Top NASCAR stories of 2014: No. 7 – Brad Keselowski’s six wins, but falls short of Championship Round

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Keselowski after his sixth win of the year, at Talladega. Photo: Getty Images

MotorSportsTalk will be counting down the top 20 stories of the 2014 NASCAR season over the month of December.

Here’s what we’ve done so far:

Today, we’re at No. 7 —Brad Keselowski rebounds with six wins in 2014, is in the crosshairs, then misses the Championship 4 finale…

In 2012, he made waves as a beer-guzzling, all-American first-time champion who delivered Roger Penske his first NASCAR Sprint Cup Series championship (two years after also providing Penske his first NASCAR title overall, in the Nationwide Series).

A year later, Keselowski fell into the kind of slump that usually affects the previous season’s runner-up. The wins dropped from five to one, and Keselowski missed the Chase altogether, ending 14th in the standings.

In 2014, “Bad Brad” was back – with the term “bad” used as both an endearing, dominating and damning term at times this season, depending on the race.

There was an early season run of success culminating with a win at Las Vegas to get the season going. Then after the opening three races, Keselowski fell into a nine-race slump where he posted only one top-five.

Wins at Kentucky and Loudon followed in the summer. The former saw him cut his hand on a champagne bottle; the latter saw him celebrate with a lobster in victory lane.

A win at Richmond was one of the year’s most dominant, with 383 of 400 laps led.

A win a week later at Chicagoland firmly established him as the title favorite, thanks to one of the passing moves of the year with a dart through the middle of Kevin Harvick and Kyle Larson.

And then… the wheels fell off.

While the opening Challenger round was fine for Brad K and the 2 crew, with a win, a seventh and a second, poor finishes at both Kansas (36th) and Martinsville (31st) set him back early in each of the Contender and Eliminator rounds.

Those two poor results, of course, set the stage for the two most discussed moments in the Chase prior to the Chase finale itself.

Keselowski’s post-race dustup with Matt Kenseth at Charlotte and further skirmish with Jeff Gordon at Texas – the latter instigated as much by Harvick as the two protagonists and their respective crews – cast a cloud over what had been a championship-worthy season prior to that point.

In-between those two of course was an emotional and clutch win at Talladega – his sixth of the year – that vaulted him into the Eliminator Round of the championship chase. But when consistency was needed in the Chase, Keselowski was often a boom-or-bust prospect.

Keselowski never backed down in his frank assessments of how he would race this year. His team owner, Penske, backed him at every opportunity.

There was nothing wrong in either of their eyes with how Brad raced – but perhaps the moments where emotions and drama overtook the on-track result were the telling elements that defined his season more than the successes themselves.

In the end, six wins, 17 top-fives, 20 top-10s, five pole positions and 1,540 laps led were stats worthy of a title.

But Keselowski came up short both of the title and having a chance at it in Homestead. That proved an unfortunate ending to what was a needed bounce back season for the driver of the Miller Lite Ford.

NEOM McLaren Racing Formula E and Ian James set to race ahead of electric motorsports’ curve

James McLaren Formula E
NEOM McLaren Racing Formula E Team
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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.

Midseason, McLaren acquired the assets of the Mercedes-EQ team as they were already on their way to winning a second consecutive championship. With those assets in place and coming off a successful debut in the Extreme E series, James is set to usher in a new era in electric car racing.

Last week’s announcement that Jake Hughes will join Rene Rast behind the wheel of the NEOM McLaren Racing Formula E Team was the last piece of the puzzle.

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.”

 

James McLaren Formula E
The NEOM Mclaren Racing Formula E Team was created through the acquisition of last year’s championship team from Mercedes-EQ. – NEOM McLaren Racing Formula E Team

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.”

James McLaren Formula E
Jake Hughes and Rene Rast were chosen for their ability to drive fast and execute the necessary strategy for energy management. – NEOM McLaren Racing Formula E Team

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.”