New book recalls legacy of the racing Bettenhausen family

(Photo courtesy Racemaker Press)
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When famous racing families such as the Foyt’s, Unser’s and Andretti’s are mentioned, it would be remiss not to include another famous racing family that made its mark in motorsports.

From what was then a tiny, rural outpost known as Tinley Park, about 35 miles southwest of Chicago, the name Bettenhausen grew to legendary stature in the racing world — including sprint and midget dirt car racing, the Indianapolis 500 and even Formula One.

The majority of the family members grew up on a 240-acre farm that included having a dirt racetrack carved out of it for the Bettenhausen’s – including father Tony and sons Tony Jr., Gary and Merle – to practice their craft.

The farm is long gone, replaced by a large park that includes the appropriately named Tony Bettenhausen Recreation Center. The centerpiece of the rec center’s lobby is an open-wheel race car that Tony Bettenhausen Jr. once raced in the Indianapolis 500.

While three of the racing Bettenhausen’s have passed on – including father Tony and sons Gary and Tony Jr. – several family members still remain, including Merle and son Mike, who runs two of the family’s auto dealerships in Chicago’s southwest suburbs.

This past weekend, several members of the famous Bettenhausen clan gathered at several events to recall the family’s racing legacy, joined by numerous fans.

The gathering was to promote the release of a new book about the family, “Tony Bettenhausen & Sons: An American Racing Family Album.”

The photo-laden book, authored by well-known auto racing writer Gordon Kirby, also included writing excerpts by Merle and sister Susan Bettenhausen.

“It’s a pictorial. There are 397 pictures in it,” Merle Bettenhausen, now 73, told the Chicago suburban newspaper, The Daily Southtown. “It’s progressive from the day my dad started in 1937 and it goes all the way through the year 2000.”

Merle was involved in a serious crash in 1972 at Michigan International Speedway that claimed his left arm. He continued racing with a prosthetic arm for two more years before retiring shortly after Gary Bettenhausen was involved in a serious crash.

Merle still lives in Indianapolis, not far from the Indianapolis Motor Speedway, where father Tony was tragically killed May 12, 1961, while practicing for the Indianapolis 500. He was just 44 years old when he perished.

As for other family members, sister Susan, 72, lives in Phoenix. Their cousin Harlan, 73, still lives in Tinley Park.

Among appearances the family members made included the Race Fan Rally in Joliet, Illinois, not far from last weekend’s opening race of the NASCAR Chase for the Sprint Cup at nearby Chicagoland Speedway.

Merle and Susan signed copies of the book, recalling stories of their famous racing family for fans.

“There’s a chapter on my dad, with his pictures, then Gary, then me and then Tony,” Merle told the Daily Southtown. “They found pictures for this book that I had never seen before.”

In the book, Merle recalled the family’s racing heritage and roots.

“We grew up at racetracks,” Merle wrote. “We would go to all the races we could drive to, include the Indy 500, Milwaukee, Springfield and DuQuoin, and come back home the same night or next day. Our whole childhood was spent watching our daddy drive race cars.”

Also included in the book is a significant portion about Tony Bettenhausen Jr., who formed his own race team after retiring as an active driver. Among drivers who raced for him in the former CART series was present-day Verizon IndyCar Series star Helio Castroneves, then a young aspiring open-wheel racer.

Tony Jr. and his wife were killed in a plane crash in Kentucky in February 2000. Gary passed away in 2014.

The new book is published by and available for purchase from Racemaker Press.

One of the excerpts written by Merle embodies not only the Bettenhausen family legacy, but also one of its philosophies of life.

“Life’s not determined by wins — life’s determined by character, the quality of an individual and the track record you’ve set for yourself as you lived your life,” Merle Bettenhausen wrote. “I can say very positively that we never won Indy, but we had enough quality and character that Bettenhausen in auto racing will be a name that will always be remembered and always be loved.”

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NEOM McLaren Racing Formula E and Ian James set to race ahead of electric motorsports’ curve

James McLaren Formula E
McLaren Racing

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 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 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 car from Mercedes-EQ. – McLaren Racing

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. – McLaren Racing

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.”