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100th Indianapolis 500, May 29

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  • 100th Indianapolis 500, May 29

    Only auto race I care about, I find the Indy 500 to be one of the most exciting sporting events anywhere.

    You can watch two weeks of live pre race practice at race control: or on the Indycar YouTube channel: or on the site's live stream: http://www.indianapolismotorspeedway...nfo/livestream

    Day 1 practice, rookie qualifying:

    Day 2 live link here, but it's raining right now:

    Official entry list for 100th Indy 500 released
    Six former Indianapolis 500 winners and five race rookies are part of the 33 car-and-driver combinations listed on the event’s official entry list issued today.

    The list includes 17 Hondas and 16 Chevrolets.

    The former winners include reigning champion Juan Pablo Montoya, who also won the 500 in 2000. The others are Buddy Lazier (1996), Helio Castroneves (2001, 2002, 2009), Scott Dixon (2008), Tony Kanaan (2013) and Ryan Hunter-Reay (2014).

    The rookies who opened today’s practice with an orientation program at noon, include Matthew Brabham, Max Chilton, Alexander Rossi, Spencer Pigot and Stefan Wilson.

    Nineteen of the drivers entered have won at least one IndyCar Series race, including Simon Pagenaud, who has won the past three races.


    (Car), driver, engine, team, hometown

    1. (2) Juan Pablo Montoya, Chevrolet, Team Penske; Bogota Colombia

    2. (3) Helio Castroneves, Chevrolet, Team Penske; Sao Paulo, Brazil

    3. (4) Buddy Lazier, Chevrolet, Lazier/Burns Racing; Vail, Colo.

    4. (5) James Hinchcliffe, Honda, Schmidt Peterson Motorsports; Toronto

    5. (6) JR Hildebrand, Chevrolet, Ed Carpenter Racing; Sausalito, Calif.

    6. (7) Mikhail Aleshin, Chevrolet, Schmidt Peterson Motorsports; Moscow, Russia

    7. (8) Max Chilton (R), Chevrolet, Chip Ganassi Racing; Reigate, England

    8. (9) Scott Dixon, Chevrolet, Chip Ganassi Racing; Auckland, New Zealand

    9. (10) Tony Kanaan, Chevrolet, Chip Ganassi Racing; Salvador, Brazil

    10. (11) Sebastien Bourdais, Chevrolet, KVSH Racing; Le Mans, France

    11. (12) Will Power, Chevrolet, Team Penske; Toowoomba, Australia

    12. (14) Takuma Sato, Honda, A.J. Foyt Enterprises; Tokyo

    13. (15) Graham Rahal, Honda, Rahal Letterman Lanigan; New Albany, Ohio

    14. (16) Spencer Pigot (R), Honda, Rahal Letterman Lanigan; Orlando

    15. (18) Conor Daly, Honda, Dale Coyne Racing; Noblesville

    16. (19) Gabby Chaves, Honda, Dale Coyne Racing; Bogota, Colombia

    17. (20) Ed Carpenter, Chevrolet, Ed Carpenter Racing; Indianapolis

    18. (21) Josef Newgarden, Chevrolet, Ed Carpenter Racing; Hendersonville, Tenn.

    19. (22) Simon Pagenaud, Chevrolet, Team Penske; Montmorillon, France

    20. (24) Sage Karam, Chevrolet, DFR-Kingdom Racing; Nazareth, Pa.

    21. (25) Stefan Wilson (R), Chevrolet, KV Racing Technology; Sheffield, England

    22 (26) Carlos Munoz, Honda, Andretti Autosport; Bogota, Colombia

    23. (27) Marco Andretti, Honda, Andretti Autosport; Nazareth, Pa.

    24. (28) Ryan Hunter-Reay, Honda, Andretti Autosport; Fort Lauderdale, Fla.

    25. (29) Townsend Bell, Honda, Andretti Autosport; San Luis Obispo, Calif.

    26. (35) Alex Tagliani, Honda, A.J. Foyt Enterprises; Lechenaie, Canada

    27. (41) Jack Hawksworth, Honda, A.J. Foyt Enterprises; Bradford, England

    28. (42) Charlie Kimball, Chevrolet, Chip Ganassi Racing; Camarillo, Calif.

    29. (61) Matt Brabham (R), Chevrolet, PIRTEK Team Murray; Gold Coast, Australia

    30. (63) Pippa Mann, Honda, Dale Coyne Racing; Ipswich, England

    31. (77) Oriol Servia, Honda, Schmidt Peterson with Marotti Racing; Pals, Spain

    32. (88) Bryan Clauson, Honda, Dale Coyne/Jonathan Byrd's Racing; Noblesville

    33. (98) Alexander Rossi, Honda, Andretti Herta Autosport; Nevada City, Calif.
    Last edited by H2O4me; 05-17-2016, 12:10 PM.
    If you're not following the Astros, you are doing Houston sports wrong.

  • #2
    And if you want to follow along with the man,

    Foyt racing posts updates is here:

    His #14 will be in the race, along with #41 (inverse of 14) and #35 (number of consecutive Indy 500 starts he had, a record).

    If you're not following the Astros, you are doing Houston sports wrong.


    • #3

      1:55: Rookie Spencer Pigot, who had just turned a lap at 219-plus, lost control in Turn 1 and pounded the outside wall with the left side of his Rahal Letterman Lanigan Dallara/Honda. The car raised up briefly but did not flip over like similar crashes last May involving Helio Castroneves, Josef Newgarden and Ed Carpenter. Pigot talked to the Holmatro Safety Team and walked to the ambulance. Pigot was checked, released and cleared to drive by the IMS medical staff.
      If you're not following the Astros, you are doing Houston sports wrong.


      • #4
        Love me some racing, NASCAR and INDY car. Especially like the Indy 500 and all the history surrounding it. Always make it a point to watch the Indy 500 on Memorial Day weekend.


        • #5
          INDY 500: Series bolstered by results of Pigot crash
          "We're quite happy to see a lot of tire smoke; we didn't see a lot of that last year," Tino Belli, IndyCar's director of aerodynamic development told RACER. "We think that was the dome skid. We need to go through all of the data to correlate it."

          The tire smoke is a significant indicator of IndyCar's progress with its superspeedway safety innovations. During last year's crashes and flights, minimal smoke was present, which indicated the cars had an insufficient amount of downforce while rotating. With Pigot's smoky spin, the presence of significant downforce was told by the four Firestones being compressed into the track surface during the slide into the wall. Once the car came to a rest, large holes were found in every tire which, in this instance, was a positive.

          Belli was also pleased to see the early deployment of the beam flaps sooner than anticipated.

          "You can see the flaps deploy [early] in the spin; in the wind tunnel you almost have to have the car completely backwards before they go vertical," he said. "But here, you see the [right-rear] flap go vertical while the [right-rear] wheel pod is [blocking most of the rearward air]. That's something interesting we've learned."

          Another impressive aspect of the crash came when the left-rear wheel pod was mostly destroyed as it made first contact with the wall, but the left-rear flap remained structurally sound and stayed in its upright position. The flap, as Belli showed RACER in photos of the crashed components, did incur some damage, but not enough to stop it from serving its purpose.

          Adding to list of positive observations, Belli pointed to how Pigot's car reacted after spinning and hitting the wall. Last year, in almost the same exact spot, the noses of those cars were pinned down and the rears got light, which led to the takeoffs. In Pigot's crash, with the new safety devices installed, the rear was pinned, preventing flight.

          "Last year when we hit the wall, it tended to fall down on the left-front [tire], but in this crash, you can see the back of the car is down, and that's where we think the flaps are pushing down on the back of the car," Belli added. "It's pretty impressive."

          Although Belli preferred to keep the speed figure private, he did say the speed of Pigot's impact was reduced by a noticeable amount compared to last year's spins and crashes in Turn 1. Pigot's slower impact – which is favorable– also appears to be a byproduct of the dome skids and beam flaps keeping downforce on the car.

          The one negative IndyCar identified in the reigning Indy Lights champion's crash was the separation of the front wing from the nose in the impact. The series added tethers to keep the front wing attached to the nose in a crash, but with Pigot, the wings bracket and mounting screws separated and allowed the wide aerodynamic device to leave the chassis.

          "Obviously, the front wing broke off, and that's meant to be tethered," Belli said. "The front-wing mainplane is tethered now. For the first hit, it was positive, but we want to fix this now."

          Dallara, manufacturer of the spec DW12 models used by IndyCar, launched an investigation into the tether failure and Belli expects the Italian firm to return with an update based on what they learned in the crash.

          With all three 2015 crashed happening with Chevy-powered cars using the Bowtie's aero kit, Pigot's crash gave IndyCar its first chance to collect data on a Honda-powered car and aero kit meeting the wall at Indy. All the indicators were positive in Pigot's solo crash, but Belli knows it will take a similar crash by a Chevy fitted with the new dome skids and beam flaps to verify the safety improvements provide equal outcomes.

          "It's a Honda; there's no saying a Chevy would have reacted the same way last year [with the new safety pieces], so there's still an unknown in that regard," he said.

          There's no guarantee a Chevy or Honda won't fly with the 2016 superspeedway dome skids and beam flaps installed, but after the 99th running of the Indy 500 produced so many scary headlines, Pigot's crash helped ease the fears most carried into the 100th.
          If you're not following the Astros, you are doing Houston sports wrong.


          • #6
            PRUETT: Inside IndyCar's safety upgrades
            Whether the series could have, or should have foreseen those issues and prevented them from happening prior to Indy and Pocono is an altogether different topic. The first wave of responses to the problems involve the implementation of a domed skid plate beneath the car, a NASCAR-style flap system that deploys at the back of the Dallara DW12 chassis (BELOW), and the increased use of tethers to keep large bodywork attached in an impact.

            Timing aside, these are three smart decisions that were made possible by the brainpower and commitment of R&D resources by Chevrolet, Honda, Dallara, and IndyCar's technical team led by technology VP Will Phillips, aerodynamic development director Tino Belli, and others. Jay Frye, IndyCar's new president of competition, now presides over the group and will steer the next wave of safety developments.

            IndyCar's announcement focused more on the upcoming safety advancements more than explaining the finer aspects of the parts and pieces, or how some of them will work once installed, and the series also declined a request to provide renderings of the items, so I asked Belli to break down the changes, starting with the dome-shaped skid plate that mounts beneath the DW12's floor.

            "The dome skids make the teams raise the ride heights, which doesn't help them much [in terms of performance], but it does help the car when spinning by speeding air up under the car and creates a lot of downforce in a situation where it's not designed to have a lot of downforce," he said.

            "The target is to help when the car is spinning, and the driver is all locked up, and the car isn't slowing down enough, so if we can generate significant downforce while spinning, it will slow the car down more before it hits the wall.

            "It does reduce the car's chances of flipping over at 90 degrees, but that's not its primary purpose. The domed skid is meant to produce downforce while the car is turning through the 45, 90, and 135-degree phases of a spin and make the cars slow down quicker."

            The domed skid, which runs down the center of the car, was used on the previous Dallara IndyCar chassis on Speedways through the 2011 season (BELOW), and was made from phenolic material. With the old chassis, teams would routinely run cars low to grind down the domes and increase underbody downforce...and accept the post-race fines imposed by IndyCar. The new skid will also be used exclusively on Speedways (Indianapolis, Texas, and Pocono), and will include metal strips to keep teams from repeating the practice this time around.

            "The dome skid will require an increase of 9 mm in ride height," Belli said. "The skid is currently 3 mm, and the dome will add 9 mm. The dome has a significant titanium skid, and we don't want race engineers wearing them away – it defeats the purpose of having the dome – so there's three centerline large skids that teams will need to put on at the start of qualifying, and then the same skids will be required to use for the start of the race.

            "Raising the ride height 9 mm higher is not massive for a change on a speedway; not as much if it were on a road course. We anticipate that manufacturers will effectively cancel out [the performance losses from the increased ride height] with the gains they make through their updated bodywork next season using the three volume boxes they can upgrade."

            IndyCar will use the beam wing mounted at the back of the DW12 to deploy hinged flaps upward if a car faces backwards in a spin. With curved surfaces on the engine cover and sidepods for air to lift while a car is travelling backwards at a high rate of speed, the beam wing flaps are designed to disrupt that air from easily traveling onto the rear bodywork. The flaps are triggered by air speed, and use locking hinges to prevent them from being bent backwards beyond vertical.

            "The beam wing flip is there to help the 135-180 degree part of a spin like the incidents we had at Indy this year," Belli said. "It's roughly the length and width of the beam wing section it sits on top of, and there's a scissor-style hinge like on the hood of a car that stops it from going more than 90 degrees."

            IndyCar capped the ends of the rear wheel pods to increase the rearward takeoff speed in the event of a spin on a Speedway, and according to Belli, the beam wing flaps push the takeoff threshold much higher than they were in 2015.

            "Let's ignore the dynamics of hitting the wall for the moment," he said. "When a car's going 180 degrees backward before hitting the wall, we're looking to raise that [takeoff] speed far, far higher than would be possible. This year [after Indy] we introduced the blanking plates on the rear wheel guards which were a significant improvement in pushing that speed higher, and these flaps, push the speed somewhere in the range of a 20 mph higher before the car will want to flip on its own when it goes 180 degrees backwards.

            "We're trying to push that speed so high that even when it hits the wall, and gets that lift from hitting the wall, that it won't turn it over."

            The series has yet to finalize the beam flap design, but Belli says the pieces will extend approximately one inch behind the beam, and that those one-inch tabs are designed to be hit by rearward air and flip the panels up into their locked positions. The panels will not completely block air from passing between the beam and the bottom of the rear wing (ABOVE).

            "It's all aerodynamic; imagine a hinge towards the leading edge of the beam wing, and a plate that follows the contour of the top surface of the beam, and it sticks about one inch at the back with a curvature," he said. "So when air starts coming at the beam wing from behind, it catches that lip and pushes it up to actuate it and pushes it up at 90 degrees. It's restrained from going further than 90 degrees by hinges. They're in two streamlined power bulges that deploy the flaps.

            "And we actually had two prototypes of the beam wing flips at Indy that we were contemplating trying on Carb Day, but we chose not too because the manufacturer was rushed to produce them. We needed to not make matters worse at that point by acting on haste."

            IndyCar also experimented with having the flaps deploy downward, beneath the beam wing, to block the exits of the underwing, but found the topside deployment to be a much better solution (top and bottom options BELOW), and will only use the top option.

            "There were actually quite a few surprising results while we were doing this study, and blocking the underwing was one of them," Belli said. "Blocking the tunnel created more problems downstream. The other problem with trying to deploy something down into the tunnels is that it would have to be powered.

            "The nice thing on the beam flip is, it's automatically deployed. If the car goes backwards at any rate of speed, they'll deploy. We don't need software and controllers and electric motors. The latency with those devices, because spins happen so fast, means they might not deploy in time to have the desired effect."

            Wilson was killed by the heavy, dense nosecone from a crashed car at Pocono, and that piece, along with other bodywork ahead and behind the wheels, will have new steel tethers to hold them in place next season. Tethers have been in place for more than a decade on heavy suspension items, and with the addition of the bodywork extremities that are routinely knocked off in impacts with other cars or wall, greater safety for IndyCar drivers – and fans – should follow.

            “We’ve obviously targeted the larger, heavier objects that would do the most damage,” Belli said. “What we didn’t say [in the press release] is we are requiring aero kit manufacturers to use more materials that would add toughness to the rear wheel guards if they’re re-made after October 31.

            "When the manufacturers first made those items, they used stronger materials that were also more brittle, and that had an unintended consequence. They used better fibers, but they ended up tearing off more easily. Any updated wheel guards must have tougher materials to reduce this issue.

            “The beam wing tether and the rear wheel guard tethers will be implemented for the first race. The nose tether and front mainplane tether is currently going to be speedway-only, so that will debut for the Indy open test in April. The dome skid will also be on for the Indy test, and the beam wing flips are also debuting for the Indy test. The flips and dome skids are speedway-only.”

            Due to the rampant increase in winglets and flicks and other aero kit pieces, smaller items can also break off in an impact and pose airborne threats. Belli says installing new tethers will be limited to the bigger, aforementioned items, but he expects to see fewer small pieces on the updated 2016 bodywork from Chevy and Honda to break away.

            “The front wing volume box regulations have been altered so we cannot have the Honda-type of front wing (ABOVE) and we can't have the Chevy front stalks,” he continued. “Both manufacturers agreed to change that volume box shape so that’s gone as an option, so that should reduce more little bits from flying off. And under Rule 9.3, Honda will be making all-new sidepods and engine covers, and they are going to have far fewer pieces, so there will be fewer chances of pieces coming off.”

            The work done by IndyCar, Chevy, Honda, and Dallara on these three safety items need to be tested in the real world, and physical confirmation of their individual and collective effectiveness will take spins and crashes at Indy, Texas, or Pocono to determine whether the two biggest problems from 2015 have been solved. And the series’ work isn’t done on the topic.

            Improved cockpit safety in some form: a shield, a half-dome, canopy, or some other device to prevent helmet strikes has yet to appear, and Frye confirms cockpit safety advancements continue to be explored by the series and its partners.

            “Yes, it’s an ongoing effort and it is evolving,” he said. “There’s a good combination of learning from what happened, and learning new things that came out of what’s happened. We certainly aren’t done; this is a good step with what we just released, but there’s more to come.

            "We’re learning a lot from the tests we’re doing, and even from the ones where you don’t end up with an answer. We’re going to keep looking at our options; this was Step One, and we’re going to be doing a lot more over the next year. Nothing is off the table.”
            If you're not following the Astros, you are doing Houston sports wrong.


            • #7
              Indy 500 Schedule 2016: Start Time, Live Stream, Odds and More for Showcase Race
              Sunday's 100th running of the Indianapolis 500 offers bettors plenty of chances to come away ahead against the house.

              Now, this doesn't offer any refreshing milk with it, but besting the house is besting the house—a gratifying experience in many ways. This year's Indy 500 has plenty of serious contenders, but the more the merrier for those who play a handful of guesses right.

              Unlike other major races—especially those on horses, not machines—Las Vegas has to stretch itself rather thin instead of throwing weight behind one favorite. It's a good thing for bettors, as you can cover a combination of plays by picking the correct winner.

              There's no wrong way to pick, either. In fact, the only wrong thing that onlookers could do is miss the festivities. Here's a look at everything to know about the race before we break down the odds.

              2016 Indy 500
              When: Sunday at noon ET

              Where: Indianapolis Motor Speedway

              TV: ABC

              Live Stream: WatchESPN

              Starting Grid
              PositionDriver	                Driver	        Position
              1	James Hinchcliffe	Josef Newgarden	2
              3	Ryan Hunter-Reay	Townsend Bell	4
              5	Carlos Munoz	        Will Power	6
              7	Mikhail Aleshin	        Simon Pagenaud	8
              9	Helio Castroneves	Oriol Servia	10
              11	Alexander Rossi	        Takuma Sato	12
              13	Scott Dixon	        Marco Andretti	14
              15	JR Hildebrand	        Charlie Kimball	16
              17	Juan Pablo Montoya	Tony Kanaan	18
              19	Sebastien Bourdais	Ed Carpenter	20
              21	Gabby Chaves	        Max Chilton	22
              23	Sage Karam	        Conor Daly	24
              25	Pippa Mann	        Graham Rahal	26
              27	Matt Brabham	        Bryan Clauson	28
              29	Spencer Pigot	        Stefan Wilson	30
              31	Jack Hawksworth	        Buddy Lazier	32
              33	Alex Tagliani

              Indy 500 Odds
              Driver	        Odds
              Will Power	        6-1
              Simon Pagenaud	        6-1
              Juan Pablo Montoya	6-1
              Helio Castroneves	13-2
              Scott Dixon	        13-2
              Tony Kanaan	        9-1
              James Hinchcliffe	12-1
              Josef Newgarden	        12-1
              Sebastien Bourdais	16-1
              Ryan Hunter-Reay	20-1
              Full odds available at Odds Shark.

              Odds Analysis

              One doesn't need Las Vegas to realize Sunday is a power struggle between Will Power, Simon Pagenaud and Juan Pablo Montoya.

              Those men all come in at 6-1 for good reason. Start with Power—he's the guy who finished as the runner-up last year. He's starting sixth this year, and Las Vegas tends to think he can parlay the lessons learned from last year into a checkered flag.

              Montoya gets a nod with the favorites because he's a two-time winner and the defending champion. In fact, over three starts at the event, he's won twice (2000, 2015) and finished fifth. The man simply knows how to compete at the sport's biggest event, so it shouldn't deter bettors too much that he has to start out of the 17th slot.

              Besides, Montoya doesn't sound concerned about it:

              Couldn't find the speed to get into the top 9. We have a good car & the conditions are very complicated cuz of the wind and the heat!

              — Juan Pablo Montoya (@jpmontoya) May 22, 2016
              Pagenaud is the top favorite to focus on, though.

              While he hasn't finished better than eighth at the Indy 500, he's the sport's best driver this year. He started the season with a pair of second-place finishes and has gone on to win three races in a row, the most recent being the Grand Prix of Indianapolis.

              Elsewhere on the chart, Helio Castroneves is hard to ignore at 13-2. A three-time winner, the Team Penske driver has history on his mind and hasn't looked too shabby most of the season, finishing behind Pagenaud at the aforementioned event in Indianapolis.

              Also at 13-2 is Scott Dixon, a veteran with a top-10 finish to his name in all five events this year. He won the Indy 500 in 2008 and has tallied nine top-10 finishes at the spectacle since 2003.

              Last year, Dixon won the pole but wound up fourth. This year he starts 13th, but one has to think he's due to improve upon it by the time the race ends. He sounds confident after a gritty week of qualifying:

              Happy with the #⚡️in race running today. Car feels strong. This is going to be an epic show! #Indy500 #teamtarget

              — Scott Dixon (@scottdixon9) May 23, 2016
              Of the other drivers among the top 10 out of Las Vegas, James Hinchcliffe is by far the most notable.

              He stands as the center of attention going into Sunday after the near-fatal crash last year. He's back and in elite form—something one can glean from his winning the pole last weekend.

              At 12-1, Hinchcliffe is a nice payout and a trustworthy option. He's posted three top-eight finishes in a row and is entering his second year with Schmidt Peterson Motorsports after not getting to take to the track with the team at this event last year.

              Still, Hinchcliffe has remained grounded and is tempering expectations going into the event.

              "You know, 10 miles (qualifying) is one thing, 500 miles is another," Hinchcliffe said, according to Elton Alexander of the Plain Dealer. "We still have a lot of work to do. There's still one big thing to check off the box before we start talking about the movie rights."

              As mentioned, there isn't a wrong way for bettors to stack bets, as so many notable drivers and storylines suggest a wild race dominated by the big names.

              It's fitting that one of the globe's biggest sporting events looks better than ever for its 100th iteration.
              If you're not following the Astros, you are doing Houston sports wrong.


              • #8
                Pulling for Marco Andretti today, although he's a long shot.

                Best Penske finisher: Helio

                Best Foyt finisher: Sato

                Best guess: Tony Kanaan.
                If you're not following the Astros, you are doing Houston sports wrong.


                • #9
                  AJFoytRacing @AJFoytRacing
                  AJ Foyt with AJ Foyt IV & 1964 winner...

                  Super Tex.
                  If you're not following the Astros, you are doing Houston sports wrong.


                  • #10
                    Will Power runs Kanaan into the pit wall, might cost him.
                    If you're not following the Astros, you are doing Houston sports wrong.


                    • #11
                      Marco having shifter/gearbox issues.
                      If you're not following the Astros, you are doing Houston sports wrong.


                      • #12
                        Nick DeGroot @ndegroot89
                        The rookie gets the rare fuel strategy win running out of fuel through turn 4 but managing to roll across for the win...

                        The faster cars used up fuel about one lap too quickly, had to pit & fill one too many times.
                        If you're not following the Astros, you are doing Houston sports wrong.


                        • #13
                          Originally posted by H2O4me View Post
                          Pulling for Marco Andretti today, although he's a long shot.

                          Best Penske finisher: Helio

                          Best Foyt finisher: Sato

                          Best guess: Tony Kanaan.
                          Marco battled car trouble all day, finished 17th.

                          Will Power nipped Helio (11th)

                          Sato crashed late.

                          Kanaan finished 4th.

                          0-fer ¯\_(ツ)_/¯
                          If you're not following the Astros, you are doing Houston sports wrong.


                          • #14
                            Now how does a rookie win the race?

                            Never been into auto racing. Watching cars go in a circle for hours is not my cup of tea. I appreciate the history of it all and used to like watching AJ Foyt but I have a hard time watching racing today unless it's motorcycles racing over gigantic boulders and Tractor tires.

                            Want to learn everything about the Texans cap? There is no better site out there than this one. Thanks Troy. Amazing work buddy!