Indy 500-winning owner Pat Patrick dies

Pat Patrick dies
Gavin Lawrence/Getty Images
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Pat Patrick, a three-time winner of the Indianapolis 500 with drivers Gordon Johncock and Emerson Fittipaldi and a pivotal team owner in IndyCar history, died Jan. 5 after a long illness, according to Indianapolis Motor Speedway. Patrick was 91.

Patrick is among seven car owners with at least three Indy 500 victories, winning in 1973 and ’82 with Johncock and in ’89 with Fittipaldi.

Johncock’s second victory for Patrick Racing came after a memorable duel with Rick Mears, winning by a then-record margin of 0.16 seconds. Patrick’s final Indy 500 triumph was the first of two Indy victories for Fittipaldi, who beat Unser in a No. 20 Penske-Chevrolet that was jointly owned with Chip Ganassi.

Working with fellow car owners Roger Penske and Dan Gurney, Patrick also was instrumental in the formation of the CART series in the late 1970s.

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“Pat Patrick was a shrewd businessman who had a great passion for racing and the people that work within the sport,” Penske said in a statement. “He knew how to put the right people in the right position to create a winning environment and he was a fierce competitor, in racing as well as in business. Winning series championships and more than 40 IndyCar races, including three Indianapolis 500s, Patrick Racing was one of the top teams in our sport for many years.

“Pat was a visionary and a true innovator. His teams won a lot of races with the Wildcat cars that his company produced and he took open-wheel racing in new directions by helping form Championship Auto Racing Teams (CART) and the Indy Lights Series. Pat was also important to the growth of our company as he served on the Penske Corporation Board of Directors for more than 15 years. He was a good friend and our thoughts are with Pat’s family and everyone impacted by the loss of one of racing’s great leaders.”

After starting his career as an accountant before founding the Patrick Petroleum Co. in 1963, Patrick formed his IndyCar team (with sponsorship from his oil company), which made its Indy debut in 1970 with Johnny Rutherford qualifying second. Patrick Racing raced for more than three decades, making its final Indy 500 start with Al Unser Jr. in 2004, finishing 17th.

Patrick also won two major-league championships with Johncock taking the United States Auto Club-sanctioned title in 1976 and Fittipaldi claiming the Championship Auto Racing Teams (CART) crown in ’89.

His team built Wildcat chassis, which were named after his successful drilling efforts at striking oil. Patrick Racing also produced some notable mechanics with George Bignotti running the team during the mid- to late 1970s and Jim McGee in the ’80s.

Scott Pruett won twice for Patrick while driving for the team from 1995-98.

Patrick also had success with drivers Adrian Fernandez (who scored seven victories for Patrick Racing from 1998-2000) and Roberto Moreno (who won twice for Patrick in 2000-01). Fernandez and Moreno finished second and third behind champion Gil de Ferran in the 2000 CART points standings.

The last full season for Patrick’s team was in the 2003 CART Champ Car Series, finishing seventh in the points standings with Oriol Servia (who had two runner-up finishes among three podiums).

“Along with thousands of others from the racing community, I am saddened by the news of the passing of Pat Patrick,” racing legend Mario Andretti tweeted. “He had a great impact on our sport and on so many of us personally. My condolences to his family.”

Patrick is survived by three sons and a daughter.

 

NEOM McLaren Racing Formula E and Ian James set to race ahead of electric motorsports’ curve

James McLaren Formula E
McLaren Racing
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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 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 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 car from Mercedes-EQ. – McLaren Racing

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. – McLaren Racing

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.”