How many of us have bragged (okay, lied) to anyone who would listen, “If I only was a few inches taller, I could have made it in the NBA”
NASCAR superstar Dale Earnhardt Jr., can relate to that kind of statement.
But even if the lanky North Carolina native would have grown a few more inches, he admittedly still didn’t have the talent based upon some tweets he pumped out Thursday and further elaborated on during his weekly media session on Friday.
“I have interest, but that is where it stops,” Earnhardt said Friday when comparing his interest vs. skill level in the roundball game.
On Twitter’s “Throwback Thursday,” Earnhardt tweeted a photo of him with the basketball team during his days on the junior varsity team at Oak Ridge (N.C.) Military School (he’s at the far left, No. 13).
In a way, Earnhardt was the Rudy of his day back in military school. He was too short and rarely got to play.
“I sat on the bench a lot being the smallest guy,” Earnhardt recalled. “I didn’t have any skill.”
In fact, he took just one shot – ONE SHOT!!! – during his entire “career” at the school.
“I threw it up with my eyes closed,” he laughed. “The only way I knew it went in is because (sister) Kelley and everybody that was there, the 10 or 12 people that were there were screaming when it went in. So I knew it went in, but I never saw it.”
Sure, it may have only been one shot, but Earnhardt retired from his hoops career with a perfect 1.000 field goal percentage.
Not even LeBron James, Michael Jordan or Shaquille O’Neal can brag about that.
Unlike many who think they can play, Junior actually had other reasons for being on the school’s hoops team.
“I only played because you got to leave campus for the road games,” he said. “Being able to leave even for a day in military school was an amazing vacation, just to be able to leave for a few hours, because … after the game you would get pizza or whatever.
“You just didn’t have those kinds of luxuries being on campus so that was pretty neat. I had fun. My sister found that picture so I thought it would be fun to share. We played basketball at home and we have a small little group of guys that get together and play, but I’m not skillful at all. It’s fun. It’s a good way to get some energy and exercise.”
Earnhardt remains a big college basketball fan – since his beloved North Carolina Tar Heels got eliminated, he’s pulling for Florida – as well as of the NBA’s Charlotte Bobcats.
And he’ll likely be out watching when the Harlem Globetrotters put on an exhibition game before Sunday’s Duck Commander 500 NASCAR Sprint Cup race at Texas Motor Speedway.
You know what? I just had a great idea. Given that TMS president Eddie Gossage is one of the greatest promoters in the sport, maybe he should see if Junior could play for a couple of minutes with the ‘Trotters.
It’s a win-win situation: If he makes a basket, the crowd goes wild. If he doesn’t, he still has a great basketball team around him that makes him look good.
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 Formula E 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.”