After one of the most dominating and successful seasons in NHRA history, one question remains about 2018 Top Fuel champion Steve Torrence: how much better can he become?
The Texas native, who has an affinity for wearing cowboy hats, is ready for his next rodeo – otherwise known as the 2019 NHRA Mello Yello Drag Racing Series, which kicks off this weekend with the season-opening Lucas Oil Winternationals at Auto Club Raceway in Pomona, California.
Having conquered both cancer and a heart attack in recent years, Torrence, who turns 36 in April, had one of the most impactful seasons in NHRA annals in 2018, winning nearly half of the races – 11 of 24.
Included in that outstanding performance was something the NHRA has never seen: Torrence won every one of the six Countdown to the Championship playoff races as he powered to the Top Fuel crown.
So what does Torrence do for an encore?
“We don’t have the same point to prove as last year, but it’s the same drive and maybe more, just for different reasons,” Torrence said in a media release. “The performance the last couple years speaks for itself, but we want to keep driving that home.
“We’ve gotten to the top, established the fact that we deserve to be there and we’re going to do everything we can to stay there. It’s business as usual for us (heading to Pomona) and that’s the way we’re going to approach it.”
Torrence, who won every time he reached the final round in 2018, ended the season with the championship-clinching win at Pomona, and now he kicks off the pursuit for a second title at the same location.
“I think we can maintain that focus,” Torrence said. “We had the same focus and drive we had in 2018 as we did in 2017 (finished second), we just channeled it and got used to working at a more intense level.
“We’ve been able to operate at such a high level for so many races, I think we’re accustomed to doing that. You see the way guys like Tony (eight-time champion Tony Schumacher) and Antron (three-time champ Antron Brown) operate and they’re used to being battle-ready. That’s how we want to be.”
Torrence’s performance in the last three seasons – 3 wins in 2016, 8 wins in 2017 and 11 triumphs in 2018, part of his overall 27 career Top Fuel wins – has vaulted him into conversations as one of the best drivers Top Fuel has seen in quite a while.
And given what Torrence and his 11,000-horsepower Capco Contractors dragster accomplished at last weekend’s annual NHRA preseason test in Chandler, Arizona – being the quickest car with a run of 3.689 seconds at 328.78 mph – it’s pretty clear he’s ready to pick up where he left off at the end of the 2018 campaign.
“To go do what we did at testing, that just bolsters our confidence,” Torrence said. “We’re looking forward to Pomona and we’re going to be real simple about it.
“The key is to go out and win rounds and if you’re able to do that four times, that’s a race. That’s how we’ve approached it the last two years and we’re going to keep that same approach.
“It’s humbling to be in the position we’re in and to think about the success we’ve had, but we’re not close to being done yet.”
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 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.”