IndyCar 2014 Primer: Some key story lines

1 Comment

There is no shortage of story lines to follow in this year’s Verizon IndyCar Series. Here are just a few…

-DIXON VS. POWER

It’s perhaps the best rivalry in the Verizon IndyCar Series. Scott Dixon and Will Power, few would argue, are two of IndyCar’s best drivers at the moment. One’s from New Zealand, the other from Australia. One drives for Target Chip Ganassi Racing, the other Team Penske.

They’ve sparred numerous times, most recently in the back-to-back races of Sonoma and Baltimore in 2013. But they haven’t yet fought head-to-head for a series championship.

Dixon’s two when Power was in the series (2008 and 2013) came when Power was in his first year under INDYCAR sanction and driving with KV Racing, and when Power was essentially eliminated last year and wasn’t able to contend as he had from 2010 through 2012.

It had been a Power-Dario Franchitti showdown those years, with Dixon’s luck taking him out of the equation. Now, with Franchitti retired, the stage is set for these two to have a potentially epic bout for the crown.

Of course, that’s unless any of their respective teammates, three of the four Andretti Autosport, or potentially another wild card, have anything to say about that…

-BIG THREE HAVE HALF THE FIELD, BUT WON’T HAVE ALL THE WINS

With 11 of the 22 full-season entries, Chip Ganassi Racing (Dixon, Tony Kanaan, Ryan Briscoe, Charlie Kimball), Team Penske (Power, Juan Pablo Montoya, Helio Castroneves) and Andretti Autosport (Ryan Hunter-Reay, Marco Andretti, James Hinchcliffe, Carlos Munoz) on paper could lock out the top 10 in the final points standings. But it’s not going to be that simple, with several other top-flight operations looking to overachieve.

Any of Simon Pagenaud (Schmidt Peterson Motorsports), Justin Wilson (Dale Coyne Racing), Graham Rahal (Rahal Letterman Lanigan Racing), Sebastien Bourdais (KVSH Racing), Takuma Sato (A.J. Foyt Racing) or Mike Conway (Ed Carpenter Racing) pose a true threat to the establishment on the road and street courses. Swap Ed Carpenter in for Conway on the ovals and there’s another win threat.

That’s without even projecting some of the emerging young guns – a Josef Newgarden, Sebastian Saavedra, Mikhail Aleshin or Jack Hawksworth – making strides as well.

Simply put, there is no shortage of depth in team or driver talent throughout the grid. There were 10 winners in 19 races in 2013; there could well be 10 or 11 in 2014, even with a reduction to 18 races.

-WHO’S THE “NAME” DRIVER?

With Franchitti retired, IndyCar is unfortunately down to just a handful of “big names” that are truly well known on a national stage. Penske’s Castroneves and Montoya and defending Indianapolis 500 champion Kanaan certainly qualify. But they all have at least 15 years in the North American racing sphere to fall back on.  Andretti and Rahal have the right last names, but not the overall results as yet.

One of the elements new entitlement partner Verizon may seek to work on this year is developing a true new generation of mainstream stars that can be as recognizable beyond the entrenched set of hardcore IndyCar fans. Power and Hinchcliffe are getting there, and Dixon and Hunter-Reay should be better known than they are now.

GENERATIONAL GAP

I touched on this earlier this offseason, but seeing which of the old guard versus the mid-level veterans versus young guns will take flight this year is going to be fascinating to watch. Key in this segment is how well JPM will do after an eight-year absence since his last season of Formula One, and after 14 years since his last season in North American open-wheel racing.

HANDLING THE RULES CHANGES

Whether it’s a shift from single to twin-turbo if you’re a Honda team, or whether you’re the field adapting to any of restart, pit lane opening/closings or qualifying adjustments, there are still plenty of new things teams will need to get a handle on even if the equipment basically stays the same for 2014.

-NO REST FOR THE WEARY

It’s been discussed in brief, but with the condensed schedule from the end of March through the end of August, with only one three-week gap in-between races (from Texas to Houston June 7 to June 28-29), how will the crews and drivers hold up through the relentless stretch of races? The ones who can maintain their composure and top level of performance are likeliest to succeed.

Perhaps the toughest stretch this year is from that Houston weekend June 28-29, followed in immediate succession by a 500-mile race at Pocono, 250 laps on the Iowa bullring, and another double-header in Toronto to make for six races in four weekends.

The relief comes with only a single off weekend before Mid-Ohio August 3, another off weekend, and three straight weeks in Milwaukee, Sonoma and Fontana to end the season.

Toyota No. 8 car wins the 24 Hours of Le Mans for third consecutive year

24 Hours of Le Mans
JEAN-FRANCOIS MONIER/AFP via Getty Images
3 Comments

LE MANS, France — Toyota Gazoo’s No. 8 car comfortably won the 24 Hours of Le Mans by five laps Sunday to secure a third straight victory in the prestigious endurance race.

It was also a third consecutive win for Swiss driver Sebastien Buemi and Japan’s Kazuki Nakajima driving. Brendon Hartley was the other driver, having replaced two-time Formula One champion Fernando Alonso.

Buemi and Hartley sat on the side of the car as Nakajima drove toward the podium. Hartley won for a second time after tasting success with the Porsche LMP Team in 2017 before an unhappy season in Formula One.

The Swiss team’s Rebellion No. 1 featured American driver Gustavo Menezes and Brazilian Bruno Senna – the nephew of late F1 great Ayrton Senna.

It finished one lap ahead of Toyota Gazoo’s No. 7, with Rebellion’s No. 3 finishing in fourth place.

For much of the race it looked like Toyota’s No. 7 would win after leading comfortably from pole position. But late into the night the car encountered an engine problem and the 30-minute stop in the stands proved costly.

The race was first held in 1923. A total of 252,500 spectators attended in 2019, but there were none this year when the race started three months late because of the novel coronavirus (COVID-19) pandemic.

“We miss the fans,” New Zealander Hartley said. “I look forward to seeing all the fans again.”

In other divisions:

United Autosports won the LMP2 division with the entry of Filipe Albuquerque, Paul Di Resta and Phil Hanson.

–In LMGTE Pro, the victory was claimed by Aston Martin Vantage AMR of Maxime Martin, Alex Lynn and Harry Tincknell (who drives for Mazda in the DPi division of IMSA).

–TF Sport won the LMGTE Am class.

The Toyota No. 7 took pole after former F1 driver Kamui Kobayashi narrowly edged out the Rebellion No. 1 team in qualifying.

In damp and humid conditions Mike Conway got away cleanly from the start, while Senna held off Buemi.

After nearly seven hours, Toyota’s No. 8 fell back after a 10-minute stop in the stands to fix a brake-cooling problem on Kazuki Nakajima’s car. Rebellion’s No. 1, driven by Frenchman Norman Nato, took advantage to move into second place behind Toyota’s No. 7.

Then came the decisive moment at 2:40 a.m. as the No. 7 – also featuring Argentine Jose Maria Lopez – encountered a turbo problem. When the car came back out it was back in fourth.

“We had a few problems early in the race,” Nakajima said. “Later they had a bigger issue than us.”

Rebellion’s No. 1 encountered a problem on the hood at around 9 a.m. and the change took six minutes, allowing the Rebellion No. 3 (Nathanael Berthon-Louis Deletraz-Romain Dumas) to close the gap.

It was becoming a tight battle between the two Rebellion cars behind Toyota’s No. 8.

At 12 p.m. Rebellion No. 3 with Dumas behind the wheel was only one second ahead of No. 1 driven by Menezes. Then both cars came in for a driver change with Deletraz swapping for Dumas on a lengthy stop, and Nato for Menezes as Rebellion No. 1 suddenly moved ahead of its team rival.

Dumas, a winner in 2016 with Porsche, appeared unhappy at the strategy decision to bring his car in first and the length of the stop. There were tense explanations in the team garage.

Colombian Tatiana Calderon, an F1 test driver with Alfa Romeo, was in the Richard Mille Racing Team in the LMP2 category. She was joined by German Sophia Florsch – an F3 driver – and Dutchwoman Beitske Visser. They placed ninth out of 24 in their category.