Some six years after USF1’s false start, as it never even made it to the 2010 Formula 1 season opener, Haas F1 Team remains on target, on schedule and with full focus on preparing not just for Melbourne, but the season’s first test in Barcelona.
The origins of Gene Haas’ squad, however, date back to the USF1 era, when Haas was a supplier of some USF1 machinery and had talks with his former Haas CNC Racing technical director, Ken Anderson.
The tale of Haas F1 Team, then, in a sense almost comes full circle to the USF1 project, as Haas told assembled reporters today during this week’s NASCAR Media Tour in Charlotte.
“Everything in F1 is a long process. Guenther (Steiner), actually, approached Joe (Custer) and myself at dinner one night,” Haas said. “We’d been involved with Ken Anderson in his project. He said, ‘Hey, are you guys interested in some F1?’ He preached customer cars, which were on the table at the time.
“We spent time dillying and dallying when the customer car concept was around. Like we could think, ‘We’d just get a car from Ferrari, I know the guys over there.’ Then it came to B, ‘We can do this and be cost effective.’ But like everything else, you put these things out on the table, and hardly anything actually gets approved. So customer cars never happened, and a couple years wasted there.
“Then Guenther said, ‘What do you want to do?’ We talked to Bernie a bit, and he was a bit standoffish. It was like, ‘If you want to be serious … you’re welcome to take a shot.’ But I don’t think he took us serious. He was kind of, well, ‘I have people ask all the time. But of 100 people, hardly anyone makes it.’
“After three years, if you’re serious, we put forth a tender. And it went from there.”
Haas expanded on the Anderson/USF1 partnership later in the media session, noting that Anderson and USF1’s progress – regardless of them not actually making the grid – still piqued his interest.
“I found it rather intriguing. It was a whole different racing venue. I thought it was interesting,” Haas said.
“If anything, Ken Anderson left a taste in my mouth for Formula 1. I liked the Formula 1 format. Formula 1 has a lot of history, great racetracks. And so being able to participate in that is very gratifying.
“We supplied USF1’s CNC machines, and they had a handful of machines. I went to that shop maybe twice. He showed me how they were doing things. It was different.”
Much of Haas F1 Team’s program is different – the several location-effort between the U.S., England and Italy and the combination of two veteran manufacturers (Dallara and Ferrari) to produce the chassis and power unit.
But again, and we’ve written this before, Gene Haas didn’t get to where he is in business and racing by being status quo.
And being different is one of several reasons why Haas F1 Team is so damn intriguing heading into this F1 season.
The key is that it’s different enough from USF1, where the idea entered Haas’ mind.
France has been waiting since 1962 – the year his father, NASCAR founder Bill France Sr., brought him to his first 24 Hours of Le Mans – to hear the roar of a stock car at the most prestigious endurance race in the world.
A path finally opened when NASCAR developed its Next Gen car, which debuted last year. France worked out a deal to enter a car in a specialized “Innovative Car” class designed to showcase technology and development. The effort would be part of NASCAR’s 75th celebration and it comes as Le Mans marks its 100th.
Once he had the approval, France persuaded Hendrick Motorsports, Chevrolet and Goodyear – NASCAR’s winningest team, manufacturer and tire supplier – to build a car capable of running the twice-around-the-clock race.
The race doesn’t start until Saturday, but NASCAR’s arrival has already been wildly embraced and France could not be more thrilled.
“Dad’s vision, to be able to follow it, it took awhile to follow it up, and my goal was to outdo what he accomplished,” France told The Associated Press. “I just hope we don’t fall on our ass.”
The car is in a class of its own and not racing anyone else in the 62-car field. But the lineup of 2010 Le Mans winner Mike Rockenfeller, 2009 Formula One champion Jenson Button and Johnson has been fast enough; Rockenfeller put down a qualifying lap that was faster than every car in the GTE AM class by a full three seconds.
The Hendrick Motorsports crew won its class in the pit stop competition and finished fifth overall as the only team using a manual jack against teams exclusively using air jacks. Rick Hendrick said he could not be prouder of the showing his organization has made even before race day.
“When we said we’re gonna do it, I said, ‘Look, we can’t do this half-assed. I want to be as sharp as anybody out there,” Hendrick told AP. “I don’t want to be any less than any other team here. And just to see the reaction from the crowd, people are so excited about this car. My granddaughter has been sending me all these TikTok things that fans are making about NASCAR being at Le Mans.”
This isn’t NASCAR’s first attempt to run Le Mans. The late France Sr. brokered a deal in 1976, as America celebrated its bicentennial, to bring two cars to compete in the Grand International class and NASCAR selected the teams. Herschel McGriff and his son, Doug, drove a Wedge-powered, Olympia Beer-sponsored Dodge Charger, and Junie Donlavey piloted a Ford Torino shared by Richard Brooks and Dick Hutcherson.
Neither car came close to finishing the race. McGriff, now 95 and inducted into NASCAR’s Hall of Fame in January, is in Le Mans as France’s guest, clad head-to-toe in the noticeable Garage 56 uniforms.
“I threw a lot of hints that I would like to come. And I’ve been treated as royalty,” McGriff said. “This is unbelievable to me. I recognize nothing but I’m anxious to see everything. I’ve been watching and seeing pictures and I can certainly see the fans love their NASCAR.”
The goal is to finish the full race Sunday and, just maybe, beat cars from other classes. Should they pull off the feat, the driver trio wants its own podium celebration.
“I think people will talk about this car for a long, long time,” said Rockenfeller, who along with sports car driver Jordan Taylor did much of the development alongside crew chief Chad Knaus and Greg Ives, a former crew chief who stepped into a projects role at Hendrick this year.
“When we started with the Cup car, we felt already there was so much potential,” Rockenfeller said. “And then we tweaked it. And we go faster, and faster, at Le Mans on the SIM. But you never know until you hit the real track, and to be actually faster than the SIM. Everybody in the paddock, all the drivers, they come up and they are, ‘Wow, this is so cool,’ and they were impressed by the pit stops. We’ve overachieved, almost, and now of course the goal is to run for 24 hours.”
The car completed a full 24-hour test at Sebring, Florida, earlier this year, Knaus said, and is capable of finishing the race. Button believes NASCAR will leave a lasting impression no matter what happens.
“If you haven’t seen this car live yet, it’s an absolute beast,” Button said. “When you see and hear it go by, it just puts a massive smile on your face.”
For Hendrick, the effort is the first in his newfound embrace of racing outside NASCAR, the stock car series founded long ago in the American South. Aside from the Le Mans project, he will own the Indy car that Kyle Larson drives for Arrow McLaren in next year’s Indianapolis 500 and it will be sponsored by his automotive company.
“If you’d have told me I’d be racing at Le Mans and Indianapolis within the same year, I’d never have believed you,” Hendrick told AP. “But we’re doing both and we’re going to do it right.”
General Motors is celebrating the achievement with a 2024 Chevrolet Camaro ZL1 Garage 56 Edition and only 56 will be available to collectors later this year.
“Even though Chevrolet has been racing since its inception in 1911, we’ve never done anything quite like Garage 56,” said GM President Mark Reuss. “A NASCAR stock car running at Le Mans is something fans doubted they would see again.”
The race hasn’t even started yet, but Hendrick has enjoyed it so much that he doesn’t want the project to end.
“It’s like a shame to go through all this and do all this, and then Sunday it’s done,” Hendrick said. “It’s just really special to be here.”