Much about the general direction and future of a racing event can be found not in the first year, but the second. The first United States Grand Prix at Austin’s Circuit of the Americas was an unquestioned, smashing success, and seeks a respectable encore on par this time around (Sunday, 1 p.m. ET, NBC and NBC Sports Live Extra).
With that in mind, we take a look back on the five most recent “seconds” for the USGP at its various venues.
Held on September 30, just more than two weeks after the September 11 tragedy, there was a true sense of unity and patriotism as a backdrop to the 2001 U.S. Grand Prix at the Indianapolis Motor Speedway.
In a strategic chess match, McLaren and Mika Hakkinen beat Ferrari and Michael Schumacher at their own game. It was a popular triumph for the two-time World Champion, and the last of his career before a one-year “sabbatical” turned into retirement from F1. Schumacher was second with Hakkinen’s teammate David Coulthard third.
Three drivers on that grid, Jenson Button, Fernando Alonso and Kimi Raikkonen, were set to race in the second USGP at Austin this weekend. That number now drops by one with Raikkonen’s back surgery taking him out of the cockpit.
The race in the “Valley of the Sun” moved from its sweltering June date the year previous to March, to open the 1990 season.
Ayrton Senna won but the star of the day was Jean Alesi. Alesi harrowed and pushed Senna’s McLaren all race in a less-than-competitive Tyrrell, such was the nature of the 90-degree corner laden street circuit where all out horsepower was not as important as handling. Alesi finished second and his star rose in the F1 paddock, as he would move to Ferrari at year’s end.
Unfortunately for Phoenix’s race, it met its demise after the 1991 Grand Prix when a local ostrich festival drew more spectators. I wish I was kidding.
Detroit held a place on the F1 calendar from 1982 through 1988; the second race in Detroit was won by the late Michele Alboreto, scoring a win for a non-turbocharged Ford Cosworth, and the last for the Tyrrell team (which, believe it or not, is a precursor to the current Mercedes squad). 1982 World Champion Keke Rosberg came second with John Watson third, ahead of a packed crowd of more than 70,000 spectators. Detroit was not called the “United States Grand Prix;” instead, it carried the “Detroit Grand Prix” moniker with more than one F1 race in the U.S.
1977: Long Beach
The 1977 United States Grand Prix West at Long Beach was the star turn for one of America’s greatest ever drivers on home soil. Mario Andretti captured the first and thus far only win for an American in the USGP with Lotus, over Niki Lauda and Jody Scheckter. A late-race pass on Scheckter’s Wolf-Ford netted Andretti the win, in one of the most memorable USGP moments.
1962: Watkins Glen
You have to go back more than 50 years to find the fifth “second” USGP, as the Dallas race in 1984 did not have an encore. The legendary Jim Clark won at Watkins Glen in 1962, another win for Lotus, ahead of Graham Hill’s BRM and Bruce McLaren’s Cooper. Rain threatened to interrupt the race but it stayed dry just long enough around the Finger Lakes region.
As Formula E enters their ninth season and McLaren Racing is set to compete in last year’s championship winning car, Ian James is passionate about pushing electric motorsports forward at a critical stage as race technology begins surpassing that of the street cars.
McLaren’s electric portfolio is building with the Formula E team coming one year after they entered the Extreme E rally series in 2022 with Tanner Foust and Emma Gilmour. There were a lot of lessons to learn in that series with growing pains during the first three of five rounds. Rounds 4 and 5 were a completely different matter with the team crossing the finish line first in Chile before being assessed a time penalty.
In the final round in Uruguay, they scored an elusive podium.
“McLaren kicked off the season in Extreme E at the beginning of this year, so our first [electric] race took place Neom, actually out in Saudi,” NEOM McLaren Racing Team Principal James told NBC Sports. “At the time, we were in very early discussions about opportunities with the Formula E team. I actually went out there to meet with Zak [Brown, CEO McLaren Racing] and that was my first taste of Extreme E.
“Since the transition, I joined them in Chile in Atacama Desert, and then Uruguay last weekend. [The second-place finish was] a lovely way to round out the season. The fact that they got that podium. It was very well deserved. It’s a great team and a great series actually. It’s just so very different from anything else. The team’s done a great job in getting set up, and it’s nice now to, we’re trying to use that momentum that we’ve got from Uruguay to get us into next season when it kicks off next year, which will be great. I think we’re mid-March is looking like the first race, so a little bit of time to get things prepped for that.”
Synergies exist between the single seater and rally series. Lessons learned about battery power and sustainability in the electric SUV carry over so long as one is mindful of keeping focus on the individual needs and nuances of each series.
Especially now that electric racing technology has caught up, and is ready to surpass, the existing technology that has gone into building street cars.
When internal combustion engines gained the upper hand soon after automobiles were invented, racing paced alongside. The pressure of competition pushed the development of their commercial equivalents. The same has not necessarily been true of electric cars. Street cars were not designed to undergo the same stress as racecars – and that vulnerability showed up on the racetrack.
“Formula E has come along a long way,” James said. “I think one of the most notable developments is in the battery technology. In Gen 1, you had the drivers jumping from one car to another car midrace because the battery technology and capacity simply wasn’t where it needed to be to do the full distance. That obviously changed in Gen 2 and we saw a power increase as well to the 250 kilowatts.
“Now going to Gen 3, we have 350 kilowatts in a smaller battery. But that means that we’re relying on the regeneration of energy and for that reason, we’ve got also the opportunity to regenerate on the front axle as well as the rear axle now. So, there’s all sorts of things that are developing in the right direction.
“In terms of throttle response, actually, we’re now in a situation with electric racing and the motors that it’s instantaneous. And one of the advantages of electric over combustion engine is that the torque is instantaneous as well, so that gives you a lot more room to play with.”
No matter the power source, racing has always been about resource management. Drivers and teams select tire strategies they believe produce the fastest elapsed time and fuel conservation comes into play.
On one hand, electric racing is the same, but there is a critical difference. With the battery as both the power source and an integral part of the engine, there are multiple reasons to manage it.
In electric racing, the brain of the car is the software – and that is where James sees the greatest room for advancement.
“As we are working with our drivers and engineers – and start to look at functionality to improve our efficiency and our performance, that’s something we’ll continue to push because that development is open throughout the season,” James said. “That’s going to be our focus going forward and provides enough of a challenge for us to get our teeth into.
“What’s going to be fascinating is as Formula E continues, is to really look at which areas of development on the car are going to be the most relevant and ensuring that we can focus on those together with the manufacturers so we continue and use the series as a platform for technical development that can then feed back into the road car side of things as well.
“At the end of the day, that’s what motorsports always been, a very powerful tool for, and I see Formula E as no exception.”
Selecting Rast and Hughes as McLaren’s Formula E drivers was not simply because they know how to drive fast. James believes both drivers have the mental aptitude to execute energy management strategies throughout the race and squeeze maximum performance.
“As with many other motorsports, you’ve got a certain amount of energy that you’re able to deploy during the race and the management of that energy is absolutely crucial,” James said. “What we’re seeing typically in electric motorsports now is the hardware side of things. The efficiencies that we’re seeing in the powertrain as a whole, they’re getting up to the sort of 96%, 97%, 98% efficiency, so the gains that you get through that further and further become more marginal.”
With much more room for improvement, software is a different matter. To make the best decisions, the drivers need data, and that is where James believes McLaren Formula E will make their greatest impact.
“And then you really switch that focus to the software and that’s where you’re going to see the most the most improvement and the most gains,” James continued. “It’s then using that software to ensure that you’re deploying the energy in the most efficient manner during race, and thereby giving the driver the most performance. And that’s something which is incredibly complicated, but I find it a fascinating area to work in.
“The benefit of being involved in racing is you can really push the envelope in a way that you can’t do on road cars. And I think that that’s where that value comes in. It means that you accelerate the development a lot quicker. We will get ahead of the curve – and we are getting ahead of the curve now – and that will mean that the electric motorsports remain part of the overall development process.
“The key to that is also making sure that the racing’s exciting and fun for the fans. If we can, we can tick both of those boxes, then it’s got a very bright future ahead of it.”