(Photo by Robert Laberge/Getty Images for Texas Motor Speedways)

McFadin: At least they’re coming back

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FORT WORTH, Texas – Fifteen years ago, a man and his 10-year-old son traveled from Arkansas to Fort Worth, Texas. There was a race to be watched.

It was the Firestone Firehawk 600 – aka, the inaugural CART race at the 5-year-old Texas Motor Speedway, the house that Eddie Gossage built.

On Sunday, April 29, 2001, the 10-year-old and his dad arrived at TMS. They planned to see names like Andretti, Tracy, Herta, Kanaan, Castroneves, Dixon and Brack zip around the 1.5-track for the first time in person.

Instead, they waited. Then waited a little bit more.

Eventually, a voice came over the track’s PA system at noon to let them and the more than 65,000 in attendance know they could go home.

Due to poor decisions, poor communication and the potential for catastrophe from unsafe speeds, the Firestone Firehawk 600 wouldn’t take place that day, or any one after it. It remains the only postponed race to be outright canceled in the history of North American open-wheel racing before the race began.

The trophy for the race still sits unwon in an office overlooking the track.

It’s weird how little can change in 15 years. Especially the names.

Sunday afternoon, another trophy sat on a counter in an office in the TMS Media Center. It was supposed to be awarded to one of 22 drivers in the Verizon IndyCar Series’ Firestone 600 on Saturday night.

Drivers with the names of Andretti, Castroneves, Dixon, Kanaan and Rahal.

But the rains came early Saturday afternoon. Then the waiting began.

Waiting that involved as many afternoon showers as there were scheduled start times once the sun set.

After the third start time of 9:30 p.m. CT passed with no word of another one, cabin fever creeped in.

A threshold was crossed when cameras caught pole-sitter Carlos Munoz standing on pit road, holding a binder to his ear like he was talking on the phone. Rain delays with no end in sight will lead many to edge of reason.

The most reasonable occurrence of the night was a group of drivers wading into the grandstands. There they signed autographs for fans who deem the sport worthy of the wait.

That was backed by a soundtrack of jet dryers valiantly trying to dry a track, but lingering humidity and a lack of Air Titans said, “Sorry, try again tomorrow.”

So we did.

Then came the miscommunication and consternation. While not nearly as egregious as what happened in 2001, it was still awkward.

Roughly 20 minutes after the scheduled start time of 2:06 p.m. ET, crews were still on the track trying to dry out portions of the backstretch and the apron.

Graham Rahal said someone needed to “apologize to the fans.”

While Tony Kanaan said he was comfortable with whatever decision IndyCar made, after examining questionable spots on the apron (“It’s like you’d put your hand a swimming pool”) Ryan Hunter-Reay believed if Sunday were a test day, “we wouldn’t be running.”

Gossage later explained the situation, doing his best to be diplomatic about it without disparaging the series that has competed at his track for 20 years.

“I don’t think we’ve been on the same page with that particular matter,” said Gossage, with INDYCAR president of competition and operations Jay Frye sitting to his right. “That’s just a communication thing between us.

“We’re both professional peers and personal friends. (TMS) felt like the track was ready at 10:30 (a.m). INDYCAR, as best we understood, they pulled the jet trucks off the track. They were, as we understood, pleased. All of a sudden we looked up right around 1:00 (p.m.), apparently they found an issue that they felt needed to be addressed in Turn 2.

“But there was no communication. We didn’t know anything about it. So frustrating, but we’re going to work that out. It’s just one of those things. It may be our fault, it may be their fault. Let’s just say it’s our fault.”

Whoever’s fault it was, the race finally started just after 2:44 p.m. ET  – 18 hours after its original time.

About four hours later, after 71 laps had been run – 30 under caution in what looked like a clear attempt to get the race to halfway – a message appeared on the Big Hoss video board and other TV screens throughout the track.

Similar to 2001, it told fans in attendance they could go home.

But in a fortunate twist, it also told them they could come back.

During a joint 20-minute conference, Gossage and Frye explained why – despite the cost to either side – the Firestone 600 of 2016 would be finished on Aug. 27.

Gossage: “Felt like that was the best way to best serve all the fans.”

Frye: “Everybody has got to come back. We want to do this for our fans. We want to finish this event.”

In that press conference – the kind absent in 2001 when CART and TMS couldn’t be farther apart – was a journalist who went to see a race 15 years ago.

Luckily, everyone will get to see a trophy awarded, even if the date inscribed on it is wrong.

Extreme E reveals competition format for its global races next season

Extreme E
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Extreme E, a new series that will raise awareness about climate change by racing electric SUVs around the world, unveiled its competition format Friday.

The five-race environmentally conscious series will begin next season with races held in Senegal, Saudi Arabia, Nepal, Greenland and Brazil.

Chip Ganassi Racing and Andretti Autosport are among the eight teams that will race in the series. Each team will have a male and female driver who alternate in each event.

ELECTRIC APPEAL: Why Ganassi is going to the Extreme E

In the details provided Friday, the two-day events will feature two qualifying races Saturday and two semifinals and a final round Sunday. Each race is two laps: One driven by the male driver and the other by the female. Results are based on finishes, not times.

The first semifinal is slotted with Saturday’s top four qualifiers, and the top three finishers advance to the final. The second semifinal (also known as the “Crazy Race”) will feature the last four qualifiers with the winner advancing to the final.

Click here to see the details of Extreme E’s sporting format.

Here’s the release from Extreme E:

29 May, London: Extreme E, the revolutionary electric off-road racing series, has outlined the race format for its five-event adventure to some of the most formidable, remote and spectacular locations across the globe, starting early 2021.

The series has devised an innovative format unlike any other, likened to a Star Wars Pod Racing meets Dakar Rally, which is designed to break the mould in motorsport with all-action, short, sharp wheel-to-wheel racing, world-class drivers and teams, the cutting-edge ODYSSEY 21 electric SUV and its stunning, formidable environments, all firmly in focus.

Each race, which will be known as an X Prix, will incorporate two laps over a distance of approximately 16 kilometres. Four teams, with two drivers – one male, one female – completing a lap apiece in-car, will race head-to-head in each race over the two-day event.

Qualifying takes place on day one to determine the top four runners who will progress through into Semi-Final 1 and the bottom four competitors who will go on to take part in Semi-Final 2: the unique ‘Crazy Race’.

The Crazy Race will be a tooth-and-nail, all-or-nothing fight, with only the quickest team progressing into the Final, while the top three will make it through from Semi-Final 1. The winner of the Final – the fastest combination of team, drivers, car and engineers over the epic two-day battle – will then be crowned the X Prix Winner.

Another innovative feature is the Hyperdrive. This will award an additional boost of speed to the team who performs the longest jump on the first jump of each race. Hyperdrive power can be used by that team at any point in the race.

This initial format is designed to incorporate eight teams, and can be adapted to accommodate additional entries.

Teams will field one male and one female driver, promoting gender equality and a level playing field amongst competitors. Each driver will complete one lap behind the wheel, with a changeover incorporated into the race format.

The teams will determine which driver goes first to best suit their strategy and driver order selections are made confidentially, with competitors kept in the dark as to other teams’ choices until the cars reach the start-line. Contests between males and females will therefore be ensured.

X Prix circuits will also incorportate natural challenges that will leave viewers at the edge of their seats, and drivers and teams will be pushed right to the limits of their abilities; with hazards to navigate and defeat such as extreme gradients, jumps, banks, berms, pits, dunes and water splashes.

Alejandro Agag, Extreme E Founder and CEO, said: “Extreme E is a championship like nothing else that has come before in sport. Its goal and objective is to accelerate innovation and tackle climate change head on using transportation.

“Creating this innovative sporting format, which we’re likening to Star Wars Pod Racing meets Dakar Rally, is vital in order to engage the next generation of motorsport fans. We hope our fans will enjoy the short, sharp, wheel-to-wheel racing this format has been built around, and with our high performance electric vehicle, driver changeover, the Hyperdrive feature, and the Crazy Race qualification format, there is plenty to watch out for, and many chances for positions to change hands, Our races really will go right to the wire.”

Extreme E’s cutting-edge 550-horsepower, ODYSSEY 21, incorporates a number of innovations to enable it to cope with all the rigours of racing over the toughest terrain, where no car has raced before. The battery-electric, 400kw (550hp), 1650-kilogram, 2.3-metre wide E-SUV is bespoke from the ground up. Capable of firing from 0-62mph in 4.5 seconds, at gradients of up to 130 percent.

It is made up of a common package of standardised parts, manufactured by Spark Racing Technology with a battery produced by Williams Advanced Engineering. This encompasses a niobium-reinforced steel alloy tubular frame, as well as crash structure and roll cage, whilst tyres, for both extreme winter and summer requirements, supplied by founding partner Continental Tyres.

As well as being used as platform for equality and illutstrating the capabilities of electric vehicle technology, Extreme E will highlight the impact that climate change is having on its remote race locations, using a committee of leading scientists to help bring global attention to issues such as deforestation in Brazil, rising sea levels along the West African coastline, melting Arctic icecaps in Greenland, and more.

The championship will announce further drivers, teams and partners over the coming weeks as it builds towards its early 2021 start-date apace.