Race fans seek answers in this week's motorsport mailbag, covering crucial topics across IndyCar and beyond.

IndyCar's engine formula remains a hot topic, with readers questioning why the series hasn't adopted IMSA's successful approach. The answer lies in physical constraints - IndyCar's chassis design accommodates only compact engines (Size Small), while IMSA engines are significantly larger (Size Large/XL). Adopting IMSA's formula would require extensive redesign and add substantial weight, compromising the car's handling characteristics.

Regarding the Indy 500, Honda is expected to provide additional entries beyond the current full-time lineup of 15 Chevrolet and 12 Honda teams. This puts Honda in an unusual position as the primary source for extra Indianapolis motors.

The Texas Motor Speedway's departure from the IndyCar calendar appears permanent, with no immediate plans for another superspeedway addition outside of Indianapolis.

Television coverage transitions continue as personnel move from NBC to FOX, though exact numbers remain unconfirmed. The broadcast operation requires dozens of trackside staff, varying between road courses and ovals.

Technical discussions reveal the current DW12's weight distribution sits at approximately 43-44% front and 56-57% rear, slightly altered by the energy recovery system and aeroscreen additions. While weight reduction opportunities exist in future designs, significant changes would require substantial investment from manufacturers.

Driver preferences for handling characteristics vary significantly. Scott Dixon favors front-end grip, while others like Sebastien Bourdais prefer rear-biased setups, demonstrating the complexity of finding an optimal weight distribution.

The prospect of IndyCar/NASCAR doubleheaders remains challenging due to competing interests, though FOX Sports CEO Eric Shanks might be positioned to facilitate such collaboration.

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