The new Tatuus PM-18. Photo: Indianapolis Motor Speedway, LLC Photography

Mazda Road to Indy: Inside the Tatuus PM-18 first test

Leave a comment

Since 2004, the series now known as the Pro Mazda Championship presented by Cooper Tires has used an Elan chassis. While it has been a valuable tool that has helped drivers like Marco Andretti, James Hinchcliffe, Spencer Pigot, Graham Rahal, Conor Daly and more climb their way up to the Verizon IndyCar Series, the series was in desperate need of something new, especially given the early success of the Dallara IL-15 (Indy Lights) and Tatuus USF-17 (USF2000).

Enter: the Tatuus PM-18. When it hit the track for a shakedown at Autobahn Country Club and then a full two days of development testing at Mid-Ohio Sports Car Course, the equipment revamp for the Mazda Road to Indy presented by Cooper Tires was complete.

Development of the new chassis went surprisingly quickly. Scot Elkins, project manager of the PM-18 and Race Director of the Cooper Tires USF2000 Championship Powered by Mazda, explained that the quick development occurred because the PM-18 is based on the USF-17 and shares the same monocoque.

“It went really quickly, honestly, because most of the work that we had done on the USF-17 kind of carries over to the PM-18,” Elkins told NBC Sports. “So, a lot of the development in terms of the suspension, the braking system: a lot of that was already done. We were actually able to do a lot of the work toward the end of ’16, to the point that we actually had a prototype in December at the Performance Racing Industry show.”

Scot Elkins during testing for the Tatuus PM-18. Photo: Indianapolis Motor Speedway, LLC Photography

As Elkins highlighted, the common monocoque makes it easier for drivers and teams to move from USF2000 to Pro Mazda, and not just in terms of carrying knowledge over from one chassis to the next. Costs should also be reduced due to the similarities.

“Cost is always a top two or three item when you’re introducing a new car, because it requires everybody to all of the sudden turn over and come up with the capital investment to buy the new car,” Elkins said about the process of buying all new equipment. “In regards to the PM-18, especially the transition from the USF-17 to the PM-18: cost was even a bigger factor because the idea was you invested your capital in the USF-17, and the switch to the new car, the PM-18, was a much, much smaller cost, which allows you to move up much easier.”

As a result, while there are plenty of performance enhancements on the PM-18, the team were keen to ensure none made costs skyrocket. “It was one of those things where we wanted to keep (costs) as low as possible. And frankly, the number of changes between the two cars is pretty minimal as well, but yet we’ve increased the performance massively,” Elkins asserted.

Among the enhancements are more sophisticated aerodynamics, larger tires, and a 2.0-liter Mazda MZR-PM18A engine that produces 275 horsepower, 100 more than the USF-17.

Still, while everything on paper said the car should work very well, it needed to hit the track for confirmation. Joel Miller, a Mazda factory driver in the IMSA WeatherTech SportsCar Championship who also did the testing for the USF-17, found out first-hand when he put the car through its paces.

“It’s a fun car to drive, let me tell everybody that, because you can still slide it around,” Miller explained. “When we did our race runs, you could still have rear tire degradation, which is good-you can’t just go out there and put your right foot down coming off the corner.”

Joel Miller is helping to develop the PM-18 chassis. Photo: Indianapolis Motor Speedway, LLC Photography

For Miller, development of the PM-18, as well as the USF-17 last year, differs immensely from his work with Mazda’s RT24-P. “Over at IMSA, developing the DPi is all about playing within the BoP plan within the given rules that IMSA lays out there. You always put together a wish list, and then might get two items on your wish list. Out here, developing (the Pro Mazda car), developing the USF2000 car last year: we were writing our own lists of what we needed,” he said in comparing the programs.

In addition to being a joy to drive, Miller also explained that the PM-18 will fit nicely into the Mazda Road to Indy and serve as a perfect “second rung” on the ladder. “This is going to be a great package, just because it’s faster than the USF2000 car, which it should be. And it’s going to find that very nice hole where it’s a couple seconds faster than a USF2000, and then an Indy Lights car is a couple seconds quicker than this.”

Specific to driver development, Miller also indicated that the uptick in performance will force a driver to be mindful of race craft and manage the equipment. Using tire management as an example, Miller explained, “If we went out there and for 45 minutes were able to run qualifying pace with no degradation, that’s maybe not the best thing because it doesn’t teach your driver how to keep the tires under him.”

Miller also added, “The goal for the Road to Indy is to get to IndyCar, so the car needs to teach them something they can move forward with.”

The commonalities between the chassis meant that most of the input from teams and drivers on the USF-17 carried over to the PM-18. However, there were still plenty of specifics to Pro Mazda that needed to be considered.

“We talked to a lot of the Pro Mazda teams in regards to some of the things that were different on the PM-18 versus the USF-17,” Elkins explained. “We have a different differential, so we talked to some teams about that. We have a few things in regards to the aero that are different, so we talked to the teams about those items.”

However, with a strong foundation of driver and team input already in place, Elkins revealed that he had more than enough to work with when attention shifted to the PM-18. “The majority of input came on the USF-17, because so much of that car’s hardware and how mechanics actually work on the car: all of that actually carries over to the PM-18 because those are the things that are the same.”

Reception and early orders of the chassis are not quite as extreme as with the USF-17, which saw 35 chassis ordered immediately when the car became available, and thus far only in the low-20s for car counts at the first couple race weekends.  However, Elkins anticipates that sentiment to pick up once development testing is complete.

“We’ll do a preview test for all of the teams who are interested in purchasing a PM-18,” he said. “And usually, when we do that, and everybody gets to see the car and put their hands on it and touch it and hear it run, that’s usually when the interest picks up. It makes it more real when you can touch it, you know?”

And for teams who run cars in both USF2000 and Pro Mazda, the budgets should be very reasonable. “The current budget that exists now: the car has a lot more items on it that, I guess I’ll say are adjustable,” Elkins detailed. “The shocks are quite different, some other items are quite different. That leads to more testing, more cost, maybe more engineering. And the idea is that won’t be needed now, because it’s so similar to the USF2000 car. We’ve added a few extra things, so the idea is that the budget shouldn’t be too far apart.”

More testing is to come, with scheduled tests at Barber Motorsports Park following the Honda Grand Prix of Alabama as well as an oval test at Iowa Speedway in May. Pro Mazda teams are scheduled to take delivery of the chassis in July.

Follow Kyle Lavigne.

GoDaddy to sponsor Patrick in ‘Danica Double’ at Daytona, Indy — now all she needs are rides

Getty Images
Leave a comment

By The Associated Press

Danica Patrick is going back to green.

GoDaddy Green, to be exact – a fitting color for her farewell tour.

The company will sponsor Patrick in the upcoming “Danica Double” that will close out her racing career, The Associated Press has learned. Patrick has no ride yet for next month’s Daytona 500 or the Indianapolis 500 in May, but she now has the financial backing to pull it off.

This time around, the original GoDaddy Girl will symbolize the new core mission of the company that helped make her one of the world’s most recognizable athletes.

“There’s this great story: I left IndyCar with GoDaddy on my car, I started NASCAR with GoDaddy on my car, I’m most recognized as the GoDaddy green car and driver, and so to finish up my career that way feels appropriate,” Patrick told the AP from Scottsdale, Arizona.

Her final race will be the Indy 500, an appropriate choice because it was “The Greatest Spectacle in Racing” that rocketed Patrick and GoDaddy into pop culture notoriety.

GoDaddy and Patrick grew up together. The company switched series with her and marketed her as a strong, sexy woman in 13 Super Bowl commercials – a record appearance for celebrities. Now, the company is most interested in Patrick the budding businesswoman who is firmly closing the door on her racing career and rebranding herself as an entrepreneur . She has a book out, an apparel line, a wine label and confirmed to AP this week that she’s dating Green Bay Packers quarterback Aaron Rodgers.

“Our goals are so well-aligned,” Barb Rechterman, the chief marketing officer of GoDaddy, told AP. “She’s passionate, tenacious and creative just like so many of our customers who are also looking to leverage the power of the internet and turn their `side hustle’ into a full-time business. Danica absolutely epitomizes the heart of our GoDaddy customers.”

Prepare to hear a lot about the “side hustle” as GoDaddy climbs aboard the so-far fledgling “Danica Double.”

Patrick announced in November she would end her driving career with the Daytona 500 and Indy 500, but didn’t have a deal completed for either race. Still doesn’t. Yet somehow, Patrick always figures a way to get what she wants. Talks ended with Chip Ganassi Racing about a possible ride, and late last month, Patrick said, she called former GoDaddy founder Bob Parsons and asked about a reunion.

GoDaddy has rebranded since it last teamed with Patrick. The company now touts itself as “the world’s largest cloud platform dedicated to small, independent ventures,” and there’s no better spokeswoman than Patrick, who is in the next chapter of her life and her brand.

GoDaddy pulled out of racing after the 2015 season, and Patrick hasn’t had the same level of funding and marketing support since. Patrick has slowly reshaped her image, first into a Instagram model and is now a full-blown lifestyle guru. She realized – at the age of 35 – she was on her own.

She and GoDaddy aligned for a splashy move into NASCAR, where she was glamorous off the track but only mediocre on it. Through all of this, she was married, divorced, spent five years dating fellow driver and competitor Ricky Stenhouse Jr., and then seemed to find herself through a tailored diet, exercise and a healthy lifestyle.

She is cutting the cord on racing after Indy, and her focus is on a sense of well-being far away from the track.

“Their business is so perfectly paired to what is going on with mine, so when we sat down and met, it was like, `Let’s talk about our business. Let’s talk about the messaging. How does this work?”‘ Patrick said. “And this is undeniably perfect for both of us. Not only is it a huge two races and the biggest two races of the year, but on top of that, you have so much `side hustle’ going on, and all the messaging and our brands, and where we are going is so perfectly paired.”w

GoDaddy can help Patrick move on to whatever it is for racing’s former “It Girl.” The company will help her streamline her online presence. Patrick, for the company, is back as a neon green-and-yellow symbol to all the wannabe entrepreneurs chasing dreams.

She’ll get those rides, too. Patrick said she knows she will because she believes she will.

“That’s just the way the universe works,” she said. “You have to ask for what you want. Things have taken a long time with this, but you just have to go with the flow on these things. The universe is not on your time schedule.”

More AP auto racing: https://racing.ap.org/