Defending champion Pagenaud looks for even more glory in 2017

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The stress of winning his first Verizon IndyCar Series championship behind him, Simon Pagenaud has that weight now off his shoulders.

The question now is whether he can repeat, a feat no singular driver has done since the Dallara DW12 chassis was introduced in 2012 and something Team Penske hasn’t done since 2001.

Dario Franchitti (2010 and 2011) and Gil de Ferran (2000 and 2001) were the last respective series and Team Penske champions. The defending champion has finished third or worse each of the last five seasons.

Nonetheless, with the transition year in the bank and last year’s career year behind him, Pagenaud has no turnover in his Team Penske crew. The only thing that’s different is a number switch – 22 takes a back-seat to the champion’s No. 1.

“I’m excited to run No. 1. It’s a testament to a great previous year. It’s also a testament and a thank you to our partners at Team Penske,” Pagenaud told reporters during a teleconference Tuesday.

“They’ve followed us into this adventure. They’ve wanted to be our partners. We won the championship together. It’s a way to say thanks to them. Here we are the defending champions.

“It’s a way to also be proud of what we’ve done, but also raise our game this year trying to keep it.”

It’ll be hard for Pagenaud to improve upon his five wins and seven poles (an eighth was added after Will Power didn’t start at St. Petersburg), but that’ll be the goal for Pagenaud this season, after an offseason that saw him try to rest when he could in an otherwise whirlwind round of media activity both nationally and his home country of France.

The mental improvement from year one to year two for him saw him in a better state of mind most weekends last year anyway, and that translated to success on track. Putting together probably the most dominant weekend of his career at Sonoma didn’t hurt, either.

“Yeah, absolutely, it has been a relief. It also helped me grow into a different position mentally,” he explained. “I feel a lot more clear in my head because I’m not stressing about getting my first championship.

“We always said that the first one’s the hardest to get. I hope that’s true. But I do feel more relieved, and definitely more focused on the actual job and not the results.

“On that race, that race at Sonoma, I just felt like I had to take my destiny in my own hands. I went and tried to put the best weekend of my career together, which I did. My team helped me tremendously at doing the same thing.”

Where Pagenaud also improved over the course of the season last year was in his aggression. He lost at St. Petersburg after Juan Pablo Montoya got ahead of him on a restart but by Mid-Ohio, he’d channeled an aggression not often seen with a pass that was good to win there versus Power.

“This year, I’m planning on just being one with my team, being one with my car, and trying to maximize again my opportunities,” Pagenaud said. “Hopefully we can have domination again. I don’t know what the future is going to hold, but I’m planning on doing a similar thing by being aggressive.”

Without changes to the team or car this year, the across-the-board swap from Brembo to PFC brakes will require a bit of an adjustment, and that’s something Pagenaud will look to excel with.

“One of the first ones that comes to my mind is just adapting to the new PFC brakes really, compared to last year,” he said. “That’s going to be the only difference on the race car. That might change the way the car behaves on entry of the corner since you’re trail braking into the corners with those cars.

“You know, I think what you have to deal with is sometimes the outside factors, you know. You may have good luck one weekend, things might go really well. Some other weekends it might not be the case. You can’t control it. You just have to bounce back or keep going depending on the success.

“But I think the main thing is to remain walking on the line I’ve been walking on, finding the limits and not going above or under, and keeping that a trend during the season.”

Pagenaud looks for his first St. Petersburg win in IndyCar this weekend.

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.”