“The end result was a very similar [level of] downforce,” he noted. “Depending on the software you use, I predicted a 10-pound increase, while the numbers I was given from [KV] was slightly the opposite direction. It was well within the margin of error. It was an experimental run, but we did see the 2.5 mph increase in speed due to less drag and a more efficient overall package.”

Dealing with the tricky aero configuration at Texas (and Fontana) required the full attention of drivers on every lap. Some called for an increase in downforce at both tracks, but according the to the Texas 550 polesitter, he’s happy to learn he’ll race with essentially the same level of aero assistance.

Alex Tagliani used the standard oval spec to claim pole at the 2012 Texas 550 race. (Photo: Marshall Pruett)

“For us, we’re super excited,” said Alex Tagliani, who set pole with an average speed of 215.691 mph in his Honda-powered Barracuda Racing entry. "We didn’t get to test much last year, or at all, so for us, if things stay the same, it’s very good. We have my data from last year to work from. We had a quick car in qualy, but missed it a bit on the race. We got it figured out late, but hurt the tires and lost a lap early.

“And the less downforce, the harder it is, but the better for the show. You saw a lot of passes. Cars could do maybe one lap flat, but the way it behaved after was different. Every 10 laps the car was changing. If we start with something we know, it’s fantastic. Then we can think more about the race and worry less about qualifying.”

Despite his enthusiasm for the great racing that the low-downforce aero spec produced and the safer racing that it was intended to create, Tagliani admitted it didn’t come with a lot of peace inside the car.

“When you go into a corner and there’s very low downforce, it doesn’t feel too good,” he said. “But, also, when you’re making it very hard, when you’re running at 205 MPH when the tires are going off, you don’t get a lot of side-by-side racing. The car’s a handful, but from the safety side of it, it takes away from the pack racing.”

With the box ticked on creating a single superspeedway aero configuration, next year's technical regulations are close to being finalized.

“It was really bringing the Texas configuration in line with the other big ovals,” said Phillips. “And we certainly have to thank KV Racing and Chevrolet for all of their help and time afforded to gather this data. It was quite a useful test for us and them, and I’m positive the rest of the teams will benefit from having a standard superspeedway package to work from.”

Marshall Pruett is SPEED.com's Auto Racing Editor, and covers the IndyCar Series. Before joining SPEED, Pruett worked in open-wheel racing for 20 years as a mechanic and engineer. He also contributes to RACER, Road & Track and Racecar Engineering. Follow him @MarshallPruett.