First taste of tantalizing new prototype battle set for Rolex 24

No. 85 JDC-Miller Motorsports Oreca 07 Gibson and No. 31 Whelen Engineering Racing Cadillac DPi-V.R. Photo courtesy of IMSA
0 Comments

The sports car world’s first race glimpse of the new Daytona Prototype international and new-for-2017 LMP2-spec chassis will come at this week’s Rolex 24 at Daytona, where months of testing for both type of cars will help determine who draws first blood out of the gate in the IMSA WeatherTech SportsCar Championship season opener.

A 12-car Prototype class grid features seven of the DPis, three Cadillac DPi-V.Rs, two Mazda RT24-Ps and two Nissan Onroak DPis, while the LMP2-spec cars include three Oreca 07s and a single Ligier JS P217 and Riley Mk. 30 chassis apiece. The LMP2-spec cars all have the spec Gibson engine while DPis allow manufacturers to run both their engine and designed bodywork over one of the four base chassis.

The last time a sea change this big came to the Rolex 24 occurred in 2003, with the debut of the first iteration Daytona Prototypes. The tube-framed chassis defined the future for the GRAND-AM Rolex Series, with a field of six at the first race growing to 30 just three years later in 2006.

Of course that first run in 2003 was always going to be littered with mechanical maladies and by the time the race was over, TRG had captured a shock but well-executed overall win with a GT class Porsche 911 GT3.

DPi PRIMER

The Cadillac and the Mazda edge ahead of the Nissan Onroak in terms of test miles prior to this year’s Rolex 24, and haven’t sacrificed performance in the process.

Ricky and Jordan Taylor. Photo courtesy of IMSA
Ricky and Jordan Taylor. Photo courtesy of IMSA

For Ricky and Jordan Taylor, who’ve shared the Konica Minolta-backed Corvette DP for Wayne Taylor Racing the last few years, the chance to develop a manufacturer-based DPi from scratch has provided them a new dose of experience to their burgeoning careers.

“Even compared to the P2 car I drove in Le Mans (an open-top Morgan Judd) in 2014, this is a totally different planet,” Ricky Taylor told NBC Sports. “It’s such a huge evolution from P2 cars in the past. It’ll likely take a season to get up to speed and how it responds to changes, how it drives, lot of learning curves. How stiff the car it is, how responsive. The power is nice obviously. It’s been a pleasure to drive.

“(Dallara’s) main department is the aero department. So with all the work they do being aero driven in P1, F3, GP2, F1, IndyCar… everything is so aero driven. With their body, it can stand out what they can do.”

These two share the No. 10 Cadillac for Wayne Taylor Racing with Max Angelelli, who was instrumental in working with Dallara throughout the design and test process, and a certain fourth driver who may generate some buzz this Rolex 24 in Jeff Gordon.

At Action Express Racing, meanwhile, defending IMSA Prototype champions Dane Cameron and Eric Curran have their first new car to develop in the No. 31 Whelen Engineering/Team Fox Cadillac. Christian Fittipaldi and Joao Barbosa, in the No. 5 Mustang Sampling Cadillac, have driven a bevy of prototypes throughout their career.

Yet it might be their extra drivers – Filipe Albuquerque (No. 5) and Mike Conway (No. 31) – who add the most help to the full-season duos at the Rolex. Both have raced full-time in the FIA World Endurance Championship and have raced both LMP1 and LMP2-spec cars, with Albuquerque (Audi) and Conway (Toyota) having had the chance to make their mark understanding how those cars work.

Conway, who along with Sunoco Challenge winner Seb Morris make their Rolex 24 debuts as extras in the No. 31 car, described how this Cadillac drives compared to the LMP1 Toyota he races full-time and the LMP2-spec Oreca 03 and Oreca 05s he’s raced in the past. As you’d expect, the DPi seems to fit well between the two.

“I’ve not done loads of laps, but enough to learn the track and car,” Conway told NBC Sports. “It’s an LMP2 car with more power really, so I knew what to expect. It’s more just learning the tires.”

At Mazda, the RT24-Ps have the base Riley Multimatic chassis with the Mazda-designed aero styling as the bodywork. Speed gaps from the December test were erased at the Roar and the Mazda actually topped the speed traps there, with Jonathan Bomarito in at over 197 mph.

Tom Long and his Long Road Racing team/family have been integral parts of Mazda’s development work over the years, mainly in the MX-5 platform including the new Global MX-5 Cup car which premiered last year. Although the platform is new, Long hailed Mazda’s aspects of continuity for its new car.

No. 70 Mazda RT24-P. Photo courtesy of IMSA
No. 70 Mazda RT24-P. Photo courtesy of IMSA

“It helps that we have the same engine package as before, so we do have that on our side,” said Long, who will share the No. 70 Castrol Edge Machine Gray Mazda with Joel Miller and James Hinchcliffe. “Having that continuity between the driver lineup, crew chiefs and engineers helps so much. We learn together; we’re already ahead in that standpoint. That’s the Mazda mantra to never stop challenging. We’ll push forward.”

The Mazdas fought through suspension issues at the Roar but will look to press on for the rest of the month. The No. 70 is Mazda’s Chassis 1 while the No. 55 Soul Red Mazda, driven by Bomarito, Tristan Nunez and Spencer Pigot, is the Chassis 3. The lone base Riley Mk. 30, an LMP2-spec car, is entered by VISIT FLORIDA Racing, with Renger van der Zande, Marc Goossens and Rene Rast sharing the No. 90 Gibson-powered entry.

The new Nissan premiered publicly in December. Despite the car’s outward appearance looking similar, save for the GT-R inspired nose assembly, more is different under the bodywork to clearly differentiate it from the Ligier JS P217 base chassis.

No. 2 Tequila Patron ESM Nissan Onroak DPi. Photo courtesy of IMSA
No. 2 Tequila Patron ESM Nissan Onroak DPi. Photo courtesy of IMSA

“The car carryover is actually nothing from last year,” Ryan Dalziel, co-driver of the No. 2 Tequila Patron ESM Nissan with Scott Sharp and Pipo Derani, explained. “It’s new regulations and the ’16 Ligier was obviously based on the ’14 rules. So we were one of the few cars in P2 not built with a narrow tub.

“Everything is new, from the suspension and the like. Really no carryover parts. Between the WEC-spec and our spec there’s a massive difference in powerplants. The differential, rear end, driveshafts; basically the whole rear end is mechanically different. Add in the different routing on the sidepods, which is a lot of the reason why the sidepods are different. It’s not so much styling cues as intercoolers, but radiators for the turbo motor. That said, it still feels fundamentally like the previous Ligier and it means they’re using what they’ve learned.”

That No. 2 car is alongside the team’s sister car, the No. 22 entry, driven by Ed Brown, Johannes van Overbeek, Bruno Senna and Brendon Hartley.

LMP2 PRIMER

No. 81 DragonSpeed Oreca 07 and No. 52 PR1/Mathiasen Motorsports Ligier JS P217. Photo courtesy of IMSA
No. 81 DragonSpeed Oreca 07 and No. 52 PR1/Mathiasen Motorsports Ligier JS P217. Photo courtesy of IMSA

The base Ligier is the progression from the Ligier JS P2, which in its third year in 2016 had a banner campaign winning at Daytona and Sebring with ESM, and Petit Le Mans with Michael Shank Racing. The Ligier was unlucky to have not won at Le Mans in three tries.

Ethan Bregman, North American Market Manager, Onroak, explained the design and test process for one of the four new LMP2 chassis for 2017, the new Ligier.

“I believe for us, our aero work is an advantage,” he told NBC Sports at the Performance Racing Industry Trade Show in December. “Our worry was (DPi) manufacturer styling could slow the cars down. We’ve done 2000-plus runs in wind tunnel, plus CFD, so there’s been huge amount of time optimizing this car.

“Compared to the DPi model, the P2 cars will remain the baseline with the spec-Gibson (engine) and the DPis BoP’d to match. The DPis are great structure for manufacturer involvement. They can put their branding behind it. But at same time, a privateer can get a P2 and have it competitive, because they’re there.”

The lone privateer Ligier entry comes in the capable hands of PR1/Mathiasen Motorsports, which steps up from PC into Prototype this year. Bobby Oergel’s team knows how to win endurance races, having captured Daytona, Sebring and Petit Le Mans in recent years, and has a sneaky good lineup assembled with Tom Kimber-Smith, Jose Gutierrez, Michael Guasch and sports car debutante RC Enerson.

That saves Oreca for last, although their pace at the Roar should have put them much higher. Three teams are running the Oreca 07, in full-season entrants JDC/Miller Motorsports (Stephen Simpson, Misha Goikhberg, Chris Miller, Mathias Beche) and partial season teams Rebellion Racing (Neel Jani, Nick Heidfeld, Sebastien Buemi, Stephane Sarrazin) and DragonSpeed (Ben Hanley, Nicolas Lapierre, Loic Duval, Henrik Hedman), the latter two teams having led all but one of the Roar sessions.

As the logical evolution from the previous generation Oreca 05, the new Oreca is quick out of the box and well-honed in development. Jani delivered good first impressions.

“To be honest, I’m not reading too much into it yet. We’ve just been focusing on getting to know the car – it’s completely new,” he said, via IMSA, at the Roar. “Working with the team’s engineers, we’ve made a lot of changes on the car. There’s still some room to improve, but that’s normal. But I don’t think everyone else is really showing what they can do. The main thing for us was working on reliability, and so far it’s great – knock on wood.”

The technical variations in all six car combinations are part of the allure and draw for the race, and the intrigue in wondering which car and team will nail the combination of pace, performance, patience and reliability makes this year’s prototype battle a fascinating one to watch.

Lessons learned in three rounds of Extreme E pay huge dividends in the Copper X Prix for Tanner Foust

Foust Copper X Prix
McLaren Racing
0 Comments

To paraphrase the Grateful Dead, what a long, unique trip it’s been for Tanner Foust in his first season with the Extreme E series as he took his early season lessons to Chile to compete in the Copper X Prix. And he’s learned his lessons well.

In February, McLaren announced they would expand their motorsports program with an Extreme E entry. They signed two talented rally drivers in Foust and Emma Gilmour – and paired them for the opening round in Neom, Saudi Arabia with just a few days of testing under their belts. Baked by the Arabian desert sun, it was trial by fire.

The duo performed well in their debut, advancing into the final round and finishing fifth. As Extreme E headed to another desert halfway across the globe for Round 4, it was a good time to catch up with Foust and ask about McLaren’s progress. The Copper X Prix was held this past weekend in one of the most extreme regions in the world: the Atacama Desert.

MORE: McLaren considering Kyle Busch for Indy 500

“The shock going into the first race was the speed,” Foust told NBC Sports. “It was much higher than we had tested. We spent a lot of time around 100 miles per hour [in race trim] and our testing speeds were more in the 60 to 70-mile range. Then, once we sort of got around that, the car got updated so you can drive it even faster.”

In rally racing, some incidents are out of a driver’s control. Even peeking around another car can be dangerous because of potholes that have recently been gouged in the ground or large bushes that seem to sprout up between laps. A couple of rollovers brought Foust back to earth – but the pace was there and that was important.

“We had some challenges this season,” Foust said prior to the Copper X Prix. “We had a good start; made the final, which is a difficult thing to do in this series. I had two rolls in the first three events, but I have improved each time. Now we come into Round 4 in Chile in a pretty strong position. We have competitive times as a team. We are communicating really well and have our heads around this Odyssey vehicle.”

Foust’s words proved to be prophetic.

He won the Crazy Race – Extreme E’s version of a Last Chance Qualifier – and did so after passing the field. It was the same manner in which he qualified for Saudi Arabia’s finale, but this time things would be better. There were those hard-earned lessons on which to lean – and Foust had reps under his belt. He was not going to be caught off guard by any random obstacles.

Tanner Foust passed Sebastien Loeb heading to the Switch Zone in the Copper X Prix. (Photo by Sam Bagnall / LAT Images)

In the Copper X Prix finale, he pressured one of the best rally drivers in the history of the sport.

Pitching sideways through a tight left-hander late in his stint, Foust put his McLaren Extreme E Odyssey at the head of the pack in front of Sebastien Loeb as they headed to the Switch Zone. There, he would turn the car over to his co-driver Gilmour.

The Extreme E series pairs male and female drivers with both taking a turn behind the wheel.

After the driver change, Gilmour lost the lead momentarily to Loeb’s teammate Cristina Gutierrez, but as they charged toward the finish line, she surged ahead and crossed under the checkers first.

“What an improvement for the team over this year,” Foust said after the race. “We have struggled through some of the events, being in our first year in competition. We showed true pace this weekend; overtaking Sebastien Loeb was a highlight.

“Emma put in a great run in the Final. I was fortunate to go from last to first in the Crazy Race and then first in the Final but with some flag penalties, we had 20 seconds added to our time, which put us into fifth. It was a great feeling crossing the line first, I love this wide style track and the NEOM McLaren Odyssey was fantastic here.

“Hopefully we can continue that momentum into Uruguay.”

Loeb and Gutierrez were elevated to the top of the podium, but no one can take away the feeling of crossing under the checkers first.


Racing Responsibly

Since cars were first invented, racing has played a socially responsible role by improving safety. As Earth reaches a tipping point with climate change, racing needs to adapt to these new needs and requirements, which is where Extreme E’s unique strategy becomes increasingly important.

The Extreme E experience is more than simple racing. Each race is accompanied by a legacy program designed to offset damage done by climate change and to erase the footprint caused by the events.

Foust, a biology major from the University of Colorado, was given the chance to rekindle his interest and give back to the environment ahead of the Copper X Prix.

The Atacama is the oldest desert in the world at 150 million years. It is the driest place on earth and has the highest degree of ultraviolet light. And yet somehow life perseveres through underground rivers with oases dating back to Incan times. Foust participated in preparing a local habitat for the reintroduction of a critically endangered water frog to Chile’s longest river, the Loa, which snakes its way through the desert.

“I’m loving the experience,” Foust said. “I’m putting on a lot of Chapstick, a lot of sunscreen. What a fascinating part of the world. I never would have come here otherwise.

“I honestly am very honored to be a part of this sport. I am a huge believer in the fact that motorsports has done us good in the last 100 years. I think we benefit every single time we put our seatbelts on and drive down the road to the lessons learned in racing since the turn of the century. And I really hope motorsports continues that tradition.

“I think that motorsports like [Extreme E] does it in a responsible way, a gender-neutral way and a carbon-neutral way.”