As the Pirelli World Challenge Championships heads to the Mid-Ohio Sports Car Course for Rounds 11 and 12 of the GT, GT-A and GTS seasons, as it will mark the arrival of one of the series’ most anticipated new cars at the Honda Indy 200 weekend.
The RealTime Racing squad, which had been GTS stalwarts the last several years with the tried-and-true Acura TSX, is now transitioning into the GT class with the new Acura TLX-GT. As Acura looks forward to the 2015 production car’s debut, this gives the RealTime squad a chance to present the car over the final few races of 2014 to build the anticipation.
The car had been set to debut at Detroit, but was delayed following a testing issue. But now, the car has been officially confirmed for its debut this weekend.
For seven-time PWC GT champion Peter Cunningham, the challenge of debuting a new car is one he doesn’t take lightly.
“It’s certainly been a very exciting program, very challenging program,” Cunningham told MotorSportsTalk heading into the weekend. “We’re doing it on a timeline that’s quite compressed. That adds to the challenge and the excitement of this Acura program.”
In what’s been an eight-month period, the Milwaukee-based RealTime team has launched, assembled and tested the TLX-GT. It jumps into a GT class that also includes entries from Cadillac, McLaren, Ferrari, Audi, Porsche, Bentley, Dodge, Mercedes-Benz and Reiter Engineering Lamborghini, among others. The TLX prototype and TLX-GT racecar were premiered in Detroit earlier this year.
“It’s been nothing short of fantastic,” Cunningham said of the GT field this year, since he’s been in the abnormal position of a spectator during races. “For us to take a new car and get thrown into it, is going to be a whirlwind for sure.
“We’d never intend to come out of the box with anything but a good level of performance, but we just need to manage our expectations because the field is so incredible and competitive,” he added. “We can’t expect to just come out of the box and set the world on fire. But we seek a decent, reliable weekend.”
Part of the excitement surrounding this car is the activating and marketing aspect, something which has also included Verizon IndyCar Series driver Simon Pagenaud in an ad earlier this year.
“There’s some really exciting things going on with that car; a good power band with the twin turbo added to it,” Pagenaud said. “I’m really interested to see it against Cadillac and the rest of the field. You’ll see the handing with four-wheel drive – I’ve always been a big four-wheel drive fan. I’ve never understood why it wasn’t more in play. You get to see that a lot in rally, and I’m really excited to see it stack up against the competition.”
Although it’s a bit of a challenge, Pagenaud tries to watch other races on site over the course of the weekend. Pirelli World Challenge has already run on five IndyCar weekends this year; this will be the sixth of seven Indy/PWC shared weekends in 2014.
“I try, but it’s such a busy schedule every weekend, especially for a doubleheader,” he explained. “But usually when we’re done, PWC is on track in the evening. I try to follow as much as I can – obviously I’m interested more now with Acura in the mix, and I’ll check. It’s such a very early time for RealTime. But it should be interesting to see in the first few practices. If it rains, they should be in good form.”
After Mid-Ohio, the next stop on the PWC schedule is August 23-24 at Sonoma Raceway.
Sauber’s last-minute substitute Antonio Giovinazzi turned in one of the performances of Formula 1 qualifying for the Australian Grand Prix on Saturday by claiming 16th on the grid for his maiden grand prix.
Ferrari youngster Giovinazzi was drafted in by Sauber for FP3 and qualifying after Pascal Wehrlein was deemed unfit amid ongoing issues with his back following a crash at the Race of Champions in January that left him with a minor injury.
Giovinazzi was notified on Friday night that he would be replacing Wehrlein for the remainder of the weekend, but did not find out until Saturday morning as he had already gone to bed.
Despite getting less than an hour of track running in which to get to grips with the tricky Albert Park circuit, Giovinazzi starred in qualifying to finish 16th, narrowly missing out on a Q2 berth and ending up just a couple of tenths off experienced teammate Marcus Ericsson.
“That is a special day for me kicking off my first Formula 1 grand prix weekend,” Giovinazzi said after the session.
“I am really happy with my performance today, I was just a few tenths away from Q2.
“It will be a long race tomorrow; a lot can happen here in Melbourne. I will do my best to put in my maximum performance.”
The call from Sauber capped off a rollercoaster five months for Giovinazzi that started with a bitter defeat in the GP2 title race to Red Bull youngster Pierre Gasly at the end of November in Abu Dhabi.
Giovinazzi was then contacted by Ferrari and offered a deal to become its reserve driver for 2017, leading to a private test in its 2015-spec car at Fiorano.
When Wehrlein was declared unfit for the first pre-season test in Barcelona, Giovinazzi was drafted in by Sauber for two days’ worth of running, preparing him for the shock call-up in Melbourne.
Giovinazzi will become the first Italian driver to start a race since Jarno Trulli and Vitantonio Liuzzi on Sunday, the pair making their final F1 appearances at the 2011 Brazilian Grand Prix for Caterham and HRT respectively.
GAINESVILLE, Fla. (AP) John Medlen remembers his son’s final seconds like they were his first steps.
Eric Medlen inched his dragster to the starting line and waited for the signal. John, also his son’s crew chief, made a couple of routine checks, looked in Eric’s eyes, gave him a thumbs-up and pounded on the hood twice.
“Neither one of us realized he had a little less than three seconds to live,” John said.
Ten years after Eric’s fatal practice run at Gainesville Raceway, home to one of professional drag racing’s premier events, John is still dealing with the demons that come from burying a child. Eric’s death became a defining moment for NHRA, mostly because of the way John reacted to it and the safety changes he fought for.
“Eric would not want anybody here on this earth that’s left to be burdened to the point where you can’t live your life because of his death,” he said. “… I hear his spirit tell me all the time, `Keep going, Dad. Make these cars safe. Keep somebody else from having these kinds of issues.”‘
Eric grew up around racing in Oakdale, California. His father placed his bassinet on a workbench in his garage, and he spent hours at drag strips. Even the school bus dropped him off in front of dad’s race shop.
John steered his son toward other pursuits, and to an extent, that worked. Eric was a champion calf-roper in high school, then a mechanical engineering major in college.
But the track always beckoned. The man nicknamed “Duff” spent eight years working as a John Force Racing crewmember before the team gave him his big break as a driver in 2004.
“I tried to talk him out of it, but he wasn’t going to have it,” John said. “If it had wheels, he was going to race it. Go karts, sprint cars, it didn’t matter what it was.”
Eric won six times in 72 starts in the National Hot Rod Association and finished in the top five in points in each of his three years at the pro level. His death shocked the series, even if everyone associated with it knew the perils.
Drag racing has always been one of the most dangerous forms of motorsports, whether it’s on backroads, city streets or professional strips. It became increasingly popular in the 1950s: Bigger engines, lighter cars, faster speeds – and increased risk.
Eric reached the top level, where nitromethane-powered dragsters race in side-by-side lanes and routinely top 300 mph in less than five seconds.
“You know what can happen. Everybody in the industry knows what can happen,” John said. “But we’ve never seen an injury like Eric’s before.”
On March 19, 2007, a day after the NHRA’s Gatornationals, Eric and his Force teammates stuck around to test at the historic track, a common move that allows teams to acquire valuable data while reducing travel costs.
As Eric, 33, pulled to the starting line, everything seemed normal. He released the trans brake, allowing his Funny Car to lunge down the track with the G-forces of a fighter jet. And in the blink of an eye, Eric endured a violent, mid-strip tire shake that snapped the chassis, caused his car to slide out of control and forced his head to whip side to side about 150 times. Goodyear later said something apparently punctured the tire at high speed, causing it to lose pressure and start jerking the entire car with more than 40,000 pounds of force.
John rushed to the crumpled car as it came to a stop against a concrete retaining wall, found Eric unconscious in the cockpit and started yelling at him to breathe. John could tell the wreck was bad. Then he saw a paramedic shine a flashlight into Eric’s eyes, turn to a colleague with a look of desperation and try again.
“I’ll never forget,” John said. “She threw that flashlight into the corner of the ambulance. You could tell this was serious.”
Eric’s head swelled so much because of a traumatic brain injury that he was hardly recognizable in his hospital bed. Doctors worked around the clock trying to relieve pressure and improve blood flow to his brain.
Despite the aggressive treatment, Eric’s body lost the ability to manage its salt and water levels.
After four days with no improvement, the decision was made to take Eric off life support.
He died immediately.
“People were mourning, people were hurt, people were dying inside,” said team owner John Force, who stayed at the hospital with Eric’s family. “But they also were already thinking about moving ahead. They weren’t going to let this happen again.”
Force’s cars skipped the next race, and he canceled the reality TV show “Driving Force,” which focused on him and his three drag-racing daughters.
“We’re not going back to making movies,” Force said. “We’re going to learn how to build race cars.”
Eric’s father led the charge, meeting with NHRA executives, competitors, industry experts and even military and NASA engineers. They studied metal energy, seatbelts, tires, padding.
“As long as I’m on this earth, I’m not going to have Eric give his life in vain,” John said. “We’re the ones here that can make all that count for him and for his memory.”
Changes came quickly.
There were tighter tolerances for chromoly tubing used to build chassis. There were wider roll cages. There was thicker padding surrounding drivers’ helmets. There were now seven seat belt attachment points, keeping drivers more tightly harnessed for added stability and support.
John Medlen, 66, works for Don Schumacher Racing now. Returning to Gainesville every year is the hardest part of his life. Sights, sounds, smells, all come rushing back like the crash was a day – not a decade – ago. He welcomes questions about Eric’s triumphs and tragedy, mostly because they help remind him about the son he lost, the life they lived together and the reason he still works to make the series safer.
“It’s very difficult, but you have to do it,” John said. “You’ve got to face your adversaries and deal with the demons. They’re not going away.”
There have been a few NHRA deaths since Eric’s – Scott Kalitta (2008), Neal Parker (2010) and Mark Niver (2010) – but none of those were caused by tire shake.
Six months after Eric’s death, Force endured a similar tire shake during a race in Texas. The violent crash broke his left ankle, left wrist and several fingers and put a deep cut on his right knee. Force was airlifted to a nearby hospital, where he spent weeks before leaving in a wheelchair.
But the 16-time champion avoided any head trauma, which he attributed to the NHRA safety modifications put in place following Eric’s accident.
Force responded by erecting life-size statues of Eric at his team facility in Indiana, and at his corporate headquarters in California. He created museums to house Eric’s race cars.
He sees the impact they have on everyone, even his 5-year-old grandson.
“He pointed at the statue and goes, `What is that, Grandpa?'” Force recounted. “And I said, `That’s Eric Medlen. That’s the guy that saved your Grandpa’s life and I ain’t never forgetting that.”
Romain Grosjean hailed Haas’ Formula 1 qualifying performance in Australia as “unbelievable” after picking up its best Saturday result since joining the grid.
NASCAR team co-owner Gene Haas took his eponymous operation into F1 last year, with Grosjean leading its charge through its debut campaign.
Haas enters its sophomore year in 2017 looking to build on its eighth-place finish in the constructors’ championship, and made a strong start in Australia on Saturday.
While new driver Kevin Magnussen dropped out in Q1 following an error on his hot lap, Grosjean was able to take Haas into Q3 before securing sixth place on the grid for Sunday’s season-opener.
The result marks Haas’ best qualifying result to date in F1, beating Grosjean’s run to P7 ahead of the Brazilian Grand Prix last November.
“It was quite an unbelievable qualifying session for us. It’s a shame that we didn’t get Kevin there, but the car is looking good, even better than what we’ve seen recently,” Grosjean said after the session.
“We’ve made some good progress over the weekend. There’s a lot more we can understand and analyze but, generally, it’s a great start for us.
“It’s always good to start with a strong qualifying session. It tells you that if you keep improving the car, you could be in a good place very soon. If that’s our baseline, and you can fight between sixth and 10th position, where it’s so tight, it would be great to be there most of the time and enjoy some good times.
“Tomorrow’s start is a big unknown. We’ve been practicing and some have been good, others not so much. Hopefully, we’ll get the first one right tomorrow.”
The Australian Grand Prix is live on NBCSN and the NBC Sports App from midnight ET.