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Moran-helmetIn 2001 and 2002, there was a flock of U.S.-born talent in the Toyota Formula Atlantic series. Ryan Hunter-Reay, Alex Gurney, Jon Fogarty, Joey Hand and Rocky Moran Jr. were young, fast and ready to move up into CART.Moran-Montreal02

Unfortunately, CART went bankrupt after 2002 and only RHR got to take that next step into Champ Car. Gurney and Fogarty teamed to become a formidable combo in sports cars while Hand went from ALMS to the DTM.

Moran, who captured the last Atlantic race of 2001 at Laguna Seca and then the Montreal race in 2002 (RIGHT) , went back to go-karts as he and his father, Rocky, built a state-of-the-art track in California. He returned to sports car racing in 2011 driving alongside Bruno Junqueira but now he’s finally going to get a shot at his goal in life. An Indy car.

Moran-portrait“I ran into Sam Schmidt at Fontana last month and we worked out a deal so I’m going to test on the road course at Homestead next Monday or Tuesday,” said Moran. “Just getting to test makes me feel like I’ve won the lottery and I can’t wait.

“I think Bruno is going to be there and I’ve been talking to RHR and he’s given me some tips. Next week can’t get here soon enough.”  

Now a married man with three children, the 34-year-old Californian understands it’s a longshot and he knows the drill.

“I know a lot of people have forgotten about me but I know I can do it,” he continued. “The hardest part is finding funding so I’m spending a lot of time doing that. By no means is this a ride, it’s just a test, but it allows me to get my foot back in the door and get in a car.”

His dad, a three-time starter in the Indianapolis 500, was driver coach in Star Mazda in 2012 for Jack Hawksworth, who had an impressive rookie campaign this year in IndyCar.

“Dad and I watch every IndyCar race and it’s what I love most and what I’ve always aspired to do,” said Moran. “I’m hopeful of doing a handful of races next year and we’ll see what happens.

“But my goal is to make this the Rocky comeback story of IndyCar.”

 G7C1681Two of the smartest brains in U.S. motorsport have differing opinions on FIA Formula E, although each admits to slight bias...

LS1 4477Robert Clarke

The man behind the EarthPrix concept (see table below to see how it compares with Formula E), Robert Clarke – former boss of Honda Performance Development – was underwhelmed by the inaugural Formula E race. The format of the cars and the racing, he believes, need major modifications.

What did you think of the first race?

Sadly, it just kind of confirmed that the technology of fully battery-powered racecars is not there yet. They were 200hp in race spec but they could only do 24 or 25 laps before having to change not battery packs but cars. On the positive side, it was good to see the motorsport world trying something different.

Formula E's concept is very different from your EarthPrix concept, which is about a common tub and then "run what ya brung..."

Yes, EarthPrix was conceived to allow innovation and evolution. It's not a fixed spec, so manufacturers can choose the technology of their cars, whether it's based on the event concept, their marketing platform or their future vision. They can pick the energy source or the combination thereof and that can change or evolve as the event matures. It's not like sticking a stake in the ground and saying, "We will be full-electric."

The Formula E advocates are saying it's innovative, and of course that's true in one sense, but they're spec cars. Apparently there will be development allowed going forward, but again it's limited to certain areas of the car.

EarthPrix ideas were more than just about the car, right?

Yes, it was a much larger event platform that's about energy conservation and energy source solutions – not just cars but everything. The expos were about wind and solar energy and converting trash to energy, that sort of thing; the race was just the cherry in the center of the cake, the focal point. It's demonstrating that advanced technologies are viable and not just for the sake of being different: they're green but also better. And that's true if you can pick relevant technologies that are proven and work.

e cockpitWhat could Formula E have done better?

If Formula E had gone hybrid, that would have been a steppingstone to one day going full electric. I think we agree the series was premature in that pure electric is not yet ready. But the other thing is, it just takes a different energy source but a traditional-looking open-wheel racecar – albeit with somewhat contrived styling to make it look futuristic – and does the same things with it that you'd expect to see at any race. EarthPrix was about building an event around a race, like the earliest forms of auto racing at the start of the 20th century. Formula E doesn't demonstrate that the technology is superior or advanced over what exists already. It's just different. It's a novelty but not one that grabs the attention.

Pure electric in itself isn't a bad thing though, right?

Absolutely not. I went to the Emerging Technology day at Indianapolis a couple of years back, in one of the weeks leading up to the Indy 500. Purdue University hosted an electric go-kart race, open for development of motors, and you build your own battery packs and so on. I was really curious what it would be like – would it be slow and boring or would the absence of engine noise hurt the show, etc.? In fact, I was fascinated by it. The karts were quick, they weren't noiseless, but you could hear the announcer, hear the fans, and it was actually a really appealing experience that I hoped Formula E might capture. And these karts made pit stops, changed battery packs – in just 15 seconds, by the way! – but their power-to-weight ratio was far more conducive to the batteries lasting a decent amount of time. Overall, it was very entertaining.

Given that Formula E exists and is pursuing an all-electric route, is there a solution to perhaps disguise the short duration of the cars' battery packs?

Well, I don't know if you remember but Honda sponsored a design event at Art Center College of Design, I think in 2006, for the future of IndyCar. We had done it before, in 1994, but this time, rather than just use students who were transportation majors, they formed teams. Students were transportation design majors, industrial design, entertainment design, fashion design, etc. and each team came up with various concepts, but as you'd guess from their backgrounds, the concepts went beyond just styling of the car itself. Designing the event, the uniforms worn by the teams, etc.

Anyway, in answer to your question, an interesting aspect that all of them had was team-vs.-team competition, not individual car competition, which is obviously quite a fresh approach to what we're accustomed to in open-wheel racing. One of the students had an idea that would work well for Formula E, particularly if they keep having to use two cars. You know how in 4 x 100m or 4 x 400m relay racing in athletics, the runners have to pass the baton to their team? Well, this version of the concept meant that when a car neared running out of fuel/energy, the driver would enter a "tag" zone on the track where his teammate would enter from the pits and accelerate. Now, near the same speed, he would "tag" his teammate via laser on a certain target on the second car, which would change color, and then carry on the first car's work in the race. It meant fans knew who'd made a stop and which of the team's car was currently the "race" car. If they missed the tag they'd have to do another lap risking the first car running out of fuel/energy and losing valuable time. That would fit in very well with Formula E.

Anyway, you're then rooting for a team, and I thought it was interesting that all these design teams automatically thought in terms of team effort rather than individual driver endeavor. The most popular sports in this country and around the world are team sports. If you doubled your driver count in this way, you'd double your social media outlets from the stars of the show.

I guess my overall take from Formula E is this: If you want a pure electric series, assess the technology of what's possible and design the cars and events around that. Always remembering that it is not just about the car – the real key is the Event.

FormulaE-vs-EarthPrix


 G7C1988 

Ferran gildeGil de Ferran

Gil de Ferran's opinions on Formula E are quite in opposition to those of Robert Clarke, who was once CEO of Gil's de Ferran Motorsports' team. De Ferran, of course, is an ambassador for Formula E, and while he acknowledges the validity of some of the criticisms thrown the series' way, he says for a first-time effort, the series and participants have much to be proud of.

So, your position notwithstanding, what did you think of Formula E's first round?

I thought it was a good little race. I read your story and Marshall [Pruett]'s story and I understand your points. It's true that the cars are not 1,000hp machines and they're not super-spectacular, but I thought it was a good first step. The venue was well-presented, and I think that's important on TV for the image of the championship. And it created good racing, even though I did not really care for the layout of the track.

I admit I was nervous before the start. I was thinking of all the things that could go wrong on the first event. I still think that the most interesting part is where they move from here. How does it evolve next season and the season after that, if there is that level of interest? For now, Formula E's big appeal is the curiosity factor. [Series CEO] Alejandro Agag is a very tuned-in guy, and he helped portray quite a glamorous atmosphere at the event, and also his team had done a decent job of promoting the race beforehand.

But there are two parts to promotion – one is getting people to the party, and then second, getting the people to stay at the party. Alejandro did the first part quite successfully. Did he create enough glamour and excitement and curiosity for people to stay tuned? Only time will tell, to be honest.

What did you think of the cars themselves? And if they have to change cars mid-race, doesn't that suggest that maybe the series has been created two or three years too soon?

Formula E not only gives us a new car but is a whole new championship – new tracks, new power supply, new everything. And there are so many factors to putting a new championship together from scratch, it's almost impossible to appreciate how much effort went in. I think Marshall observed that there were 100 ways it could have gone wrong! So when you're putting together something so complex, you have to start somewhere, you know? If you have a car that is overly complex and expensive from Day 1, you may not be able to get the series started. If you make the cars overly simplistic or too slow, you may not create enough appeal.

So it's unfair to look at one aspect in isolation. If you look at the Formula E chassis and say, "Well that's not revolutionary at all," you have to balance that out with the fact that this powertrain is the first of its kind. So would you have gotten so many teams and sponsors involved if the cost had been 10 times what it is, due to the cars also having a completely different type of chassis? That's why I think the FIA made a good first step.

e cutDo you think the cars looked too easy to drive?

They're not super-fast, but they require quite a bit of smarts – there's a lot that the drivers have to do in the cockpit, and maybe they could have found different ways to show that on TV. Lap time, efficiency, how much energy one guy can regenerate compared with another guy. Is that exciting? Probably not, but it's a curiosity to a technical mind. I'm thinking, "Hmm, I wonder how they're going to deal with this problem or that problem, I wonder how this is going to influence the race, how it will evolve..."

The huge gap before the next round – November 22 – could be positive or a negative. It will give the series time to fix the technical issues that struck a couple of the cars on race day. But it could also mean that the momentum of the series will die away between races.

I wasn't at Beijing but I can only imagine there were a number of issues, but that was to be expected. It would be unrealistic to expect it to be trouble-free. And I assume there are a number of people looking at those problems, trying to improve them and yes, this large gap before Round 2 will help.

Will people remember to tune in? Honestly, I don't know. But you mentioned Formula Ford in your story, and in basic racing terms, that's a good comparison to make – Formula Ford with more glamour and a higher caliber of drivers throughout the field. Would I turn on the Formula Ford Festival if Sebastian Vettel and Fernando Alonso were racing in it? Definitely I would! I don't have a crystal ball, I really don't know, whether people will keep coming back for more. At the end of the race, I thought, "Hmm, I would have done this different, I would have done that different," but I didn't turn off the TV at the end of the race and feel dissatisfied. Even my wife, who was watching the race with me, said, "Yeah, not bad at all."

But again, maybe I'm influenced by the thought of so many things that could have gone wrong and the relief that they didn't! I felt positive. As I mentioned earlier, the track was very presentable considering it had been constructed in one day. Most of the cars started. Most of the starters made it to the end. There were a few interesting battles going on, even aside from the dumbass move at the end. And the last two laps weren't full of cars grinding to a halt on track...

If you asked me, based on just one race, to give Formula E a grade based on just one race – pass, neutral or fail – I'd give it a pass.

 W2Q1865

Nico Rosberg, Singapore GP 2014

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Mercedes motorsport boss Toto Wolff says his team risks having the shine taken off its Formula 1 success this year if the battle between its drivers is decided by reliability.

The fight between the two Mercedes drivers was blown wide open at the Singapore Grand Prix when Lewis Hamilton took a win on an evening when Nico Rosberg suffered a car failure, leaving the Briton with a three-point lead in the standings.

With the team having had a run of mechanical failures over the course of the season, there is a risk that there will be further problems in the final five races. When asked if he was worried that the title could ultimately be decided by such a problem, Wolff said: "That would be obviously something that would not be satisfying at all.

"We don't want to have the spin in there that the championship was decided because one car let the driver down. So we need to refocus, get our heads down and keep concentrating and work out what we can do to prevent DNFs, and reliability problems."

Wolff said he was amazed that Mercedes was still having reliability problems, especially because he had instigated a reliability working group at the team's factory last winter to address this area.

"We have a great reliability team," he said. "This is a group of people who are really dedicated to reliability and I am really proud of them So it is even more astonishing we keep having those issues. They need to get a grip, but this takes time."

Wolff made it clear just how much he was willing to give to ensure that reliability was sorted, and made reference to injuries he suffered in a cycling accident earlier this year.

"If I or we could make anything more to stop the DNFs, we would do it," he said. "I would break my arm again to stop the reliability issues. We just have to get on top of the problems."

 

 

 

Originally on Autosport.com

 

lead video WECIn case you missed any of Marshall Pruett's video interviews with the stars and insiders of the World Endurance Championship from the Lone Star Le Mans weekend at Circuit of The Americas, check them out here...

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Toyota Racing driver Anthony Davidson describes the differences between the electronics he used in Formula 1 and now has at his disposal in the WEC, along with the driving techniques required to pilot a 1000hp hybrid-powered prototype.

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Veteran Formula 1 and sports car ace Alexander Wurz speaks with The RACER Channel about the evolution of driving a 1990s prototype to what's required today as a factory pilot with the Toyota TS040 Hybrid, his visit to COTA – a track he helped design – and how modern LMP1s compare to F1 cars in terms of technology.

Scott Sharp on ESM's WEC Debut

Extreme Speed Motorsports co-owner/driver Scott Sharp tells The RACER Channel about the team's decision to enter the WEC event at COTA and whether ESM could add more international P2 events to its 2015 calendar.

Conway in Line for More Toyota P1 Drives

IndyCar and sports car driver Mike Conway is making his WEC LMP1 debut this weekend with the Toyota Hybrid team at Circuit of The Americas, and tells The RACER Channel about the car, and his possible future with the team after RACER's Marshall Pruett finishes grilling him at the start of the interview...

Audi's Chris Reinke on LMP1 Developments

A lot of work has taken place in the three months since the World Endurance Championship held its last round at the 24 Hours of Le Mans. the RACER Channel speaks with Chris Reinke, Audi's head of its LMP project, about what the team learned from the win with its R18 e-tron quattro, ongoing advancements in the new fuel conservation formula, its efforts to prepare a new car for 2015, and other topics.


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Kristensen on Former Open-Wheel Rivals in LMP1

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Audi's Lucas Di Grassi on Formula E vs LMP1 Energy Systems

Audi LMP1 driver Lucas Di Grassi tells The RACER Channel about winning the first Formula E race and describes some of the similarities in electric energy harvesting, usage, driving techniques and sound differences between the two cars.

Porsche's Brendon Hartley on his Return to COTA

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WEC COTA Race Winner Benoit Treluyer

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MuddyKart2The two rounds of the Lucas Oil Off Road Racing Series in Las Vegas, as the penultimate event in the series, are often where at least a couple of champions are crowned. Although two championships – Brian Deegan in Pro 2 and Chad George in Pro Buggy – are all but sealed because both drivers need only a start to clinch – the other title battles were left as muddy as the track that the racers would have competed on on Saturday night.

However, they didn’t. Thunderstorms that moved through the area not only left the racing surface a muddy mess, but also the accompanying lightning put the fans in the grandstands, officials and television crews at risk. With more promised for the next day, Round 14 has been postponed to Lake Elsinore in October, so fans only got one night of racing on Friday night, plus some Trophy Kart racing on Saturday night –Jr. 1 and Jr. 2 karts ran in the dry, but the Modifieds took to a messy track after the first rainstorm. But those that came for Round 13 were treated to some excellent racing.

Pro 4 was full of action, but it was mostly the type of action that took out the frontrunners. First Ricky Johnson was out front, pursued by Rob MacCachren, Carl Renezeder and Kyle LeDuc. Then Renezeder spun, collecting LeDuc in the process. Renezeder was done, but LeDuc put his head down and started back toward the front. Then Johnson biked and hit the wall. MacCachren clipped him and cut a tire, forcing him to the pits. Doug Fortin was now up front, but he would soon have LeDuc to deal with, had LeDuc not been having problems. First he got held up behind Greg Adler spinning, and then he spun on his own, collecting his brother Todd in the process.

MacCachren, with a fresh tire, was charging up through the field, passing first Jerry Daugherty, then Corry Weller and Curt LeDuc. He muscled his way by Adler with a lap-and-a-half to go and set off in pursuit of Fortin. He finally saw his opportunity in the final corner and pushed his truck inside Fortin, but made some contact in the process. Officials decided the contact was more than incidental, and penalized MacCachren, leaving Fortin the winner in his No. 96 General Tire/Toyota of Escondido Toyota, his second victory of the season. Kyle LeDuc finished three positions and six points ahead of MaCachren, extending his points lead by six to 40 with two rounds left.

Creed

The Pro Lite contenders had about as topsy-turvy, up-and-down race as possible. Brian Deegan, entering Round 13 with a one-point deficit to Sheldon Creed (ABOVE), jumped out to the lead from fifth on the grid. Meanwhile, Creed’s window net wasn’t cooperating, and he had to make a call to the pits to put it back up, dropping him all the way to the back of the field. He naturally charged through the back of the back, but the farther forward he got, the more his advance slowed.

Meanwhile, on a restart, Casey Currie, pursuing Deegan, got into Deegan coming over the little tabletop out of Turn 4, sending him sideways, blocking the track and causing another truck to roll. Thanks to the “last completed lap”rule, the order was reset to where it was and Deegan reassumed his spot in the front. That wasn’t good news for Creed, but he benefitted from the same rule a short time later when, as an early green came out for a restart, he went wide off the last turn in a melee of trucks, went up on the berm and put the truck on its lid as gently as could possibly be done.

Again the field was set back to its order before the yellow. But while that was being done, Deegan’s truck was steaming. It seems his fans were knocked off in the earlier incident, and the engine temperature was climbing. On the final lap, as Creed was charging closer to the front, Deegan bicycled, allowing Jerett Brooks through, and then Deegan’s engine gave up and he started sliding backward. Brooks had an amazing run in his No. 77 Cooper Tires/Maxima Racing Oils Nissan in his return to the series after a long absence. After a mechanical infraction disallowed his qualifying time, he had to race his way into the final through the Last Chance Qualifier, then make his way through the field. Creed was second, while Deegan ended up ninth, and amazing turn of events in favor of Creed given how things looked mid-race.

“I was sitting 20th on lap 2,” said Creed. “I thought we were done. I just put my head down and went to work. Then I found Jerett and we were like 16th and 17th and we went to the front together. It was fun.”

Chad George has dominated Pro Buggy all season, and demonstrated that dominance in Las Vegas, simply running away with the victory in his No. 42 Mickey Thompson/ASL Builders Funco. Heading into the race with a 65-point lead over defending champ Steven Greinke, he extended that lead by another 20 points because Greinke parked his buggy early in the race.

BryceMenziesBrian Deegan might have been upset that his closest title rival, Bryce Menzies (LEFT)), dominated the Pro 2 proceedings in his No. Red Bull/GoPro Ford at Las Vegas, but as Deegan finished third, it didn’t have any big implications for the championship given Deegan’s huge lead – even with third-place points contender MacCachren finishing second. Like George in Pro Buggy, he basically needs one start in the next two races to clinch the championship.

“It’s the best I’ve been sitting going into a Pro 2 championship,” said Deegan. “To come out and have such a good points gap coming into Vegas…Vegas is always the most stressful race every year, because this usually decides the championship here. Coming in here with the Pro 2 with such a good lead–and that was the plan all along because we were starting with a good truck; the year before we tried a bunch of new stuff and it just didn’t work. The last race last year, I think we won, I said, ‘All right, let’s do the same truck next year.’ So we came out swinging. And bam, the other guys were still figuring stuff out, and we built a big points gap.”

So Deegan and George will have to wait until Lake Elsinore to claim their titles, just as whoever ultimately turns out to be Pro 4 and Pro Lite champions. The exact schedule is yet to be determined, but the Lake Elsinore event on the third weekend in October will include two points-paying rounds in addition to the big-purse, Pro 4 vs,. Pro 2 Lucas Oil Challenge Cup.

Lucas Oil Off Road Racing Series
Las Vegas Motor Speedway, Nev.

Round 13 Winners
Pro 4: Doug Fortin
Pro 2: Bryce Menzies
Pro Lite: Jerett Brooks
Pro Buggy: Chad George
Modified Kart: Cole Mamer

Round 14 Winners
Modified Kart: Christopher Polvoorde
Junior 1 Kart: Mason Prater
Junior 2 Kart: Ricky Gutierrez

GANASSI-WINNER

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Scott Pruett held on by 2.336sec to win the IMSA United SportsCar Championship's Lone Star Le Mans race and score Chip Ganassi Racing with Felix Sabates' first win since Long Beach back in April.

The veteran champion and his teammate Memo Rojas had been in fighting mood from the very start of the race at Circuit of The Americas (see photo gallery, BELOW), when Rojas went three abreast with Wayne Taylor Racing's Corvette DP and OAK Racing's polesitting Ligier JS P2 Honda. While OAK's Yacaman bundled Ricky Taylor into the run-off area at Turn 1, Rojas was up to second, and remained in touch with the leader.

Action Express Racing duo Christian Fittipaldi and Joao Barbosa were also in the lead mix from the start, and slightly differing pit strategies saw Barbosa emerge ahead of Brundle. But both were chasing Pruett, as Ganassi had elected to go for just two pit stops. (Pruett would finally run out of fuel on the slow-down lap.)

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Although Brundle swiftly hunted down the DP pair, he was struggling in traffic, whereas Pruett squirted the Ganassi Riley-Ford Ecoboost smartly ahead of traffic, and always seemed to have at least a 1.5sec cushion between himself and Barbosa, and sometimes it stretched to three times that much.

In the final 15mins, Barbosa got held up by the battling GTLM BMW Z4s just enough to allow Brundle to muscle his way past into second, but it was too late for the OAK car to catch Pruett.

Another car that should have been in the mix was the Spirit of Daytona Racing Corvette DP, but when Michael Valiante spun Yacaman following the restart after the race's solitary caution period, he received a drive-through penalty from which the team never recovered. They finished sixth behind Ed Brown/Johannes van Overbeek (ESM Racing HPD ARX-03b) and Ozz Negri/John Pew (Michael Shank Racing Riley-Ford Ecoboost).

In the Prototype Challenge class, polesitters Sean Rayhall and Luis Diaz conquered for 8Star Motorsports but their race was not without its hitches, as it got spun around mid-race. However, the team's day was saved by some typically strong driving from both its drivers and problems hitting some of its strongest opposition - RSR Racing and Starworks Motorsport. The latter scooped third, courtesy of Renger van der Zande and Mirco Schultis, but it was the No. 54 CORE autosport team of Jon Bennett and Colin Braun who came out the biggest winners – second place sealed the PC championship title one race early.

VIPER-WINNERMOPAR fans had their day of days, as Jonathan Bomarito and Kuno Wittmer headed Marc Goossens/Dominik Farnbacher in a 1-2 finish for the Dodge SRT Viper GTS-Rs in the GT Le Mans category, while Jeroen Bleekemolen and Ben Keating took their second GT Daytona victory of the season in the GT3-R Viper.

Right from the drop of the green flag, the Vipers and Porsche 911s were evenly matched at the front of GTLM – and in a class of their own. What appeared to have decided the race was the caution period, since the lead Porsche of Nick Tandy and Jorg Bergmeister had stopped already whereas their opposition had not. And so from the 1-hour mark until 20 minutes before the end, they held an apparently solid 40-second lead. However, a mechanical failure in the closiing stages rendered this talented pair as a DNF.

This handed the Vipers the advantage, as the second Porsche of Pat Long and Michael Christensen, an early leader after ducking around Wittmer, was 20sec adrift at the checkered flag. Bomarito and Wittmer have now unofficially moved into the lead of the GTLM Drivers' Championship

In GTD, Ben Keating did a fine job in the early stages of the race to hold onto a car which had been rendered loose by over-correcting an understeer issue during practice and when he handed over to Jeroen Bleekemolen, he was running fifth, albeit some way off the pace of the Alex Job Racing and Snow Racing Porsches. However, Bleekemolen started eating into the lead of the Turner Motorsports BMW Z4 of Dane Cameron and Markus Palttala, which had led the first stint.

Bleekemolen moved into the lead with half-an-hour to go and never looked back. Meanwhile Cameron also lost second place to the Magnus Racing Porsche 911 of Andy Lally/John Potter in the closing stages.

Click here for full results.

Click here for play-by-play rundown of the race.

 

 

SusieSebastian copyTony Kanaan figured out the fast line on the last lap and held off James Hinchcliffe to win Saturday’s Dan Wheldon Pro-Am Memorial go-kart race at Mark Dismore’s nifty road course in New Castle, Ind.

Watched by Dan's widow, Susie [ABOVE, with their son Sebastian], 13 former or current IndyCar drivers participated for the second year in a 15-minute sprint benefitting Alzheimer’s research. And Wheldon’s longtime friend and former teammate claimed his second straight victory.

TKHinch“It was a lot of fun and I want to keep racing,” said the 2013 Indianapolis 500 winner who also captured the Verizon IndyCar season finale at Fontana last month. “It’s great to see all the guys turn out for this and honor Dan’s memory. He loved karting and I think he’d be happy to see all his buddies out here.”

Hinchcliffe, currently being pursued by Schmidt-Peterson and KV Racing for 2015, led about half the race before T.K. got by and he refrained from using the “chrome horne” to get a win although it was close [ABOVE].

“I thought about parking him, of course,” said the 27-year-old Canadian breaking into a grin, “but I was thinking I could pass him clean on that last lap because I’d been running flat out and he hadn’t figured it out. At least I didn’t think he had but he did, dammit!”

RobinHollyDixieScott Dixon finished third and praised all the participants, which included Marco Andretti, Ed Carpenter, Ryan Briscoe, Josef Newgarden, Sebastian Saavedra, J.R. Hildebrand, Sage Karam, Conor Daly, Jay Howard, P.J. Chesson plus Matthew Brabham, Spencer Pigot and Mark Dismore Jr.

“It’s a fantastic event and a great way to remember Dan,” said Dixon. “It didn’t get as ugly as I thought it might on the last lap but it’s always fun.”

Holly Wheldon [RIGHT, with Robin and Dixon], sister of the two-time Indy 500 champ who lost his life in 2011, flew in from England to drive in her brother’s honor and did him proud by knocking a couple of fellow karters out of her way.

“Yeah, I think DW would have approved,” she smiled. “It means a lot to see all the support this race gets and I’m just thrilled we’ve had it two years in a row and I hope it keeps going.”
       

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FROM THE RACER CHANNEL ON YOUTUBE

RACER Presents: The Bentley Boys are Back

 

The First 200mph Lap. Episode 5 of "Dan Gurney: All American Racer," presented by Bell.

 

TUDOR United SportsCar Championship: Interviews and insights from Marshall Pruett.

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