INDYCAR Photo by Chris Jones

Texas Motor Speedway remains vital venue for IndyCar Series

Leave a comment

FORT WORTH, Texas – Since 1997, Texas Motor Speedway has been an important stop on the NTT IndyCar Series schedule. It provided the upstart Indy Racing League with a solid anchor for a second home outside of the Indianapolis 500.

That first race drew an announced crowd of 129,000 fans, who were thrilled at the sight of IndyCar’s first modern-day night race, under the lights in spectacular conditions.

When the 1.5-mile track opened, it was a racing palace and fans in Texas had a huge appetite for racing. Big crowds continued to watch, up through the rise of Danica Patrick and “DanicaMania” in 2005.

IndyCar racing at Texas has changed over the years. Initially, pack racing dominated as high-downforce setups allowed large groups of cars to race in tight formation. It thrilled the spectators but led to an outcry from drivers and team owners believing it was too hazardous and too costly when their cars were destroyed in crashes.

In 2012, IndyCar drastically changed the aerodynamic package for high-speed ovals. The result at Texas was a race that saw the field get spread out like an accordion.

But these races would still create dramatic outcomes. In 2012, the late Justin Wilson won the race after leader Graham Rahal brushed the Turn 4 wall heading to the white flag. In 2014, Ed Carpenter – a proponent of the previous Texas pack racing – nipped Will Power by .525 seconds.

Scott Dixon won a snoozer in 2015, defeating Tony Kanaan by almost eight seconds in a race that had just one caution for 13 laps and a strung-out field.

But the thrill returned in 2016 when Graham Rahal edged James Hinchcliffe at the start finish line by just .008 seconds in one of the closest finishes in IndyCar history.

The track was then repaved in 2017, and the new surface created much more grip. It created a return of the packs and ultimately led to Will Power winning under caution. That night, the yellow flew nine times for a whopping 66 laps.

Another change to the aero package and tires followed for 2018, which saw Dixon win in another runaway – this time, defeating Simon Pagenaud by over four seconds.

It remains to be seen what style of racing will take place in tonight’s DXC Technology 600, but a win at Texas remains a very important victory to any driver in the NTT IndyCar Series.

It comes at a track that is steeped in IndyCar history and heritage, and it rewards a driver that is able to master the art of high-speed racing on a high-banked oval.

The drivers remain split in what style of racing they prefer: Some would like to see closer racing, while others want to avoid the pack at all costs.

As noted earlier, Carpenter is one of the few drivers that wants to see a return to pack racing.

“I thought that was very exciting,” Carpenter told NBCSports.com Friday.

Others don’t believe it’s worth the risk.

“I prefer non-pack racing,” Will Power’s engineer, David Faustino, said. “We have won here with both forms of racing, but I prefer non-pack races.

“I think last year’s race was pretty good. You had a few cars that were battling. Maybe it could be a teeny bit tighter. Will believes, with this tire, it might be getting closer to the field being able to go flat out, and that would tighten the field.

“If the racing becomes tighter, the drivers have less ability to manage the wear on the tire. I don’t think they will be able to manage that very well.”

And then, there are others who would like a mix in-between the two.

“I’m somewhere between the pack racing and spread out,” Ryan Hunter-Reay said. “I would like to have this race come down to some handling (on the car).

“Oval racing has its challenges right now to attract fans. I love oval racing. It’s one of my favorite forms of racing.”

Firestone has tried to bring a tire to Texas that will wear over the course of a run, allowing more passing opportunities for drivers with fresher tires. In past Texas races, tires have blistered – losing chunks of rubber and leading to ill-handling race cars – because of the extreme conditions on this track with heat and grip.

“New tires still have an advantage, but we will have degradation, too,” pole winner Takuma Sato said. “I think it’s going to be a very good race. If everybody is on the new tire, the first 15-20 laps, everybody will be in a pack. After that, you will see the degradation and it will spread out.

“It shouldn’t be pack racing. Drawing the line is very difficult. At least, allow us to go two-wide through Turns 3 and 4 and that should allow us to have a good race.”

Team owner Dale Coyne believes the tires are much better than what they had last year.

“Each car was able to run 40 laps Thursday night and we could never run 40 laps with the old tire we had here before,” he said. “Winning here is still big. Justin Wilson said if he couldn’t win Indy, he wanted to win here because it proves how good a driver can be on an oval.

“It’s tricky to find the right balance. Pack racing can be too dangerous. Spread out can be too boring. You have to find the right balance. Getting the package right and getting the rules right, it can be tricky.”

Extreme E reveals competition format for its global races next season

Extreme E
Leave a comment

Extreme E, a new series that will raise awareness about climate change by racing electric SUVs around the world, unveiled its competition format Friday.

The five-race environmentally conscious series will begin next season with races held in Senegal, Saudi Arabia, Nepal, Greenland and Brazil.

Chip Ganassi Racing and Andretti Autosport are among the eight teams that will race in the series. Each team will have a male and female driver who alternate in each event.

ELECTRIC APPEAL: Why Ganassi is going to the Extreme E

In the details provided Friday, the two-day events will feature two qualifying races Saturday and two semifinals and a final round Sunday. Each race is two laps: One driven by the male driver and the other by the female. Results are based on finishes, not times.

The first semifinal is slotted with Saturday’s top four qualifiers, and the top three finishers advance to the final. The second semifinal (also known as the “Crazy Race”) will feature the last four qualifiers with the winner advancing to the final.

Click here to see the details of Extreme E’s sporting format.

Here’s the release from Extreme E:

29 May, London: Extreme E, the revolutionary electric off-road racing series, has outlined the race format for its five-event adventure to some of the most formidable, remote and spectacular locations across the globe, starting early 2021.

The series has devised an innovative format unlike any other, likened to a Star Wars Pod Racing meets Dakar Rally, which is designed to break the mould in motorsport with all-action, short, sharp wheel-to-wheel racing, world-class drivers and teams, the cutting-edge ODYSSEY 21 electric SUV and its stunning, formidable environments, all firmly in focus.

Each race, which will be known as an X Prix, will incorporate two laps over a distance of approximately 16 kilometres. Four teams, with two drivers – one male, one female – completing a lap apiece in-car, will race head-to-head in each race over the two-day event.

Qualifying takes place on day one to determine the top four runners who will progress through into Semi-Final 1 and the bottom four competitors who will go on to take part in Semi-Final 2: the unique ‘Crazy Race’.

The Crazy Race will be a tooth-and-nail, all-or-nothing fight, with only the quickest team progressing into the Final, while the top three will make it through from Semi-Final 1. The winner of the Final – the fastest combination of team, drivers, car and engineers over the epic two-day battle – will then be crowned the X Prix Winner.

Another innovative feature is the Hyperdrive. This will award an additional boost of speed to the team who performs the longest jump on the first jump of each race. Hyperdrive power can be used by that team at any point in the race.

This initial format is designed to incorporate eight teams, and can be adapted to accommodate additional entries.

Teams will field one male and one female driver, promoting gender equality and a level playing field amongst competitors. Each driver will complete one lap behind the wheel, with a changeover incorporated into the race format.

The teams will determine which driver goes first to best suit their strategy and driver order selections are made confidentially, with competitors kept in the dark as to other teams’ choices until the cars reach the start-line. Contests between males and females will therefore be ensured.

X Prix circuits will also incorportate natural challenges that will leave viewers at the edge of their seats, and drivers and teams will be pushed right to the limits of their abilities; with hazards to navigate and defeat such as extreme gradients, jumps, banks, berms, pits, dunes and water splashes.

Alejandro Agag, Extreme E Founder and CEO, said: “Extreme E is a championship like nothing else that has come before in sport. Its goal and objective is to accelerate innovation and tackle climate change head on using transportation.

“Creating this innovative sporting format, which we’re likening to Star Wars Pod Racing meets Dakar Rally, is vital in order to engage the next generation of motorsport fans. We hope our fans will enjoy the short, sharp, wheel-to-wheel racing this format has been built around, and with our high performance electric vehicle, driver changeover, the Hyperdrive feature, and the Crazy Race qualification format, there is plenty to watch out for, and many chances for positions to change hands, Our races really will go right to the wire.”

Extreme E’s cutting-edge 550-horsepower, ODYSSEY 21, incorporates a number of innovations to enable it to cope with all the rigours of racing over the toughest terrain, where no car has raced before. The battery-electric, 400kw (550hp), 1650-kilogram, 2.3-metre wide E-SUV is bespoke from the ground up. Capable of firing from 0-62mph in 4.5 seconds, at gradients of up to 130 percent.

It is made up of a common package of standardised parts, manufactured by Spark Racing Technology with a battery produced by Williams Advanced Engineering. This encompasses a niobium-reinforced steel alloy tubular frame, as well as crash structure and roll cage, whilst tyres, for both extreme winter and summer requirements, supplied by founding partner Continental Tyres.

As well as being used as platform for equality and illutstrating the capabilities of electric vehicle technology, Extreme E will highlight the impact that climate change is having on its remote race locations, using a committee of leading scientists to help bring global attention to issues such as deforestation in Brazil, rising sea levels along the West African coastline, melting Arctic icecaps in Greenland, and more.

The championship will announce further drivers, teams and partners over the coming weeks as it builds towards its early 2021 start-date apace.