IndyCar recap: Honda Indy Toronto

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Street races for the Verizon IndyCar Series can often be affected by chaos, with the close quarters and “concrete canyons” often taking their toll on the IndyCar drivers and their machinery.

And the streets of Toronto, a venue notoriously rough of equipment, even in comparison to other street courses, was no different on Sunday.

The Honda Indy Toronto most certainly threw a wrench into the championship equation, as Scott Dixon’s victory combined with troubles from his rivals to see him increase his points lead to 64 points, but his win and the championship implications were certainly not the only stories of note on Sunday.

A look at other stories to emerge from Toronto are below.

Toronto Takes a Bite of IndyCar

A combination of tight city streets, hot temperatures, and a lot of rubble marbles wreak havoc on Sunday. Photo: IndyCar

Toronto is infamous as a venue that produces close quarters and often lots of contact between drivers, and Sunday’s race was no different.

And Toronto did not discriminate either, attacking veterans and young guns alike. Sebastien Bourdais (four-time champion, two-time Toronto winner) and spun and backed into the Turn 1 tire barrier. Ryan Hunter-Reay (former champion, Indy 500 winner, and 2012 Toronto winner) nosed into the Turn 3 tire barrier after locking up the brakes.

Josef Newgarden (defending IndyCar champion and 2017 Toronto winner) and Will Power (2014 IndyCar champion, this year’s Indy 500 winner, and a two-time Toronto winner) both clouted the wall exiting the final corner.

Alexander Rossi (2016 Indy 500 winner and a winner from this year’s Toyota Grand Prix of Long Beach) suffered two damaged front wings and made six pit stops on the day. And rookie Rene Binder spun and stalled in Turn 8.

Indeed, Toronto was its usual carnage-filled self. But it wasn’t only because of the tightly packed circuit. Sunday’s race was also contested in hot and slick conditions, with tire marbles and dust also prominent from the outset.

Newgarden particularly highlighted the marbles and dust when describing his contact with the Turn 11 wall.

“It was a tough race. Making contact with the wall didn’t help. I don’t know what it was to be honest with you, it was either marbles or dust from the sweepers; they’re trying to clean off the track and that yellow, when we already had tons of marbles 27 laps in,” he explained.

Even race winner Dixon bumped the wall once exiting Turn 1. While he didn’t suffer damage, he also noted how tricky the conditions were, and revealed just how exhausting the day was.

“I’m worn out, man, that was a physical race,” he detailed. “It was definitely easy to pick up lots of debris on the tires out there, and I think that’s what happened to Josef (Newgarden) on that restart where we took the lead. He tried to go a little bit fast into the last corner there in Turn 11, got into the gray and that was pretty much it.”

Indeed, the tricky conditions combined with the already difficult Toronto street circuit to create another chaotic outing north of the border.

Wickens, Hinchcliffe Give Canadian Crowd Something to Cheer About

Robert Wickens was elated to finish on the podium at his home race. Photo: IndyCar

Canadian fans are among the most enthusiast race fans you’ll ever find, and they’re particularly passionate about their homegrown heroes.

And they had plenty to cheer about on Sunday, notably in the form of Schmidt Peterson Motorsports teammates Robert Wickens and James Hinchcliffe.

Starting ninth (Hinchcliffe) and tenth (Wickens) respectively, they maneuvered their way through the chaos to run inside the top five – Wickens even used a slick move on a Lap 34 restart to go from fifth to second.

Wickens eventually finished third after battling with Simon Pagenaud, while Hinchcliffe was elevated to fourth after a late pit stop by Marco Andretti – Andretti needed a splash of fuel with one lap left.

Their results mark the third year in a row that a Canadian driver has been on the podium in Toronto (Hinchcliffe finished third in the 2016 and 2017 outings).

Wickens, who acknowledged he doesn’t typically get emotional, couldn’t help but feel a little emotion after scoring a podium finish in his home race.

“Thankfully, I’m not an overly teary guy, but that (finishing on the podium in Canada) was really cool. I can’t thank these Toronto fans enough. I mean, this whole week has been such a whirlwind of emotions, and to stand on the podium in my first professional home race, I couldn’t ask for anything better,” Wickens revealed.

For Hinchcliffe, finishing fourth was just as impressive, if not more so given that he did it with a damaged car. Hinchcliffe suffered suspension damage following the Lap 34 crash in Turn 1, in which he had contact with Takuma Sato.

James Hinchcliffe overcame suspension damage to finish fourth in the Honda Indy Toronto. Photo: IndyCar

“On that restart melee, we got tagged by Takuma, which I should know better than staying on the inside of him in a corner like that. I bent the toe link, and from there, it was a bit of a struggle to feel the car out and see how it was going to change with the bend in the suspension,” he detailed. “Honestly, the Arrow Electronics car was still pretty great, and in that last stint, we were chasing down the leaders. Who knows what could have been, but ultimately happy with Robbie being on the podium and two SPM cars in the top five.”

And their results paid dividends in their championship standings. Wickens now sits sixth, while Hinchcliffe is back inside the top 10 – ninth.

New Faces Grace the Top 10

Charlie Kimball was one of several new faces to finish near the front in Toronto. Photo: IndyCar

Because so many of the usual suspects had trouble, some new faces graced the top 10, and even the top five, for the first time in 2018.

Charlie Kimball gave Carlin Racing its first top five by finishing fifth, his best finish since he finished sixth at Road America last year.

Tony Kanaan finished seventh for A.J. Foyt Racing, their first top 10 since Race 2 of the Chevrolet Dual in Detroit (Kanaan also finished seventh there).

Zach Veach finished eighth, his best result since he finished fourth at the Toyota Grand Prix of Long Beach.

Marco Andretti was running fourth before he pitted for a late splash of fuel – it would have been only his second top five of the year (fourth in Detroit in Race 1 is his best result of 2018).

And Jordan King just missed out on his first top 10, finishing 11th.

They all found themselves in position to capitalize as others around them faltered, and some were rewarded immensely as a result.

Misc.

  • Conor Daly deserves kudos for a strong outing after a last-minute call up from Harding Racing. He qualified 11th and ran a clean race to finish 13th. While unspectacular, Daly gave a nice account for himself as he seeks to return to IndyCar full-time.
  • A possible top five, what would have been his third in a row, got away from Takuma Sato when he smacked the wall exiting Turn 11. Combine that with Graham Rahal being involved in the Lap 34 pileup, suffering damaged suspension in the process, and it was a day to forget for Rahal Letterman Lanigan Racing.
  • Very quietly, Zachary Claman De Melo, the “other” Canadian in the field, drove another clean race to finish 14th. While it won’t garner attention like the results of his countrymen, it is another solid outing for a rookie who is still learning the ropes.

The Verizon IndyCar Series now takes a weekend off before heading to the Mid-Ohio Sports Car Course for the Honda Indy 200 at Mid-Ohio (July 29 on NBCSN).

@KyleMLavigne

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.”