Will Power in trouble, Scott Dixon fastest halfway through Indy 500 qualifying

Indy 500 qualification
Gregory Shamus/Getty Images

Halfway through Day 1 of qualifying for the 105th Indy 500, Team Penske driver Will Power was in early trouble as Scott Dixon led the way with all 35 drivers making laps.

Power was 31st on the speed chart with a four-lap average of 229.052 mph, 2.8 miles per hour off the pace of the current fastest qualifier Scott Dixon.

Before qualifying, Power said he would be happy with a top-15 speed in qualifying for the 105th Indy 500. As amazing as that sounded for the driver who sat on the outside pole and finished second last year at Indy, he did not expect to struggle this badly.

INDY 500 QUALIFYING ON NBC: How to watch this weekend

“We’ve been about that pace all week,” Power said. “We have a great race car. If we can have a good race and just get up there in that front bunch, we’ll be OK. I ran the same stuff as (teammate) Scott (McLaughlin, who qualified in the top 15) ran, and he was a mile and a half an hour quicker. I don’t know what else to do.

“Hopefully, we don’t have to be in the bumping part of it. Hopefully, we can get up a bit better than that. I was pretty much wide open the whole time and just don’t have the speed right now.”

Thirty cars will be locked in Saturday, so if Power doesn’t find additional speed this afternoon, he will be forced to compete again four other drivers in Sunday’s Last Row Shootout for the final three spots on the starting grid.

Dixon, who drew the advantageous first position in the initial qualifying order, turned a fast lap at 231.828 mph and held off an early challenge from Tony Kanaan and a late challenge by Colton Herta to remain atop the chart.

“You forget how stressful this is, an hour before you start to shake … first time I’ve gone first,” Dixon said on Peacock TV after his lap. “Hopefully that’s good enough, we’re just really fighting for the Fast Nine at the moment. Still some really quick cars.”

Saturday’s Fast Nine will battle for the pole position Sunday afternoon.

Kanaan, who wound up third on the speed chart halfway through the afternoon, gave him a scare early. He rolled out of the pits eighth and held a pole pace through three of four laps. He turned Lap 1 at 232.348, but his lead steadily shrunk to less than four-tenths when he took the white flag.

“It’s been an awesome month for us,” Kanaan said. “We have a fast car. The goal here today is to be in the Fast Nine and then tomorrow we go for it.”

Herta displaced Kanaan late with a speed of 231.648 mph.

Indianapolis native and resident Ed Carpenter ranked fourth midway through the session, fastest among the Chevrolets at 231.616 mph.

“I wish I could hear the fans,” Carpenter said. “I may not hear the fans, but I feel it. I feel it so much this year compared to last year when the fans weren’t here. It’s great to be back together doing what we love here at the speedway.”

Carpenter has been among the Fast Nine in each of the last eight years.

Hondas took seven of the top nine spots on the first attempts, but Alex Palou destroyed his No. 10 Dallara-Honda after turning the seventh-fastest lap and will be in a backup car if he makes the Fast Nine.

Last year’s pole winner Marco Andretti (229.872) rebounded from a poor early lap after changing an engine overnight. He improved four spots on the speed chart on his second attempt and seemed safe.

“Trying to find speed,” Andretti said. “It doesn’t matter what we do mechanically. A slow car is a slow car. I’m surprised because I knew we were slow, but I didn’t think we were this slow. I’m hoping and praying they find something because if not, I don’t know if this will even make the field, and sitting there running flat for four laps, pretty helpless.

Jack Harvey also put himself safety in the field after lagging last at 225.496 mph because of a badly and inexplicably blistered right-rear tire.

In addition to Palou, other slow drivers at risk of failing to qualify are RC Enerson (227.283), Simona de Silvestro (228.173), Charlie Kimball (228.401), Sage Karam and Power.

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

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.”