The Verizon IndyCar Series has finally raced around an oval this year, with Sunday’s Indianapolis 500 won by Juan Pablo Montoya.
But now it’s time to go back to the streets.
IndyCar returns to Detroit this weekend for the Chevrolet Indy Dual in Detroit, two races around the 2.35-mile, 14-turn temporary street course in Belle Isle Park.
After four weeks spent in Indianapolis for two races, it’s now two races in one weekend, the only remaining double header on the schedule.
“I love coming to Detroit,” said Scott Dixon in a release. Dixon has two poles and one win at Belle Isle (2012).
“I was leading the race once and went off strategy and that didn’t work out. We dominated the year the track came apart (2012) and led every lap there as well, so anything can happen. The track really has got a great flow to it.”
After the CART series stopped racing in Detroit in 2001, IndyCar ran its first of seven races in Belle Isle in 2007 and began holding doubleheader weekends in 2013. All seven races have been won by a different driver. Helio Castroneves, who won race two last year, also won the final two CART events held there in 2000 and 2001.
“This race is a one of attrition a lot of times because it’s a pretty bumpy track,” said Graham Rahal, who finished second in race one last year for his only podium of 2014. “You have to be smart, patient and let it come to you.”
Takuma Sato, who was the pole sitter for race two last year but has never finished better than 18th, calls the street course “nice and refreshing” after Indianapolis.
“Detroit is a great track – heavy braking followed by a long straight makes a good opportunity for overtaking and that makes the race very exciting,” Sato said. “The track is bumpy and has a variety of different type of corners, so after having the month of May with the smooth track at Indy, Detroit is a quite contrast, but I like it.”
Sato’s A.J. Foyt Enterpises teammate, Jack Hawksworth, said the race challenges both driver and engineer to adapt to the track’s rough surface.
“Detroit is probably the most technical track we visit from a driver’s point of view and one of the hardest tracks on the car,” Hawksworth said. “It’s extremely bumpy and there are huge amount of corners with big variation between very slow generic street circuit corners to some quick sweepers like Turns 1 and 2.”
Hawksworth finished 19th and 14th last year in his first two races in Detroit.
“(The track) rewards a compliant car and big commitment but can catch you out with even the smallest mistake,” Hawksworth said.
Five drivers will be competing in their first IndyCar race at Belle Isle: Gabby Chaves, Stefano Coletti, Conor Daly, Luca Filippi and Sage Karam.
“Detroit will be a challenge for us; I’ve never raced there and the track is very difficult from what I’ve seen of past races there,” Chaves said. “I’m excited about the dual race format, even though I’m sure it will be physically tough on myself and the team.”
The first of the two 70-lap races begins Saturday at 3:30 p.m. ET on ABC.
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.”