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Exclusive: Q&A with FIA Formula E CEO Alejandro Agag

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Ahead of the inaugural FIA Formula E championship season, MotorSportsTalk had the opportunity to speak with Alejandro Agag, CEO of Formula E Holdings. Agag, a veteran European Parliament politician who has expanded into motorsports in both Formula One (with teams and for Spanish TV rights) and GP2 (Team Principal of the Addax GP2 team), will oversee the all-electric formula car championship. The season begins in September, but testing will occur all year in preparation.

MotorSportsTalk: With the all-electric format of the championship, it’s ahead of most traditional forms of motorsport. Do you see FE as a trend-setter to shape the direction of global motorsport, or would your preference be to be unique as the only all-electric form of motorsport?

Alejandro Agag: I think we will be on our own for a bit. This is very unique in terms of technology. I think other series will move towards more sustainable practices this year, with limit of fuel consumption, and that’s a path being adopted by the WEC also for some time now.

To go full electric, we won’t see that for quite a number of years. Also take into account we have an exclusive license from the FIA to be the only all electric global motorsport competition for formula cars.

MST: What’s going to be the initial measure of success from year one? Fan interest? Media interest? TV ratings? All of the above?

AA: It’s going to be a little bit different. As you know we have a unique feature in this championship, fans will be able to vote for their favorite driver to give them an additional amount of energy, which we call the fan boost.

We think the measure of success of the championship will lay more in the digital space, in the number of people interacting with the championship, the number of young people interacting with the championship; that plus the traditional way of measuring like TV ratings, or those standards.

We are focusing on the digital side, and we have ways to measure that interaction with the championship. That will be the success and way to measure the success.

MST: You have F1, GP2 series experience personally. What have you learned in those championships that you feel you can take to transition into FE, either from a commercial standpoint, a marketing standpoint or a competition standpoint? 

AA: There’s been a lot of lessons learned in my past racing experience that is extremely important for us as a group. We have other partners and people with past experience.

A few lessons I would highlight. We need to have a championship that makes sense financially. It has to be a win-win for everyone. The number one priority is that the teams make money, and costs need to be kept low. We have created a number of rules to make that possible.

The second one is very important: to offer to sponsors a halfway point between motorsport and sustainability. We have seen in the last years in racing that sponsors are more concerned with sustainability issues, and our sport leans halfway between motorsport and sustainability. A lot of people are also keen on that. Sitting in-between is very important.

From the sport point of view, we know we need to put together the best show possible. You need to know a lot of drivers, many who have been in the driver market for a long time. We know the drivers … we how much they bring to the show and for the teams to get the best drivers we get into cars. 

MST: That shifts rather nicely into the concept of the Formula E “Drivers’ Club.” Would you like it to be open to all forms of motorsport or primarily single-seater formula drivers, as the bulk of the field is now?

AA: We think the bulk are meant to be from single-seaters. Some have transitioned to sports cars, so there are some who have been in both. But having the single-seater experience is very, very important for the championship of Formula E.

The cars will be tricky to drive; the circuits will be unknown, so drivers will not have raced there before, and we’ll have to learn the tracks very quickly because there is not a lot of free practice in the morning. Immediately they will need to be on it. Having the single-seater background will allow them to take the challenge on.

MST: The noise of the car is unlike anything really, we’ve ever heard in motorsport. What’s your take on the sound, and what would you say to the sound “detractors?”

AA: We think the sound is one of the main features; one of the main advantages and positive additions of our championship. I was talking with our engineers; we’re testing now with the rear battery, the race battery, and the sound is even more jet-like than before. Fighter jet, almost.

That combined with the fact it’s around 80 decibels makes it possible to race in city centres without major sound disruption. I think it’s a great feature. People will get excited by the sound, but not be disturbed by it. That’s the advantage.

MST: Of the decision to change cars at the pit stop, why go that route? Would it eventually be feasible to swap batteries, or did it make more sense to change cars instead?

AA: What makes more sense would be to change batteries. But the decision to go to changing cars was put down to the safety requirements the FIA has imposed. The batteries are in a special crash box, and it takes quite a long time to change it. Therefore it’s not possible to do it a normal race time frame. So that’s why we’ve gone to a swap of cars.

The other thing is we are doing very short races, so (a battery switch) it would not be a good option for the show. We are very aware that this highlights one of the limitations of electric cars, but we also think that this is not a one-year project. It is a long-term project, and the goal is to show the development of batteries.

So the first year they do 25 minutes. The second, maybe 30. The fourth, maybe 35-40. Year five, you only need one car to complete the race. So that will be what we can show; it’s a very strong message of how electric cars and batteries are improving.

MST: Along the same lines, to have some F1 transfer of technology with McLaren ECUs, Renault engines, etc., plus Michelin tires, how key was that?

AA: That’s really a huge advantage for is. When we went around the world looking for technology for these cars, we ended up at the starting point which is Formula One. This championship, technology-wise, is a child of Formula One.

There’s motors from McLaren, batteries from Williams, battery safety management and integration from Renault F1, so that’s all the technology to work with. It’s very pioneering. I’ve been with Williams to see how they are with the batteries; they’ve done some incredible R&D work. Stepping into the new areas of technology is very exciting.

MST: Of the teams, the two that will probably stand out the most as a cross-referencing of culture is getting Leonardo DiCaprio and Sir Richard Branson as team stakeholders. How do you see them being ambassadors for the series and what can they do to increase interest?

AA: It’s important to get the right mix. We think having Leonardo DiCaprio and Sir Richard Branson is a great addition because they can really help us raise awareness and make the championship more popular.

Of course we have a strong electric background team with Drayson, traditional teams like Andretti, Audi Abt, or like DAMS, we have achieved a great mix of characters and teams to make the show very good.

Having DiCaprio and Branson raises the profile of the championship. They can help make the electric car more popular.

MST: From a purely racing perspective, the other teams (Andretti, Dragon, Drayson and others) have some standing and respect in the U.S. market. How important was it to ensure you had “name” teams in the championship to provide the series a legitimate foundation of operations?

AA: It was very important because what we need to deliver is a true grid. This cannot be taken for a show or parade of electric cars. This is a true race, and that’s the cornerstone of the whole project. True race needed with teams on top of it.

Having Andretti, Dragon, DAMS and others brings that legitimacy to make motorsport fans say, “Let’s give this championship a chance because these true racing names are involved.”

Andretti was a major turning point for the championship when they signed up back in July. We really felt when people like that started calling us from the motorsport world, it gave great credibility for the championship.

MST: Clearly with two races on either coast, the U.S. is an important market for FE. Given there are so many other forms of motorsport here, how do you plan to have the U.S. attention be captured?

AA: Our two main markets we always say are the U.S. and China. And particularly with the U.S., motorsport is very strong there. It has “home” motorsports of NASCAR and IndyCar; F1 has had ups-and-downs in U.S.

We have a special chance; but we need to be different. We cannot be another race, another one-of-the-same. We need to feature a different kind of show. We need to focus on the digital interaction with the fans. We have two teams, two races in the U.S.; we also have Leonardo DiCaprio, an American name and working with a Monaco-based team.

We have the necessary elements. But we really need to push on presenting ourselves as a different kind of motorsport.  Also having TV with FOX Sports is very important; it will help us raise the profile of the championship.

MST: All this being said, this is a long-term process, so where do you see the series five years from now? Is there an opportunity to win over disenfranchised fans of other racing series?

AA: Five years from now, this championship needs to be the platform for electric technology and relevance. We need to have different global partners on board; at the moment we have Renault, Mahindra, Audi, but I think others will join us.

We could see American car manufacturers, Japanese car manufacturers, more European car companies, because they’re all betting on electric.

We need to be the place where all these technologies are tested, and we want to be relevant. We want to be a place where technologies are exported to road cars, and make the expansion of electric cars grow to where it’s the first choice for people to want to buy one. That’s what we’d like to become.

Tony Kanaan had a blast despite finishing 100th Indy 500 in fourth

during the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 29, 2016 in Indianapolis, Indiana.
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He wasn’t in winning contention until late after starting 18th, but after back-to-back DNFs from accidents the last two years, fourth was almost a welcome tonic for Tony Kanaan and the No. 10 NTT Data Chip Ganassi Racing Chevrolet in Sunday’s 100th Indianapolis 500 presented by PennGrade Motor Oil.

“I had a blast,” he said post-race. “I had the time of my life.”

Kanaan was one of the favorites to win, after setting the fastest lap in final practice for the race with a speed of 226.280 mph. It was clear the Ganassi team had made enough strides to his car on race setup to pull it off.

“When you have a good car all day and you’re fighting for the lead you cannot say it wasn’t fun,” Kanaan added.

Kanaan was still running fast at the end of the race, but rookie winner Alexander Rossi’s fuel mileage strategy made the difference in victory.

Among the top five drivers, Kanaan posted the fastest last lap with a speed of 220.294 mph. On fumes, Rossi was running 179.784 mph. Kanaan pitted with eight laps remaining in the race.

“Obviously toward the end there it got a little messy with where we were going to finish. We had to pit; this is racing.”

Hinchcliffe ends Indy 500 seventh, doubts victory was possible

INDIANAPOLIS, IN - MAY 29:  James Hinchcliffe of Canada, driver of the #5 ARROW Schmidt Peterson Motorsports Chevrolet, leads a pack of cars during the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 29, 2016 in Indianapolis, Indiana.  (Photo by Robert Laberge/Getty Images)
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James Hinchcliffe felt content with his run to seventh in Sunday’s 100th Indianapolis 500 presented by PennGrade Motor Oil despite starting from pole and remaining in the lead group of cars for much of the race.

Hinchcliffe spent much of the first stint of the race exchanging the lead back and forth with Ryan Hunter-Reay, but a fuel issue cost him time at the opening round of pit stops in the No. 5 Arrow Schmidt Peterson Motorsports Honda.

The Schmidt Peterson Motorsports driver battled his way back into contention for the win, only to suffer a loss in grip in the closing stages as temperatures rose at Indianapolis Motor Speedway.

A late splash-and-dash for fuel with four laps to go ended Hinchcliffe’s hopes of a famous victory, just over one year on from his devastating accident, leaving him to settle for P7 at the checkered flag.

“I have to give everybody on the Arrow crew a ton of credit for the effort the entire month,” Hinchcliffe said after the race.

“Coming in third at the GP of Indy, qualifying on the pole and the race here, it was a solid effort.

“We were super strong the first half and definitely had one of the cars to beat. It was really just track temperatures that caught us out there.

“We started losing grip as the temperatures came up late in the afternoon and the last two stints were a real struggle when we tried to make the tires last. Well, more than a stint because we came in for that splash of fuel at the end.

“A couple guys out there took a punt on fuel – congrats to Alex [Rossi, race winner] and great to see Honda back on top.

“Realistically, I think we had a third or fourth place effort today, which is nothing to turn your nose up at.”

Combined with the points for pole position, the ‘500 has seen Hinchcliffe rise from eighth to fifth in the Verizon IndyCar Series drivers’ championship, ranking as the lead Honda driver on 205 points.

Third in Indy 500 a bitter pill to swallow for Newgarden, ECR

during Carb Day ahead of the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 27, 2016 in Indianapolis, Indiana.
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INDIANAPOLIS – This month at the Indianapolis Motor Speedway, it was generally accepted that Josef Newgarden and the No. 21 Preferred Freezer Chevrolet for Ed Carpenter Racing was best of the “Bowtie brigade.”

And the 25-year-old American was ready to unleash a full serving of awesome sauce on the field in Sunday’s 100th Indianapolis 500 presented by PennGrade Motor Oil starting from second on the grid.

But despite running in the top three to five all day and leading 14 total laps – including Laps 179 to 181, 184 to 190 and 192 to 193 – Newgarden was one of most of the field who needed a late-race splash for fuel inside the final 10 laps.

It meant that Newgarden, along with runner-up Carlos Munoz, fell back behind rookie Alexander Rossi once Rossi’s Bryan Herta/Michael Andretti combo pack pulled off a strategic stunner to perfection and ran 36 laps on the final stint.

For Newgarden, third was his best career Indianapolis 500 result in five starts.

Yet in many ways, it was the worst feeling: a crushing disappointment knowing his first best chance to win this most prestigious of races had slipped away.

“Yeah, I mean, it’s really heartbreaking, to be honest,” he said in the post-race press conference. “The reason is because I think we had a car to win. I’m not saying we should have won the race definitely because we had the best car, I just think we had a car that could have won.

“What I wanted was an opportunity to try to race those guys at the end. We didn’t get that. That’s no fault to my guys. I think that’s just how the race fell. Sometimes it doesn’t fall your way. Today was a day it didn’t fall our way.”

Newgarden admitted that he was underwhelmed by the fuel conservation finish that allowed Rossi to pull it off. That being said, he said had he been in Rossi’s shoes, he’d have been OK with the outcome.

“I think if I was in Alex’s position, I’d be the happiest man in the world right now. I wouldn’t care how we won the damn race. We won the damn race. So that’s one part of it,” he acknowledged.

The thing was though, a Newgarden and Munoz shootout likely would have been a better show for the fans rather than the somewhat anticlimactic final lap. And again, that’s with no disrespect to what the No. 98 team achieved.

“Congratulations to Rossi and Honda. It’s a huge achievement to win around here,” he said, graciously, in defeat. “I just wish we had an opportunity to race those guys straight up at the end. I really think we would have had something for them if we could have gone flat out there at the end and tried to beat them straight up.

“Just proud to be here, though. Shoot, just having an opportunity to be here with as good of a car as I did, not many people experience that. Today was something new to me.”

Newgarden described his would-have-been strategy had it come down to a he-and-Munoz shootout.

Sort of.

“To be honest, I was going to wing it at the end,” he explained. “My priority was staying up front, going flat out, trying to get as much speed out of the car at the end of the race as possible. I thought we had to trim this thing to win it. We had a lot of downforce at the beginning. We tried to trim and trim and trim. My sole focus was, Let’s get to the last three, five laps and be up front, then I’ll do whatever I got to do at the end to win the thing.

“That kind of sounds silly. Well, didn’t you have a plan? Weren’t you thinking of a plan the whole race? I was. I was sticking to my priority of ‘Let’s get this car up front, the keep it there for the last five laps’. When we’re up there, we’re going to have a great shot at winning the thing.

“Really, you can’t predict what’s going to happen at the end of the race. I could see how Carlos was, I could see where he was good, where he was bad. I think he had a little bit more straight speed than us, which was going to be difficult to overcome. I was going to wing it on those last three to five laps and kind of feel out what I had to do to try to beat him, if he was the guy I had to actually race at the end.”

For Newgarden though, long regarded as America’s brightest IndyCar hope the last five years and on the heels of his best month ever at the Speedway, this was a particularly bitter pill to swallow.

He’s had some heartaches in his IndyCar career before – Long Beach and Mid-Ohio losses in 2014 come immediately to mind – but nothing like this.

“I don’t think I have a pity card to play. You could probably go through the list of guys that have nearly won this thing or that should have won the thing,” he said.

“This is really the first time I’ve ever felt like I could have won that race and it just didn’t happen. It’s really the first time I’ve ever felt that way.

“So it’s tough. I hope I have more opportunities to try to win it. You kind of feel special when you have a car that you think you can win and you got a shot to win the thing at the end. That’s kind of rare to get that opportunity and be in that spot.

“I’m thankful for that. I can’t be sour about it, like I said. There’s been a lot of guys that have had near misses around this place. It’s going to suck, but…

“The good thing is we race again next weekend. That kind of helps. I don’t have to go on the media tour, which I guess is a positive. I would have loved to do it if I won the race. I can rest a little bit now and go to Detroit and try to kick everyone’s ass again. That’s positive.”

Until he pit for fuel, Carlos Munoz ‘knew’ he had Indy 500 won

INDIANAPOLIS, IN - MAY 27:  Carlos Munoz of Columbia, driver of the #26 Andretti Autosport Honda Dallara, practices during Carb Day ahead of the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 27, 2016 in Indianapolis, Indiana.  (Photo by Jamie Squire/Getty Images)
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Carlos Munoz was sure of three things throughout Sunday.

The first – the 100th running of the Indianapolis 500 was going to be his.

“I knew I had this won,” Munoz told ABC’s Rick DeBruhl after the race.

But the 24-year-old Colombian didn’t make this declaration as the 70th winner of the “Greatest Spectacle in Racing.” The Andretti Herta Autosport driver was lamenting the second runner-up finish of his career in the race.

“My car was flying,” Munoz said of his No. 26 United Fiber & Data Honda that had started fifth and was leading on Lap 195 of the race. “I was so good emotionally, physically, mentally. The car was flying.”

The second?

“I knew I didn’t have enough fuel.”

Munoz was a half-lap short on fuel and on Lap 196 pitted in order to rectify his situation. That move created the 54th and final lead change of the race, allowing rookie Alexander Rossi, and Munoz’ teammate, to assume the lead.

Rossi hadn’t pitted since Lap 164 and he wouldn’t in the last four laps.

When Munoz got back up to pace two laps later, he was in second, 16.68 seconds behind Rossi. A lap later, with the white flag displayed over the first sold-out crowd in the “500’s” history, Munoz had only gained three seconds.

“I was just cruising around flat out, saying ‘I’m not going to lift, this is my race,'” Munoz told ABC, later recalling in his post-race press conference, “‘I’m going to keep it flat. If I crash, I crash. I don’t want second; I want to win.'”

When Rossi entered Turn 3 for the final time, with his No. 98 NAPA Honda running on fumes and hope, Munoz was still a straightaway behind him.

Munoz was within 4.5 seconds of Rossi when he saw the American become the 70th different winner of the Indianapolis 500.

And he was still bemused by the fact it happened.

“I don’t know how my teammate did it without stopping. If I’m honest, I want to know what he did. I will look. I am second, why he’s not stopping? He’s supposed to stop. I have to look and see what he did. I don’t know what he did,” Munoz admitted.

“This is the 500, everything can happen. Now we’re second,” he said

The third thing Munoz was sure of Sunday is that won’t be the case in the future.

“One thing is clear, that I will win the 500 one day.”