Monday’s race on the 2.3-mile, 17-turn permanent road course was a timed event of 75 minutes after Sunday’s rain-postponement after 22 laps of the scheduled 90 laps.
As it turned out, both ends of Sunday’s start and Monday’s finish, a total of 82 laps were contested.
Rain once again became an issue in about the last 15 minutes of Monday’s rescheduled event but Newgarden – who started from the pole – made a stop for rain tires with 14 minutes left and that proved to be the winning strategy. He also regains the lead in the IndyCar point standings from Long Beach winner Alexander Rossi.
“The rain made it more eventful than I would have liked,” Newgarden told NBCSN. “We had good fuel mileage and good reliability, that’s what we needed to win this race.
“It seemed like smooth sailing for the most part — we had no yellows, which we were hoping for no yellows — and then the rain crept in. … Fortunately, we had a big gap, which helped us win the race, just building that gap over the beginning part. … It’s a great day for Team Penske.”
Ryan Hunter-Reay finished second, followed by Schmidt Peterson Motorsports teammates James Hinchcliffe and Robert Wickens, with Sebastien Bourdais finishing fifth.
“Solid weekend for us,” Hinchcliffe said. “Two cars in the top 10 in qualifying and two cars in the top 5 in the race. Pretty proud of these boys. It’s good to get a couple Hondas up there. Maybe not the top steps in the podium, but we took the rest of it.”
Bourdais had hoped to finish the race on slicks and win. But he was forced to pit with 7:15 left after his car became too difficult to control in heavy rain, swapping to rain tires.
Unfortunately, pitting essentially cost Bourdais the win.
“We were in the catbird’s seat for second and were hoping that he’d get some good times on the drives in the wet, but the wet just kept coming and we had to bring him in,” team owner Dale Coyne said.
Added Bourdais, “We’re in it to win it, did everything we could, it was seemingly going to be good enough. … I think we had beaten (Newgarden). Yet, the sky opened and that was it.”
Scott Dixon finished sixth, followed by Graham Rahal, Takuma Sato, Simon Pagenaud and Marco Andretti.
Eleventh through 20th were Rossi, Matheus Leist, Zach Veach, Jordan King, Spencer Pigot, Rene Binder, Gabby Chaves, Tony Kanaan, Zach Claman De Melo and Ed Jones.
Rounding out the final three finishing positions were Will Power, Max Chilton and Charlie Kimball.
* Spencer Pigot and rookie Zach Claman De Melo got into a tangle early on, but both were able to get going and damage appeared minimal.
* With 8:30 left, Rossi spun into the Turn 5 gravel but was able to get going.
ALSO OF NOTE:
* Will Power’s team was able to get his damaged car repaired and he was back on-track roughly 10 minutes into Monday’s action.
* Scott Dixon lost much of the electronics on his car with about 28 minutes left. He essentially had to handle things old school, going by feel. He wound up being penalized for speeding on pit road when his dashboard went out.
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.
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.”
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.”
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.”