Takuma Sato ready to defend Indy 500 victory with new team

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INDIANAPOLIS (AP) — The fans lined up one by one in the most orderly fashion, waiting for their chance to take a photograph or snag an autograph from the first Japanese winner of the Indianapolis 500.

Good thing they were patient, too.

Takuma Sato spent time chatting with every single one of them.

The meet-and-greet came during a triumphant tour of Japan late last year, which included stops at the Twin Ring Motegi racetrack, Mt. Fuji and the Tokyo headquarters of Honda. Along for the ride was the massive Borg-Warner Trophy, with the face of Sato now molded into it alongside the rest of the Indy 500 champions, as it left the United States for the very first time.

“The fans were overwhelming,” recalled Scott Gallett, a vice president at BorgWarner Inc., who was on the trip as the trophy’s caretaker. “We had people that came to multiple events. They’d just follow us around. And it was something to see such an appreciation for Takuma and what he’d accomplished.”

The 41-year-old Sato may not carry the name recognition of Unser or Andretti even after winning last year’s race for Andretti Autosport. But with a quick smile, easy laugh and ebullient personality, he was nonetheless a popular champion, so much so that nobody seemed to care a whole lot that he denied perpetual fan-favorite Helio Castroneves from joining the hallowed club of four-time winners.

That was just in America, too. Sato was positively revered in Japan, where he first shot to stardom years ago driving in Formula One, far and away its most popular motorsports series.

When he first returned home last June to celebrate his win, hundreds of fans and media were on hand to greet him at Narita Airport. And during a four-day victory tour in the Japanese capital, he visited the world-famous Shibuya Cross intersection – Tokyo’s version of New York City’s Times Square – where the finish of the Indy 500 was shown on a giant video screen.

The love affair continued into this season, too.

Sato threw out ceremonial first pitches for Cubs and Angels games. He got to spend some time with baseball sensation Shohei Ohtani, bringing two of Japan’s most popular sports stars together.

“I’ve had so many different things and people I’ve met – Olympians, baseball plays. Yes, Shotani,” Sato said last week, shortly before surviving bump day to make the 33-car field for Sunday’s race.

“Baseball, you know, I like it but I never played in my life, so I never thought I’d get to throw out a first pitch,” he said. “Motor racing is big but baseball is the national sport.”

There are a few reasons why Sato has been in such high demand.

For one thing, he has a go-for-broke style that resonates among auto racing fans regardless of nationality. He’s willing to push the limit, even if it means crashing out in search of the win.

That was the case in 2012, when he challenged Dario Franchitti for the lead on the final lap. Sato was pushed low, lost control and the two cars clipped tires, sending him into the wall. Franchitti held on to win the race while Sato, despite his disappointment, was gracious in defeat.

That’s the other big reason he’s in demand: His personality is magnetic. He’s the kind of driver that fans can’t help but cheer for, and he returns their love for him in kind.

“Sometimes it’s tiring,” he said of the constant adoration, “but I really appreciate it.”

The Indy 500 victory was without question the biggest moment of Sato’s career. He’d only won one other IndyCar race, back in 2013, and managed one podium finish in 44 races in Formula One. Yet it showed once more how much different winning can be at the Brickyard.

There are no victory tours for winning elsewhere, no photo ops at Mt. Fuji, and Honda officials are less inclined to fete you at world headquarters.

Now the trick is to back up that victory.

Sato is driving for his third team in three years in Rahal Letterman Lanigan Racing, and recently ran in the top 10 at the Grand Prix of Indianapolis. He’s now teammates with Graham Rahal and Oriol Servia with team owner and former Indy 500 winner Bobby Rahal serving as his strategist when the green flag flies on Sunday.

“I think we’ve got as strong a group as any team out there,” Bobby Rahal said. “I think with the group we have, we have three pretty strong prospects for the 500, and I’m pretty excited about that.”

Who knows? Maybe the slight-as-a-pixie Sato can become the first repeat winner since Castroneves more than a decade ago, and embark on another triumphant tour of Japan.

One thing is certain: The fans would surely show up.

“He’s always been so fantastic to work with. Very humble, doesn’t ever think he deserves it,” Gallett said. “Of course, he does. He deserves everything he’s gotten.”

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.”