Bell leads IndyCar contingent in Le Mans qualifying

Photo: Scuderia Corsa
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Although he hasn’t been in a Verizon IndyCar Series race this year, NBCSN IndyCar analyst Townsend Bell was best of those actively involved in the 2017 IndyCar season in qualifying for Saturday’s 24 Hours of Le Mans.

Bell qualified third in the GTE-Am class in the No. 62 WeatherTech-backed Ferrari 488 GTE for Scuderia Corsa, which he shares with Bill Sweedler and Cooper MacNeil. Bell and Sweedler are seeking to defend their class victory here last year, which they accomplished co-driving with Jeff Segal in the previous generation Ferrari F458 Italia.

As there are eight 488s in the 16-car GTE-Am class, this Scuderia Corsa Ferrari has been the best of them both at the Le Mans Test Day and in qualifying. Bell’s best time of 3:53.312 was about a half second off class polesitter Fernando Rees, in the No. 50 Larbre Competition Corvette C7.R, at 3:52.886. Bell has completed 32 laps this week.

“Qualifying went well,” Bell said. “We made our first change to the car to make it go quicker and that is exactly what it did tonight. It improved the balance and that made a small improvement, but around this long track that makes a big difference. Bill and Cooper did some strong laps and are comfortable in the car, which is what is important. To be starting third and the fastest Ferrari says a lot about our effort here this week.”

Beyond Bell, there’s three active drivers competing in IndyCar this season who are racing at Le Mans this week, two in the GTE-Pro class and one in LMP2.

Scott Dixon is best of that group as he’ll start fifth in GTE-Pro in the No. 69 Ford Chip Ganassi Team USA Ford GT which he shares with Ryan Briscoe and Richard Westbrook. This trio finished third here last year, with Dixon setting the fastest race lap in class on his Le Mans debut.

Briscoe, an IndyCar veteran from 2005 through 2015, set the car’s best qualifying time of 3:51.232. The class pole time is Darren Turner in the No. 97 Aston Martin Vantage V8 at 3:50.837.

“We definitely had a go at qualifying tonight,” Briscoe said. “It was the first time we ran with new tires and low fuel and we’ve always found this car comes alive when we drop the fuel out of it, so it felt great. The balance was nice. We got one of those good laps at Le Mans where you get a tow and don’t get held up with any traffic and piece it together. I was really pleased, but obviously there’s a lot of competition. It was quick at the time but we’re fifth now so I think it’s going to be a tough race and hopefully we’ll have the pace to stay at the front during the race.”

Dixon’s best time this week in 29 total laps is a 3:52.807, set in the second of three qualifying sessions. Westbrook’s is a 3:52.496. Dixon also got to catch up with Ford World Rallycross driver Ken Block at Le Mans.

The No. 68 Ford, the defending class winner here, will launch its defense from 12th on the 13-car grid. IndyCar 20th year man but Le Mans rookie Tony Kanaan shares that car with Joey Hand and Dirk Mueller, Kanaan deputizing for the injured Sebastien Bourdais.

Kanaan’s best lap this week is a 3:53.512. The Brazilian completed 15 laps in the first four-hour free practice session and nine more laps since, so he has a total of 24 before warmup on Saturday morning.

Mikhail Aleshin also saddles up for his third consecutive Le Mans, this time in SMP Racing’s new Dallara P217 Gibson in LMP2 with Sergey Sirotkin and Victor Shaitar.

Aleshin’s best time of 3:27.782 has put the No. 27 car 10th on the LMP2 class grid, and 16th overall, first non-Oreca 07 (or the rebadged Alpine A470 variant) on the grid. In the all-Russian lineup, the Schmidt Peterson Motorsports IndyCar driver has driven only 24 laps this week.

MAZDA ROAD TO INDY ROOKIE QUARTET DEBUTS

There’s also four recent Mazda Road to Indy presented by Cooper Tires graduates making their debuts at Le Mans, in Andre Negrao, Felix Rosenqvist, Will Owen and Jose Gutierrez, who’ve competed in either Indy Lights Presented by Cooper Tires or Pro Mazda Championship Presented by Cooper Tires in recent years.

Those cars will line up 14th, 20th, 21st and 22nd overall, eighth, 14th, 15th and 16th in the LMP2 class. Negrao is in the No. 35 Signatech Alpine A470 Gibson with Nelson Panciatici and Pierre Ragues, Gutierrez is in the DragonSpeed-run No. 22 Oreca 07 he shares with Ryo Hirakawa and Memo Rojas, Owen in the best of seven Ligier JS P217 chassis, the No. 32 United Autosports entry he shares with Filipe Albuquerque and Hugo de Sadeleer, and Rosenqvist in the DragonSpeed-10 Star No. 21 Oreca 07 with Henrik Hedman and Ben Hanley, an all-rookie lineup.

Negrao’s best time this week is 3:29.248 in 31 laps, Rosenqvist’s is 3:29.777 in just 19 laps, Gutierrez’s is 3:32.406 in 37 laps, and Owen’s is 3:37.469 in 32 laps.

It is worth noting the Oreca has a distinct pace edge in LMP2 over the other three chassis. Aleshin’s Dallara lap of 3:27.782 is the best non-Oreca lap this week, but still 2.43 seconds off Alex Lynn’s pole time of 3:25.352 in the No. 26 G-Drive Racing (TDS) Oreca 07.

Of course there are plenty of others with past IndyCar or Mazda Road to Indy experience in the field but these mentioned above are the most recent and/or are still active within these championships.

This year’s Le Mans race starts Saturday at 3 p.m. local time, 9 a.m. ET, with coverage on the FOX networks and flag-to-flag radio coverage via Radio Le Mans.

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.”