Kyle Larson’s first Sprint Cup experience at Daytona International Speedway didn’t end well.
With 39 laps to go in February’s season-opening Daytona 500, Larson was taken out in a multi-car pileup that began when fellow rookie Austin Dillon slid up the track and into Larson, who promptly spun out and into oncoming traffic.
This weekend, he’ll be returning to Daytona hoping for a better result in the Coke Zero 400 – preferably, a win that would seal his place in the Chase for the Sprint Cup.
Right now, Larson is within the Chase Grid but not by much. He’s tied for 14th on the Chase Grid with Greg Biffle at 474 points and Clint Bowyer is just one point behind in the 16th-place cutoff.
A victory Saturday night at the 2.5-mile oval throws all that points talk out the window. But in order to contend, Larson knows he has to avoid the mayhem that so often comes with restrictor-plate racing.
“We’re really confident, but at the same time it’s a track where things can go really badly,” said Larson in today’s NASCAR teleconference.
“Just kind of setting goals as every other week, try to finish the race and get a Top-10, and see if we can put ourselves in position to get a win at the end – that would be great.
“The biggest goal is to try and stay out of the Big One, because it’s going to happen. I’m sure there will be one or two of them throughout the race. [We need to] try to stay out of trouble.”
Larson will also be looking to bounce back from a couple of poor results in the last two races.
He was one of the quickest drivers during the Sonoma weekend two weeks ago, but brake and power steering problems during the race relegated him to a 28th-place finish.
Then last weekend at Kentucky, a right-front tire failure sent Larson into the wall at Lap 76 for his first DNF since the aforementioned Daytona 500.
But with the Chip Ganassi Racing team’s relatively solid pace throughout the season, Larson isn’t fretting.
“I think my crew chief [Chris Heroy] said it best – he’d be worried in the last couple years, but now our car has been fast, so he’s not worried at all,” he said.
“That’s good, and gave me some more confidence because I think any other two weekends or having two bad races would be less nerve-racking, but then you go to Daytona where the chances of another bad weekend are high, so it’s easy to get nervous about that.
“We haven’t had many struggles all year, and now we’ve had a couple bad ones. Just got to get back on track.”
Meanwhile, Larson has added another race this summer to his itinerary beyond the Sprint Cup Series. He confirmed today that he would drive a Turner Scott Motorsports entry in the Camping World Truck Series’ July 23 race on the dirt at Eldora Speedway.
“I don’t know if I was supposed to say anything or not about the [Eldora] race,” said Larson, who finished second last year at Eldora to Austin Dillon.
“But yeah, we’re running that race. I’m really excited about that. We’re going to go test here pretty soon and get ready for that one because that’s definitely a race I want to win. We were close last year, so it’s nice to get to go back and give it another shot.”
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.”