Honda confident about new twin-turbo IndyCar engine

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With all IndyCar Series engines now required to have twin turbochargers from this year onward, one would figure that Honda, which had previously ran a single-turbo powerplant over the last two years, is at a disadvantage against Chevrolet, which has been using a twin-turbo since its return to IndyCar in 2012.

But in an interview with IndyCar.com, Honda Performance Development technical director Roger Griffiths says that the time spent with the single-turbo has given Honda a “really good insight” into how to go about developing its new twin-turbo, which has already been tested twice on the road course at Sebring and on the oval at Fontana this off-season.

Furthermore, Griffiths says that the new engine is already stacking up nicely against the 2013-spec single-turbo, which helped take Scott Dixon (pictured) to his third IndyCar championship.

“We had evolved the 2013 spec engine with a single turbo to a very high level of development so we had a very high bar that we had set for ourselves in terms of drivability and response and those kinds of things,” he said.

“We were pleasantly surprised by the rate at which we reached the same sort of level of performance with the 2014 engine given that it was all kind of new.”

Griffiths also gave credit to Simon Pagenaud from Honda-powered Schmidt Hamilton Motorsports. The French driver, who finished third in last year’s standings, took time after Thanksgiving to meet with HPD engineers and provide them with feedback.

“Our guys could come back from a test and say, ‘OK, these are the top five complaints and what needs fixed.’ But it’s our translation of what the driver is saying to the design engineers,” Griffiths explained.

“Sitting down with 10 of our young engineers, they quickly get past the shock of an IndyCar driver sitting down with them in the meeting room and it’s just another person trying to do a job. They’re hearing from the person driving the car what they want. It really helps our relationship with the drivers. Simon gave us some good pointers.”

After losing the last two IndyCar manufacturers’ championships to Chevrolet, it’s clear that Honda is doing all it can to wrest the title away from the Bowtie in 2014.

As for Chevy’s view, their program manager, Chris Berube, told IndyCar.com that while they saw advantages in both the single and twin turbo engines, they went with the latter because “[they] believed there was a better application of that.”

Now, as his company enters its third season after re-entering open-wheel competition, Berube feels that their experience with the twin-turbo will give them an early-season edge.

“I think we have a good understanding of the twin turbo application and that in itself will be an advantage initially,” he said.

Cooper solidifies PWC GT presence with Callaway Corvette

Callaway, Cooper, Gill. Photo: PWC
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Pirelli World Challenge could use a “face” of the series from a driving standpoint, and American Michael Cooper is a good candidate to fill that role for 2018.

Cooper, 27, has won PWC Touring Car, GTS and, most recently the SprintX GT titles within the series and has quickly blossomed into one of the series’ top GT stars.

It’s been a rapid rise for the Syosset, N.Y. native, entering into a world filled with series stars and champions such as Johnny O’Connell, Patrick Long, Alvaro Parente and a host of others.

But under O’Connell’s tutelage, Cooper admirably filled the rather gaping shoes vacated by Andy Pilgrim at Cadillac Racing, steering the Cadillac ATS-V.R to multiple race wins in the last two years – including a sweep of this year’s season finale weekend at Sonoma.

Cooper and Jordan Taylor were the model of consistency in SprintX this year, winning once at Canadian Tire Motorsport Park and surviving contact at Circuit of The Americas to take that title.

With Cadillac withdrawing its ATS-V.R program at the end of the year though, Cooper was left a free agent for 2018. Fortunately with one door closed another opened, in the form of the GM-blessed but full Callaway Competition USA effort with its Callaway Corvette C7 GT3-R that will come Stateside next year. Cooper and Daniel Keilwitz will be in the team’s two cars for the full season; the car was fully unveiled last week at the PRI Show in Indianapolis.

The Callaway is a proven commodity in Europe but couldn’t run in the U.S. unless the path was cleared by one of GM’s factory programs to end a direct, potential head-to-head competition.

Moving from the Cadillac to the Callaway Corvette should be a natural transition, Cooper said last week.

“It worked out incredibly well that GM decided to allow Calloway to run the car in the United States and it created an opportunity for me that wouldn’t have been there otherwise,” he told NBC Sports. “I talked to a lot of other GT teams and at the end of the day, I felt like this was the best direction for me to be competitive next year and to also continue furthering my career with General Motors.”

Indeed Cooper has graduated from the Blackdog Speed Shop Chevrolet Camaro Z/28.R in GTS to the Cadillac and now to the Callaway Corvette. Cooper hailed the Cadillac team for what they did for his career growth.

“Working with Cadillac Racing has been instrumental in developing my abilities both on and off the track,” he said. “So I’m definitely a much more well-rounded driver now and have a lot of experience in the World Challenge GT field, so I kind of know what to expect going into that first race and going into that first corner in St. Pete.”

As noted, the car’s success in Europe means it’s a well-oiled machine by the time Reeves Callaway has worked with PWC to bring it Stateside next year. And as Cooper explained, discussions had been underway for a bit of time to ensure his presence in this car and team.

“I think the car is going to be extremely capable. It’s already won championships and races in Europe. I think, in bringing it over here, we’re going to hit the ground running straight away,” he said.

“Calloway had wanted me to come drive for them in July or August. We always kept in touch since then, and there was a lot of work trying to put together a program before they decided that they were going to do a fully fledged factory program. So once they made that decision, I think the pieces were kind of in place already, and the conversations had been had to be able to say ‘You’re going to be our guy.’”

December is late for IMSA programs to get finalized, but it’s relatively early for PWC, with the season not starting until mid-March in St. Petersburg. An extensive testing program should follow, as Callaway establishes its U.S. base and infrastructure.

“It’s definitely early for a Pirelli World Challenge program to be announced in December when we start racing in March. So that’s very good,” he said. “But, the team has a lot of work ahead of them in terms of getting infrastructure set up here in the United States, because a lot of their racing program has been in Europe. So, there will be a testing program, but they have to get the infrastructure in place first. But, we’ll be well prepared for St. Pete, I’m certain of it.

“Last year was the first year when I could sit back, kick my feet up, and know what I was doing next year. So, to be able to have everything done and be able to announce it this early on makes my life less stressful and now I can just focus on preparing myself and my team for next year.”