NEWTON, Iowa (AP) Every year, Team Penske arrives in Iowa with a host of championship-contending drivers and leaves without a win.
The 10th edition of the IndyCar race at Iowa Speedway could be Penske’s best shot at breaking through.
The grueling demands of Iowa’s 0.875-mile bull ring typically rewards the most skilled drivers. Penske has plenty of those, as Simon Pagenaud, Helio Castroneves and Will Power entered the weekend first, second and third in the point standings.
Pagenaud will start Sunday’s race from the pole, followed by Josef Newgarden, Castroneves, Max Chilton and Charlie Kimball.
Still, Penske has lagged far behind Andretti Autosport, winner of the last six races and seven of nine overall on IndyCar’s shortest track.
“We’ve been close many times,” said Castroneves, winless in Iowa despite two poles and five starts on the front row. “The good news is Team Penske is one, two, three, and that’s our goal to keep going all the way to the end of the season. But we have a big test here.”
Andretti could use another strong showing in Iowa to push at least one of its drivers into championship contention.
Indianapolis 500 winner Alexander Rossi leads the way for the team in 10th, just one point ahead of teammate Ryan Hunter-Reay.
Hunter-Reay has won the last two races in Iowa. Last season’s victory helped turn a miserable season into a decent one as Hunter-Reay went on to win at Pocono and finish sixth in the standings.
Hunter-Reay has also finished in the top four in each of his last two races.
But replicating his previous success here might be tough.
Hunter-Reay had a miserable qualifying session and will start 20th out of 22 cars. Although no driver has ever won from the pole in Iowa, no one has taken first after starting from so far behind either.
“It doesn’t really change my mentality at all. Every year I have to come back and work just as hard to get it done. Seems like it gets harder and harder every year, actually,” Hunter-Reay said.
Perhaps Sunday will provide Newgarden an opportunity to thrust himself into the championship conversation. Newgarden took second behind Hunter-Reay in 2014 and 2015, and he’ll start on the front row at Iowa for the first time all season.
“Yeah, it’s always tough. I mean, when you qualify second you think `Ah!’ It’s just really hard to qualify second. You almost wish you qualified fifth or something. That sounds really stupid, but it’s always tough; we needed that last little bit,” Newgarden said. “But it’s nothing to complain about. I think we have fast cars.”
Should Penske fail to win yet again in Iowa this weekend, it can take solace in the fact its drivers will get at least two more chances here.
Iowa Speedway announced Saturday that it has extended its agreement with IndyCar through 2018.
NEOM McLaren Racing Formula E and Ian James set to race ahead of electric motorsports’ curve
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.”