Race cars aren’t designed to fly, but it’s happened two times in a span of seven days for the same team in the NTT IndyCar Series. Spread across four cars in the first ordeal and six in the second, all of the NTT IndyCar Series’ advanced safety …
Race cars aren’t designed to fly, but it’s happened two times in a span of seven days for the same team in the NTT IndyCar Series. Spread across four cars in the first ordeal and six in the second, all of the NTT IndyCar Series’ advanced safety systems attached to the spec Dallara DW12 chassis withstood the multiple hits and protected their drivers.
On the final lap of race two at Iowa Speedway, it was A.J. Foyt Racing’s Sting Ray Robb running over the back of an out-of-fuel Alexander Rossi, which fired Robb’s No. 41 Chevy skyward and into a barrel roll before sliding to a stop upside down. Rossi, Ed Carpenter, and Kyle Kirkwood were also taken out in the crash, and by Monday, Robb—who was airlifted to a local hospital for further evaluation—was released and cleared on Tuesday to complete this weekend in Toronto.
The scary incident in Canada was started by Pato O’Ward, who spun his car and backed it into the Turn 1 barrier on the left. Close behind and with nowhere to take avoiding action, Marcus Ericsson hit the side of O’Ward’s car and went hard into the wall with the nose and left-front suspension.
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With the sloped nose of his car facing oncoming traffic, O’Ward watched as three drivers in rapid succession drove over his front wings, nose, and the front of his Dallara chassis, starting with Pietro Fittipaldi, who was briefly airborne before crashing to the ground. Next was Ferrucci, at a higher rate of speed, who launched from O’Ward’s car, turned 90 degrees and ran across the fencing before completing the inversion and landing top down.
O’Ward’s teammate Nolan Siegel was the last to strike the No. 5, which turned the nose of the car and pointed it toward Turn 2 as Siegel bounced to the right and hit the righthand wall. Toby Sowery tried to stop, but he lightly struck the rear of Siegel’s car.
The AMR Safety Team prioritized the inverted No. 14 Foyt Chevy and Ferrucci, who told the team over the radio that he was OK, climbed from the car. Ericsson was able to drive away and get as far as Turn 3 before the damage to his car forced him to stop. Among the rest, only Sowery was able to continue and complete the race and recovered to finish 15th.
“The cars are so safe, to have a scary accident like that — just to walk away — [I’m] fine,” said Ferrucci, who was credited with 20th. “No, I never saw Pato. When I came through there, I never saw Pietro clip him and nothing [from] the spotters. There was no yellow, no nothing, so I didn’t know to check up. Just super unfortunate.”
Fittipaldi echoed Ferrucci’s view of the situation.
“There was nowhere to go,” he said.
Thankful for the Aero screen or else I wouldn’t be writing this right now. Sorry to my team and all involved by no fault of their own. As for the incident… maybe next time at least throw a local yellow when a car is in the most dangerous spot possible @IndyCar ? Just a thought pic.twitter.com/KGQIEkvsQP
Pietro Fittipaldi, driver of the No. 30 5-hour ENERGY Rahal Letterman Lanigan Honda, is auctioning off his race day driver suit for the upcoming 108th running of the Indianapolis 500 to benefit The Helda Gerdau Institute, a charity supporting …
Pietro Fittipaldi, driver of the No. 30 5-hour ENERGY Rahal Letterman Lanigan Honda, is auctioning off his race day driver suit for the upcoming 108th running of the Indianapolis 500 to benefit The Helda Gerdau Institute, a charity supporting families affected by the recent floods in Fittipaldi’s home country of Brazil.
The state of Rio Grande do Sul has experienced devastating floods, displacing more than half a million families and causing an estimated $5 billion in damages. All proceeds from the auction will go directly to the institute to aid in relief efforts.
The auction includes the suit Fittipaldi will wear during the Indy 500 on May 26, as well as during Detroit Grand Prix the following weekend. The suit will be autographed by Fittipaldi and will come with a certificate of authenticity. The auction closes on Monday, May 27.
5-hour ENERGY was founded by Manoj Bhargava, global philanthropist and signer of Warren Buffett’s Giving Pledge, making a commitment to donate most of his wealth to philanthropic causes in his lifetime. Bhargava’s philanthropy centers around the Billions in Change movement, which uplifts the poorest third of the world by providing fundamentals like clean water, reliable electricity and food.
If you liked the first-time use of push-to-pass during qualifying for an NTT IndyCar Series event at the recent visit to The Thermal Club, something similar is on the way in a few months’ time. For the sake of adding a new layer of entertainment to …
If you liked the first-time use of push-to-pass during qualifying for an NTT IndyCar Series event at the recent visit to The Thermal Club, something similar is on the way in a few months’ time.
For the sake of adding a new layer of entertainment to qualifying or the heat races at Thermal’s $1 Million Challenge, IndyCar enabled the push-to-pass (P2P) system on each car, which gave drivers 40 seconds of extra power — approximately 50hp from an increase in turbocharger boost and RPM — to use while trying to set their fastest laps.
“I thought the 40 seconds they gave you for qualifying was good because it added this pressure factor,” Rahal Letterman Lanigan Racing’s Pietro Fittipaldi told RACER. “You’re able to use 40 seconds in one lap and it gave you around six to seven tenths (of an improvement), but you have to make sure that that you don’t get traffic in the one lap. So there’s that added pressure feeling like it’s a one-lap qualifying in a way. I thought it was cool. I like that sort of feeling in qualifying.”
Fittipaldi also loved the strategy elements and risk that having a finite amount of P2P brought to qualifying.
“Definitely, with this type of boost available, I’d say qualifying could be slightly shorter,” he said. “Because the one thing you need to think about as you go on in qualifying is you have a set of Firestone [primaries] and a set of [faster alternates], and if you only have 40 seconds or whatever to use, you’re obviously going to save those seconds for the [alternates] because you’re so much faster on that one lap.
“Unfortunately, when I did my qualifying, I used all my 40 seconds and I ended up catching traffic and then the red flag came out, so when I actually set my fastest lap, I had zero push-to-pass left. Luckily, I was still able to qualify sixth, but it could have up ended a lot better for me, so you have to plan on when you go, and you might make a mistake on that lap or get traffic. I think it might shake things up.”
The allowance of P2P in qualifying was a break from tradition where its use has only been seen on race days at road and street courses. Beyond its new addition to qualifying at Thermal, RACER has also learned the choice to activate P2P in qualifying was part of a bigger fact-finding effort by the series.
Although Thermal will serve as a one-time exception with having turbo-based P2P in qualifying, IndyCar is using what came from the session at the Southern California circuit to prepare for going to hybridized powertrains this summer where added horsepower will become a standard feature in qualifying.
Once the energy recovery systems (ERS) built in partnership between Chevrolet and Honda go live, drivers will be allowed to deploy 60hp hits in qualifying through the motor generator units and energy storage systems packaged in the bellhousings. IndyCar will permit its teams to use both P2P and the ERS boost in the races, but in qualifying sessions, only the 60hp ERS punch will be allowed.
With hybrid testing continuing to take place ahead of their anticipated debut in July, rules for all aspects of how the ERS units will be used in competition have yet to be written. It’s currently unclear whether the ERS boost will be activated in all qualifying sessions, including the ovals, or restricted to road and street courses. Another matter of interest to define is if the series will limit how much ERS boost can be deployed per lap.
Recent testing of the hybrid system at Indianapolis demonstrated more capabilities to deploy ERS energy than had originally been anticipated. Joe Skibinski/Penske Entertainment
The latest hybrid test on the Indianapolis Motor Speedway road course confirmed that harvesting and deploying ERS energy can be done two to three times per lap, which is more than the series initially anticipated.
The fast-charging capabilities come from the choice of ESS device. Honda, which is responsible for creating and making the ESS, went with a quick-charging/low-voltage supercapacitor system that, unlike more traditional battery-based systems, is lighter, holds less energy, and can deploy and regenerate energy at a rapid rate.
Where cars in some hybrid racing series need to harvest multiple times per lap to try and fill their battery, IndyCar’s supercapacitor-based system can fill and deploy multiple times per lap. It’s here where the series is looking at placing a per-lap limit on how much ERS power can be used.
It will be a change of approach, if the per-lap limit is used, from how P2P is managed by the series where a fixed amount of P2P deployment time is given for each road and street course race. In the new world of hybridization, drivers would continue to have 150 seconds of P2P, for example, to conserve and use strategically throughout a race, and once the 150 seconds are gone, the system is deactivated.
But with IndyCar’s thought process on the ERS side, there would be no time limits involved; the 60hp boost would be on tap during every lap of the race. There could be a ceiling placed on how much ERS power can be unleashed each lap, which would make it fall in line with the mindset for P2P where the times and locations and durations of ERS power capturing and releasing would need to have some strategy applied.
If that sounds complicated — at least more complicated than the simple P2P system — it is.
James Black/Penske Entertainment
“When we tested the hybrid last week, that was how it was set up,” Fittipaldi said. “Basically, every lap you were able to use 350 kilojoules of power. When you go from 100-percent SOC (state of charge) to zero, you only use let’s say 150 kilojoules. So basically twice in a lap, and maybe again for part of a third, you have to charge to be able to go again and deploy the allocated amount of kilojoules you can use each lap.
“So what changes is your strategy of regenerating power. You can either regen under braking or you can regen in coasting phases, and that’s where the strategy and game changes because everybody will be able to deploy the 350 kilojoules. The difference will be how do you regenerate that power through the lap, because when you regenerate with different strategies, it affects the balance of the car as well as fuel efficiency.”
ERS power in qualifying and the races, but with per-lap limits for both, and at all tracks? Plus P2P in the races, but only the road and streets? There’s a range of fun new options for IndyCar to choose from while setting the upcoming hybrid competition rules.
“That’s where the game gets interesting because everybody will be able to deploy the same, but it’ll be how do you regenerate it? And what’s the most efficient way? And what helps your balance the most?” Fittipaldi said. “There’s a lot going on already, and this takes it to another level.”
IndyCar’s attempts to create more on-track action for fans and more free space for its drivers was met with some strong opinions on whether it should continue at other road and street courses. With the opening 75-minute session at the Firestone …
IndyCar’s attempts to create more on-track action for fans and more free space for its drivers was met with some strong opinions on whether it should continue at other road and street courses.
With the opening 75-minute session at the Firestone Grand Prix structured with a 20-minute window for all 27 drivers to lap the track before the field was split into alternating 10-minute sessions, the concept should have prevented the long periods of inactivity where teams have their drivers sit on pit lane and preserve sets of tires for select moments when the track is clear. The format change is only being trialed on Friday.
And with the series making one set of the faster green-banded Firestone alternate tires available for each car during the Friday session to perform qualifying simulation runs ahead of Saturday’s qualifying session, the Friday afternoon run was an important one for every driver.
But the random timing of red flags during some of those 10-minute blasts meant some drivers had limited or no time on the alternates, which will have a negative impact on the rest of their weekend.
Rahal Letterman Lanigan Racing’s Pietro Fittipaldi, a first-timer at St. Petersburg, had positives to offer about the format that was tested.
“I think it was good because for me, especially while learning the track, there was less of the traffic and people on out laps slowing me down,” he told RACER. “So for me, it was much better. The idea of the session was to do as many laps as possible. … I haven’t experienced it here without it, so tomorrow’s session will tell me what it’s like with all the cars out there at the same time.”
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Arrow McLaren team principal Gavin Ward questioned the format’s need at anywhere other than the Chevrolet Grand Prix.
“I applaud us for trying something,” he said. “I think it’s only going [to be] worth doing at Detroit. What we suggested here was just to split into two groups and run two separate sessions. I think this was overcomplicated.”
Juncos Hollinger Racing co-owner Ricardo Juncos wasn’t a fan.
“I don’t like it much,” he said. “I think it’s a lot of stress. Right now, with the red flag, it hurst us with [driver Agustin] Canapino. We didn’t get a lot of time. We actually didn’t use the [Firestone] greens, so our lap times [are] pretty massively down. That’s the only chance for him before qualifying, so it screwed the whole thing.”
Ed Carpenter Racing’s Rinus VeeKay had a range of takes to offer.
“I wasn’t pleased with the first 10-minute run,” he said “The second one was nice. But on the other hand, because it went red twice, I barely got a second run. We just got a lot less running in than we usually do. So for me, it was okay, because I’ve been here [in an IndyCar]. I think for [rookie teammate] Christian [Rasmussen who hasn’t], I think it would be better without it because it hits the rookies pretty hard because they need all the laps.”
ECR lead engineer Matt Barnes also saw the pros and cons of the format.
“It’s hard to get everything done, but it’s nice to know you’re gonna have a 10-minute break,” he said. “But this all depends on [when] the reds fall. If you get your laps in, you’re probably happy, but if you didn’t, you’re probably not. I can say it was more smooth than I thought it would be.”
Pietro Fittipaldi’s Rahal Letterman Lanigan Racing entry for the Indianapolis 500 and Detroit Grand Prix will carry primary sponsorship from 5-Hour Energy. “We’ve been incredibly impressed by the RLL team in their preparation and professionalism and …
Pietro Fittipaldi’s Rahal Letterman Lanigan Racing entry for the Indianapolis 500 and Detroit Grand Prix will carry primary sponsorship from 5-Hour Energy.
“We’ve been incredibly impressed by the RLL team in their preparation and professionalism and wanted to quickly expand our collaboration beyond the associate sponsorship,” said company president Jeff Sigouin. “Therefore, we’ve become the primary sponsor for the longest and biggest race of the year — the Indy 500 — and of our hometown race in Detroit. Both events require focus, energy and stamina to win… and those attributes are right up our alley.”
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In a week where the colors red, yellow, and black have featured prominently on new IndyCar liveries from Chip Ganassi Racing with Alex Palou’s car and Sting Ray Robb’s A.J. Foyt Racing entry, Fittipaldi’s No. 30 Honda continues the trend with its 5-Hour design.
“I’m very excited to have 5-hour Energy as my primary sponsor for the legendary Indy 500 and for their home race, the Detroit Grand Prix,” Fittipaldi said. “The 5-hour Energy Honda is one of the best-looking race cars I have ever driven and looks extremely fast. I’m looking forward to chasing great results on track with them all season and especially at the iconic Indy 500 and their home race in Motor City.”
Al and Bobby Unser, Rick and Roger Mears, Mike and Robbie Groff… the tradition of brothers who’ve raced against each other in IndyCar has many interesting chapters, and there’s a possibility for a new one to be written next year between Rahal …
Al and Bobby Unser, Rick and Roger Mears, Mike and Robbie Groff… the tradition of brothers who’ve raced against each other in IndyCar has many interesting chapters, and there’s a possibility for a new one to be written next year between Rahal Letterman Lanigan Racing’s Pietro Fittipaldi and his younger brother Enzo, who is scheduled to test with Dale Coyne Racing.
It’s too early to say if 26-year-old Pietro and 22-year-old Enzo will face off in the NTT IndyCar Series, but the Brazilian-Americans will share the same track at Sebring International Raceway in early November as DCR joins RLL for a few days of learning under the Florida sun. It’s unclear if Enzo’s test is part of a bigger plan to switch to IndyCar, but the Fittipaldis are known to have an interest in seeing the brothers race together if possible.
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Where Pietro’s open-wheel activities have been more sporadic than desired in recent years, Enzo — a member of the Red Bull Junior Team — has been relentlessly busy since 2017, contesting full Formula 4, Formula 3, and Formula 2 championships without interruption.
Currently seventh in the F2 standings on the strength of four podiums and one win with the Rodin Carlin team, the younger Fittipaldi has spent just over two seasons in Formula 1’s top development category. With no known seats awaiting his services in F1, and little to learn by returning to F2 for a third full-season campaign, a switch to IndyCar with DCR — where his older brother made his IndyCar debut in 2018 and returned for three races in 2021 — would make for a great story to follow between the Fittipaldi brothers in 2024.
RACER also understands Indy NXT front-runner Jacob Abel is meant to take part in the same two-day test with DCR.
Pietro Fittipaldi will make his NTT IndyCar Series return with Rahal Letterman Lanigan Racing, stepping into the No. 30 Honda piloted for most of 2022-2023 by Jack Harvey and by Juri Vips during the final two races of the recently-completed season. …
Pietro Fittipaldi will make his NTT IndyCar Series return with Rahal Letterman Lanigan Racing, stepping into the No. 30 Honda piloted for most of 2022-2023 by Jack Harvey and by Juri Vips during the final two races of the recently-completed season.
Fittipaldi, who drove for Dale Coyne Racing during two stints starting in 2018, completes RLL’s three-car lineup led by Christian Lundgaard and Graham Rahal, who is expected to sign another extension to remain in the family-owned team.
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“I am extremely proud and honored to join Rahal Letterman Lanigan Racing,” Fittipaldi said. “With the experience I’ve gained over the last few years in F1 and other racing series, I am looking forward to the challenge of racing in IndyCar, one of the most competitive and versatile racing series in the world. I want to thank Mr. Rahal, Mr. Lanigan, and Mr. Letterman for the opportunity and their trust and confidence in me. I can’t wait to get started.”
Fittipaldi’s latest duties have involved Formula 1 where the 27-year-old served as Haas F1’s test and reserve driver and in various sports car racing outings, primarily in Europe.
Vips was another leading candidate for the No. 30 opportunity after impressing the team in Portland and Monterey, but RLL opted for Fittipaldi, who also brings extensive oval experience to the operation.
“I’m very pleased that we’ve been able to have Pietro join RLL as the driver of the No. 30 car,” team co-owner Bobby Rahal said. “He has had previous experience in IndyCar in doing partial seasons with Dale Coyne Racing and impressively qualifying 13th at Indianapolis in 2021.
“I got to meet him then and since that time he has worked hard to become the reserve driver for Haas F1’s team. And from our discussions, I have been impressed with the maturity and experience that he will now bring to our program. I look forward to seeing what he can do over a full season of IndyCar competition in 2024.”
