Updated Firestone 600 schedule, starting grid, Lap 71 running order

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This weekend’s trip for the Verizon IndyCar Series back to Texas Motor Speedway features a bit of an oddity, as it’s a return to finish the remaining 177 laps left unfinished when the series raced in June.

Here’s a quick rundown of where we are as a result of that rain delay (initial PREVIEW and What to Watch For linked here as well).

QUALIFYING

Carlos Munoz scored his first career pole position in the No. 26 Andretti Autosport Honda. Here was the full report on that from my colleague Daniel McFadin in Texas.

Here was the starting grid, below:

FORT WORTH, Texas – Qualifying Friday for the Firestone 600 Verizon IndyCar Series event on the 1.455-mile Texas Motor Speedway oval, with qualifying position, car number in parentheses, driver, aero kit-engine, and speed:

1. (26) Carlos Munoz, Honda, 217.137
2. (9) Scott Dixon, Chevrolet, 216.901
3. (3) Helio Castroneves, Chevrolet, 216.740
4. (14) Takuma Sato, Honda, 216.740
5. (21) Josef Newgarden, Chevrolet, 216.684
6. (22) Simon Pagenaud, Chevrolet, 216.663
7. (12) Will Power, Chevrolet, 216.647
8. (10) Tony Kanaan, Chevrolet, 216.295
9. (98) Alexander Rossi, Honda, 216.262
10. (5) James Hinchcliffe, Honda, 216.262
11. (28) Ryan Hunter-Reay, Honda, 216.260
12. (27) Marco Andretti, Honda, 216.162
13. (15) Graham Rahal, Honda, 215.927
14. (20) Ed Carpenter, Chevrolet, 215.751
15. (83) Charlie Kimball, Chevrolet, 215.533
16. (7) Mikhail Aleshin, Honda, 215.299
17. (2) Juan Pablo Montoya, Chevrolet, 215.279
18. (11) Sebastien Bourdais, Chevrolet, 215.030
19. (8) Max Chilton, Chevrolet, 214.864
20. (41) Jack Hawksworth, Honda, 214.568
21. (18) Conor Daly, Honda, 213.826
22. (19) Gabby Chaves, Honda, no speed

RACE

The first stint of the race was pretty much status quo, save for Alexander Rossi’s rear tires falling off and the Indianapolis 500 champion doing a great job of saving his car.

Then Lap 42 happened and that nasty accident between Conor Daly and Josef Newgarden, which left Newgarden with a fractured right clavicle and a small fracture on his right hand.

That led to a long caution and then when the skies opened on Lap 71, 53 laps short of the Lap 124 halfway mark (600 kilometers is a 248-lap race), the race was red flagged and we were left with the scenario we are in now. The race was rescheduled to Saturday, August 27, and it’s where the IndyCar circus is needing to travel back to Texas again.

Here’s the running order on Lap 71:

1. (5) James Hinchcliffe, Honda
2. (28) Ryan Hunter-Reay, Honda
3. (7) Mikhail Aleshin, Honda
4. (12) Will Power, Chevrolet
5. (20) Ed Carpenter, Chevrolet
6. (19) Gabby Chaves, Honda
7. (3) Helio Castroneves, Chevrolet
8. (83) Charlie Kimball, Chevrolet
9. (26) Carlos Munoz, Honda
10. (2) Juan Pablo Montoya, Chevrolet
11. (11) Sebastien Bourdais, Chevrolet
12. (15) Graham Rahal, Honda
13. (98) Alexander Rossi, Honda
14. (9) Scott Dixon, Chevrolet
15. (22) Simon Pagenaud, Chevrolet
16. (10) Tony Kanaan, Chevrolet
17. (14) Takuma Sato, Honda, 1 LAP
18. (27) Marco Andretti, Honda, 1 LAP
19. (8) Max Chilton, Chevrolet, 1 LAP
20. (41) Jack Hawksworth, Honda 2 LAPS
21. (18) Conor Daly, Honda 29 LAPS
22. (21) Josef Newgarden Chevy 30 LAPS

COMPLETION PLAN

INDYCAR sent out this release on the Friday of Road America weekend, June 24, explaining the process to finish the Texas race:

INDYCAR has announced its plan for resuming the Firestone 600 at Texas Motor Speedway that was suspended June 12 after completing 71 of its scheduled 248 laps. The Verizon IndyCar Series race will be completed Aug. 27.

The No. 18 Dale Coyne Racing Honda driven by Conor Daly and No. 21 Ed Carpenter Racing Chevrolet driven by Josef Newgarden will not be permitted to participate in the continuation due to the extensive chassis and engine damage each sustained in a crash on Lap 42. James Hinchcliffe of Schmidt Peterson Motorsports is the race leader after 71 laps.

Cars continuing in the race will be permitted to use the chassis and engine of their choice for the completion day. Tire allotment and fuel quantity for the completion are yet to be determined. Pre-race aero setups from the June event will be mandatory for the August completion, though INDYCAR may make changes prior to the completion based on the weather forecast for race weekend.

The remaining 177 race laps will be run at the conclusion of the Aug. 27 schedule that includes:

  • A mandatory systems check (an out/in lap only);
  • A 25-minute practice session: Cars will be split into two groups, each group receiving 10 minutes of practice time with a five-minute break in between;
  • A driver autograph session on the track’s concourse;
  • Completion of the race in the evening.

Texas Motor Speedway will be announcing its plans for ticketing, credentialing, camping and various other fan-related and facility-based items in the coming weeks.

UPDATED SCHEDULE

Here’s what you can expect for the IndyCar day at Texas, which will honor police officers as well.

All times are CT, one hour behind ET.

10:00 Garages Open
4:30-4:35 Mandatory Installation Lap
4:35-4:45 Practice, Group 1
4:50-5:00 Practice, Group 2
5:30-6:15 Autograph Session, TMS Concourse
7:10 Push Out
7:25 Grid IndyCars in Restart Order
8:00 NBCSN TV Window Begins
8:15 Estimated Drivers Start Your Engines

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.”