Herta, Andretti continue ‘natural evolution’ of partnership into 2017

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A year ago, Bryan Herta faced a quandary and a fork in the road.

A sponsor had pulled out, leaving the likable team owner and past driver needing a way to continue into the 2016 Verizon IndyCar Series season at the eleventh hour.

You should know the story from there. Herta and Michael Andretti struck a deal where the Bryan Herta Autosport team melded with the Andretti Autosport operation as the fourth Andretti entry for 2016. Alexander Rossi replaced Gabby Chaves as driver although the rest of the BHA crew shifted over unchanged.

Rossi promptly won the 100th Indianapolis 500 presented by PennGrade Motor Oil thanks in large part to Herta’s strategic gamble but Rossi’s own maturity beyond his years, while Chaves endured a nightmare season racing only part-time.

It’s natural to wonder where Herta might be now if the last-minute deal didn’t happen. Luckily, there was never a question that the Herta-Andretti partnership would continue into a second year, and as Herta explained, the melding is such that there’s not a divide of “BHA” and “Andretti Autosport” within the overall unit.

“I think it’s kind of cool how it’s evolved. A year ago this was all fresh,” Herta told NBC Sports. “Indy 500 aside was a great thing on its own, but overall it’s worked well for us and for his team. This was a natural evolution.

“You had the 98 car… and it was my original guys that came over on the car. Now the idea was, let’s do this for a year. At end of the year, really, we’d talk about how to continue it. We achieved the objective and didn’t need to go our own way again. We want to continue it.

“This year is a more thorough integration. It’s not the ’98 guys’ and ‘Andretti guys.’ There’s a mix; the BHA guys are mixed to different cars. I have a role in Marco (Andretti’s) car. It’s back to one team. The 98 yes, falls under the BHA entry, but really now we’re all in with Andretti Autosport.”

And that is the funny part of the year ahead. While Rossi’s No. 98 NAPA AUTO PARTS Honda is still the Andretti-Herta Autosport entered car, Herta himself shifts to the strategist box for Marco Andretti, in an attempt to help bring the No. 27 hhgregg Honda’s performance – and results – forward. This also allows Michael Andretti to step off the box and be free to go to his other race team events, if needed, for conflict weekends.

MONTEREY, CA - OCTOBER 19:  Bryan Herta driver of the #26 Andretti Green Racing XM Satellite Radio Acura ARX-01a during practice for the American Le Mans Series Monterey Sports Car Championships at Laguna Seca Raceway on October 19, 2007 in Monterey, California.  (Photo by Jonathan Ferrey/Getty Images)
MONTEREY, CA – OCTOBER 19: Bryan Herta during practice for the ALMS race at Laguna Seca Raceway in 2007. (Photo by Jonathan Ferrey/Getty Images)

The relationship between Herta and Marco Andretti is a really intriguing one. Herta and Michael Andretti raced together first as rivals, then as teammates between 1994 and 2007. Marco Andretti’s debut in 2006 coincided with Herta’s last full-time year as a driver in IndyCar, before he shifted to Michael Andretti’s Acura LMP2 sports car program in 2007 (right).

Yet Herta can see both the father side (his son Colton, races for Andretti’s Indy Lights team in 2017) and the teammate side of Marco. He knows the talent is there, but it’s been inconsistent on whether it’s fully shone through or not.

“He’s got a really capable group of guys over there,” Herta explained. “Me moving over was just a case of freshening some things up. Also with Michael recognizing… given his role as a team owner in multiple championships, he’s better off, not handcuffed, but not being stuck in any particular place. Say he might be needed at FE, GRC, or here. This frees him up to be wherever he’s needed.

“The second point is the father-son dynamic is difficult. They’re both very similar and passionate. So it was, let’s try something different. Marco was up for it. I was up for it. I have known Marco since he was a kid and I believe there is more than enough ability there. He has all the tools he needs.”

RICHMOND, VA - JUNE 23: Marco Andretti, (L) driver of the #26 ArcaEx Andretti Green Racing Dallara Honda, and Bryan Herta driver of the #7 XM Satellite Andretti Green Racing Dallara Honda, and Marco's engineer Eddie Jones talk during practice for the IRL IndyCar Series SunTrust Indy challenge on June 23, 2006 at Richmond International Raceway in Richmond, Virginia. (Photo by Gavin Lawrence/Getty Images)
RICHMOND, VA – JUNE 23: Marco Andretti and Bryan Herta, and Marco’s engineer Eddie Jones talk during practice for IndyCar’s 2006 race at Richmond. (Photo by Gavin Lawrence/Getty Images)

Marco Andretti, for his part, is bullish on the move as well. “I’m really excited to be working with Bryan. Dad was great at calling races, but sometime it’s a hectic work environment, and no one wants to make mistakes. Every one of these guys is extremely talented,” he told NBC Sports in December.

Luckily for both parents, they just get to play “dad” this year at the track rather than be directly involved in their sons’ races. It’s a move that, in large part, has helped Graham Rahal develop the last two years at Rahal Letterman Lanigan Racing, a team Herta used to race for. With Bobby Rahal off the box and Rico Nault stepping in, the younger Rahal has achieved his best two seasons the last two years.

Herta still has the “dad” component as Colton, 16, comes home for 2017 after two years abroad in Europe racing for Carlin. The Andretti Steinbrenner Racing entry Colton will drive for in Indy Lights matches the BHA No. 98, but features no Herta ownership involvement.

And being free to just watch the son of “Hertamania” compete is a freeing element for the senior Herta.

“It’s really nice having him home. We’ve enjoyed having him home,” he said. “On the race weekends it was hard to watch him… I only went to two races a year. I was always here.

“This year, I’m not going to watch every session. But just being here and keeping tabs on what’s going on is nice. I don’t have a role in Indy Lights program.

“For me, if I walk over there, it’s just me being dad. I’m not there to work.”

But work is something the senior Herta has done a good job of as one of IndyCar’s newest – and youngest – team owners at just 46 years old. He’s still got his own team name active as well, as the Bryan Herta Rallysport team continues into 2017 with new driver Cabot Bigham, who steps up to Supercars after winning the GRC Lites title.

The IndyCar season starts on March 12 at St. Petersburg and resumes on NBCSN on April 9 in Long Beach, while GRC kicks off at Memphis April 28-29, also on the NBC Sports Group networks.

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

James McLaren Formula E
McLaren Racing
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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 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.”