lose a draft but

then still fast enough in a straight

line to be able to pass because you can

obviously put downforce on raise the

rear wing angle and really glue your car

to the ground and be able to corner

really well and it's follow someone

super close but then when you're in

straight and you try and slip straight

past them you don't have enough

straight-line speed be able to do that

so it's all about finding that kind of

balance between this is the least amount

of grip I can get away with while still

being able to pass cars

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so going into turn three it seats parks

on the car in front one thing to keep in

mind in a race like this is because it's

so long you know the tire pressures are

pretty low at the start of the stint so

what you have is you have the car bottom

actually touches the ground we call it

that bottoming so when that happens

there's less of the tire on the ground

which is fine but you have to be

prepared for it because the car can

actually move a little bit and it's

hitting the deck so it's not as composed

would be

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and then going into turn four so as

you're completing the lap this is the

first time you're able to actually get a

balance check of what the car is doing

so that first lap to kind of really see

did I make the right call is everything

kind of you know as I expected it to be

and even if you know the first balance

check that you do isn't quite what you

were hoping for or expecting there's

enough it stops and enough time

throughout the race where you can tune

on the car and adjust tire pressures

doing ankles that theoretically you know

if you play your cards right by the end

of the race you can dial in the car to

be what you needed to be to win

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so as you start lap two you know it's at

this point where you kind of have an

idea of what the car is doing and you

start to analyze people's you know

strengths and weaknesses and start

trying to understand your areas of

attack as the day goes on and quite

honestly that changes you know every

five to ten laps as your fuel load

decreases their car balance changes and

the temperatures are always fluctuating

two to three degrees of track

temperature can make a big difference on

the balance of your car and it's the guy

that's able to stay on top of it the

most and make the best calls and

obviously have a good car underneath

them that's it's ultimately able to win

an Indianapolis 500 2016 85 under was my

my first 500 there's my second race ever

on an oval throughout the race and we

were having a lot of problems refueling

the car every time they came into the

pits I'd fall back I've lose positions

cuz we were we were taking along on foot

booked you in the car

my strategist and team owner Bryan Herta

you know came up with a strategy was

kind of like a high-risk just roll the

dice why not

we're gonna try and do one less pitstop

and everyone else and save fuel so we're

gonna try and just eliminate stopping

one flight on time and stretch our fuel

to make it to the end we always knew

that we were gonna run out of fuel on

the final lap it was just gonna be a

matter of when did we run out and we

have enough of a lead to be able to

basically coast across the finish line

so we have enough fuel to get us all the

way out of two through turn three and as

we were in the short shoot between three

and four we ran out of gas so just pull

the clutch in and just waiting it just

literally freewheel all the way from the

middle of turn four to the finish line

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we started in the lab with the 24-second

leave and one by 3.8 seconds certainly a

very strange way to win there

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[Applause]

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you