Ford’s new EcoBoost 3.5-liter twin-turbo V6 in a Daytona Prototype set the fastest laps ever turned at Daytona International Speedway on Wednesday, in the hands of driver Colin Braun.
Braun, one of sports car racing’s top talents and a full-time driver for CORE autosport in the American Le Mans Series, set single lap (222.971 mph), 10-kilometer from standing start (202.438) and 10-mile from standing start (210.018) records at Daytona. All were subject to homologation by the FIA.
The previous fastest single lap set on the DIS 2.5-mile oval was a qualifying lap by Bill Elliott in 1987, 210.364 mph. That, though, was held on an official weekend of competition.
Here are some other speed records achieved in motorsports over the years, and additional notes regarding DPs at Daytona:
The DPs that run at Daytona race on the 3.56-mile road course for the Rolex 24 at Daytona, not on the oval. So from that standpoint you’re never going to see a one-lap speed by a DP anywhere near Braun’s lap.
Secondly, none of the marks set are a closed-course single lap record. That mark is held by Gil de Ferran, at 241.428 mph in a 1000-plus horsepower Reynard-Honda CART Champ Car in qualifying for the 2000 season finale at Auto Club Speedway in Fontana, Calif.
Thirdly, there’s a series that exists where 300-plus mph passes happen on nearly every run, every weekend they race: NHRA Mello Yellow Drag Racing. And there, when speeds exceed 330 mph, that’s when you’re talking record speed.
And lastly, we haven’t even touched on world record speed runs to be done on the legendary salt flats of Bonneville. There, speeds have been turned north of 600 mph.
It is a credit to Braun, the Ford engineers, the Michael Shank Racing team and the Ford EcoBoost engine. They’re Daytona’s new record-setting laps turned, but not record-setting in a traditional sense.
Along with new Chevrolet aerodynamic components being tried out at the “it’s green in February and it’s never this green the later into the year we get” Sonoma Raceway, the other interesting storyline out of Wednesday’s six-car Verizon IndyCar Series test was that it marked Max Chilton’s testing debut with Chip Ganassi Racing in the No. 8 Arthur J. Gallagher & Co. Chevrolet.
But it was on Wednesday that the talking stopped and the driving restarted, for what was not only the 24-year-old Brit’s first time in an IndyCar but also his first time at Sonoma.
“It’s a bit of a shock today,” Chilton said, via a track-issued release. “I haven’t been in a racing car in six months and that was an Indy Lights car, so I’ve got to learn the track today and the car.
“But I think the morning went swimmingly well. I was quicker than I thought I would be. It’s a really nice kit and I can’t wait to explore it throughout the season.”
Here’s a few photos on social media, either ones he or the track shared, of his maiden day in an IndyCar.
Pabst Racing has added a third driver to its Cooper Tires USF2000 Championship Powered by Mazda lineup, in the form of talented 19-year-old Australian driver Jordan Lloyd.
Lloyd raced the first two weekends of last year’s USF2000 season with John Cummiskey Racing before being sidelined due to financial woes, but he showed quite a bit of promise in those two weekends at St. Petersburg and NOLA Motorsports Park. He finished second in one of the NOLA races.
For 2016, Lloyd returns to the U.S. after winning the CAMS Jayco Australian Formula 4 championship last year, and was thus awarded with the ‘Road to the World’ scholarship.
“I only touched the tip of the iceberg when I was here in 2015, so on a personal level there is a lot of unfinished business that needs to be tended to,” Lloyd said in a team release. “I am looking forward to a strong season.”
Lloyd, who will drive the No. 21 car, joins the previously announced pairing of Garth Rickards and Yufeng Luo at Pabst, the Oconomowoc, Wisconsin-based team, as the USF2000 field for 2016 continues to grow both in terms of size and talent.
Luca Ghiotto will step up to the GP2 Series with Trident in 2016 after an impressive season in GP3 last year that saw him finish second in the championship standings.
Ghiotto made his GP3 debut at the end of 2014 with a four-race run-out for Trident before remaining with the Italian team for 2015.
It proved to be a memorable year as he won five races – more than any other driver – but fell eight points short of the title as Mercedes junior Esteban Ocon was crowed champion in Abu Dhabi.
Ghiotto will remain with Trident for 2016, stepping up to its GP2 operation after a successful test in Abu Dhabi at the end of last year.
“I can’t wait to line-up for this new adventure,” Ghiotto said. “Last year, it was tough for me to fight so hard and not winning the title. However, it has been an extremely useful experience with the help of the excellent teamwork among the whole Trident stable.
“I want to thank once again Maurizio Salvadori and Giacomo Ricci for their support, and the Italian Federation for believing so much in me. I really look forward to be back on-track.”
Phoenix International Raceway replaces The Milwaukee Mile on the Verizon IndyCar Series’ 2016 schedule as the lone one-mile oval the series competes on.
And that’s exactly where the similarities between the two end.
While Milwaukee’s nearly all-flat banking nature rewards those who find the setup early, and punishes those who don’t, Phoenix is going to be significantly faster and has a series of rises and falls that might make for a more interesting challenge.
Josef Newgarden, who took his first laps during a Chevrolet manufacturer test Monday at Phoenix aboard his No. 21 Ed Carpenter Racing Chevrolet, had high praise for the commitment level it takes to nail a lap at PIR.
“Phoenix, you don’t need as much courage to be flat,” Newgarden told NBC Sports in a phone interview on Wednesday. “It just seems more crazy. From a commitment standpoint, the commitment level is higher, for different reasons.
“From a speed and physicality standpoint, it seems more of a commitment than Milwaukee. That was interesting to me. You really had to be committed… it was almost hard to breathe. It’s a very tough lap.
“It’s easier to be flat than at Milwaukee, and you’re generally flat out, but it seems higher commitment.”
Newgarden, who won his first career IndyCar pole position and dominated at Milwaukee last year, has lamented the loss of the oldest continually operated track from the schedule.
“I loved Milwaukee. It was a very difficult track. It took a lot more courage at Milwaukee to figure out how to get flat, or to get flat,” he admitted.
Newgarden hadn’t been to Phoenix previously and comments leading in – that the track serves as sort of a roller-coaster featuring the track’s legendary, albeit changed, dogleg in the backstraight – were apt.
“The whole thing is flat all around. The dogleg, there’s actually kind of a bit of a hill,” he said.
“You exit out of (Turn) 2, you run up the banking out of 2, then you get high enough, then run down pretty far and it’s kind of a downhill run into the dogleg, then you climb back up before 3. You’re almost constantly going up and down.
“I saw some NASCAR drivers describe it as a roller coaster, and that’s somewhat true. There’s a lot of elevation changes for an oval.”
How intense is the oval on the drivers, from a G-loading standpoint?
“Easy 4 to 5. I’d say 4.2 or 4.5 depending on downforce levels,” Newgarden said.
And that might be the most interesting thing to monitor for when IndyCar arrives at Phoenix, both for the Grand Prix-view open test February 26 and 27 and the race itself on April 2, is what downforce levels teams will opt to run to try to create better racing.
One of North America’s greatest open-wheel oval drivers, Rick Mears, has long been a proponent of less downforce.
Newgarden said less downforce will certainly create more separation and make the cars harder to drive, but it might not provide as close of racing.
“It’s hard to tell. I think if you want to see the cars racing and passing constantly, you’d need more downforce. If you trim it out and guys have to pedal them, it should separate the field better. I think more downforce would equal more racing around there. But it depends on what you want.
“Take Texas for example. Take the downforce away, it’s hard to drive, and there’s no passing. But it’s difficult on the drivers. There’s not as good racing. Add the downforce back, now everyone’s (sort of) packed up, but you’ll have amazing racing action. It really depends on what you want.”