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Bearman's 'major contributor' to secure Haas F1 team share


Oliver Bearman says his performance within the Ferrari on the Saudi Arabian Grand Prix was a “major factor” in him securing a Formula 1 seat with Haas in 2025 despite a difficult season in Formula 2.

Last week it was announced that Bearman would turn into one among the American team’s race drivers for the upcoming Formula One campaign, wherein he’ll make his full-time championship debut.

The news has been within the making for a while and, apparently, nobody was less surprised than current Haas driver Kevin Magnussen, whose Formula 1 future is in jeopardy.

“I’ve known about it for about four months,” said the Dane, whose current team-mate Nico Hulkenberg is moving to Sauber next 12 months. “I mean, it wasn’t decided for four months, but I knew it was going to happen. So it’s not news to me.”

Four months ago, Ferrari protégé Bearman got a probability to point out his skills when Carlos Sainz suffered appendicitis in Jeddah.

Becoming the third youngest driver in Formula 1 history on the age of 18, the Briton impressed within the SF-24 race, ending eleventh in qualifying and scoring details for the Scuderia with an error-free seventh place within the race – something he believes was crucial to securing a seat at Haas in 2025.

“I think Saudi Arabia showed what I am capable of, that the novices and people with less experience are not that far behind the average group,” Bearman said on the British Grand Prix.

Nico Hulkenberg, Haas VF-24 battles Oliver Bearman, Ferrari SF-24

Nico Hulkenberg, Haas VF-24 battles Oliver Bearman, Ferrari SF-24

Photo: Mark Sutton / Motorsports images

“I believe I did well in Saudi Arabia and considering how the Formula 2 campaign goes, it’s hard to disregard that.

“I still felt like I could do a good job in free practice, but let's just say I'm glad Saudi Arabia happened because I think it was a big part of why I'm here now.”

Although Bearman finished sixth in F2 and was the second-best rookie last 12 months – just behind Victor Martins despite being 4 years younger – his 2024 season has not gone as expected.

The Prema driver was forced to retire from the Jeddah round after taking pole following his Ferrari call-up, and has since struggled to keep up pace over the course of a single lap; qualifying on the front two rows just once in the primary eight rounds.

The races weren't significantly better for the 19-year-old. He was involved in crashes in Bahrain, Melbourne and Silverstone, had technical problems at Sakhir and the Red Bull Ring, crashed in Monaco and endured a nightmare pit stop when leading at Imola. He also finished a disastrous twenty first within the sprint in Barcelona.

“I feel like I'm performing at a higher level than I ever have, and then I get to Barcelona and literally finish last. Last year I won the race, [three] seconds” – he emphasized.

“I don't have an answer yet. I hope I can blame this inconsistency on something else and not me, because I honestly feel like I'm performing as well as I've ever performed — which makes sense, because I have the most experience I've ever had.”

Bearman, who’s thirteenth within the Drivers’ Championship, admits he’s battling the driving style required within the 2024 Dallara F2.

Oliver Bearman, Prema Racing

Oliver Bearman, Prema Racing

Photo: Simon Galloway / Motorsports images

“Especially after I do that [F1] “It’s really tough in free practice when the balance of the car changes from session to session,” he added, having taken part in three FP1 sessions with Haas.

This prompted him to clarify that he “gets along better with Formula 1” and these starts helped him present himself in a positive light at Ferrari and Haas.

“I feel like running in F1 was a big burden,” he said. “But there’s no hiding the fact that F2 is still a bit difficult. That always leaves a few question marks in the back of your mind.”

Bearman’s only podium finish of the 2024 season up to now was a victory within the Austrian sprint race, a rare ray of sunshine in a bleak campaign that got here just five days before Haas announced it.

“It couldn’t have come at a better time, to be honest,” he admitted. “It’s still a tricky season in F2 because even on Sunday [at Red Bull Ring]I had an engine failure. I felt like all my labor was wasted.

“It came at a really good time, a really important time – not only for my prospects in F1 but also for the team because in Formula 2 we needed a good result to boost everyone’s motivation and this really helped us.”

Bearman now has the ambition to follow within the footsteps of Charles Leclerc and earn promotion to the Scuderia in only his second season.

“I hope so! That would be a dream,” he concluded.

“It's not in my hands, I feel like all I can do is perform as best as I can.”

Additional information: Jonathan Noble and Jake Boxall-Legge

What is the actual meaning of the concept of an all-electric NASCAR race automotive?


When it unveiled the all-electric concept automotive, NASCAR was at pains to emphasise that it likely would never be a Cup Series platform or race within the Daytona 500. So why construct it?

For a series that prides itself on being true to its roots and the oldest school of racing, the multibillion-dollar sanctioning body has recently shown what it’s able to in relation to innovation – something that wasn’t common in a series that only introduced fuel injection a dozen or so years ago.

A race on the Los Angeles Coliseum? Proven. A brand new generation of cars that eliminates the necessity for teams to construct their very own chassis? Proven. A street race in Chicago? Proven. Racing a production automotive within the Le Mans 24 Hours? Proven. What's next?

Well, NASCAR has partnered on a battery electric vehicle (BEV) project with Formula E title sponsor ABB, a world leader in electrification and automation, after being steered down that path several years ago on the request of three OEM partners — Chevrolet, Ford and Toyota.

Unveiling of the ABB NASCAR EV prototype

Unveiling of the ABB NASCAR EV prototype

Photo: ABB United States

ABB is a founding partner of the NASCAR Impact initiative, the sanctioning body’s platform to advertise sustainable electrification. NASCAR said it’s “committed to the historic role of the internal combustion engine in racing,” but can also be committed to decarbonizing its operations and reducing its carbon footprint to zero across its core operations by 2035.

The concept automotive was built by NASCAR engineers liable for the Next Gen automotive and the Garage 56 entry within the 24 Hours of Le Mans. The four-wheel-drive automotive has a Crossover Utility Vehicle (CUV) body produced from an eco-friendly flax-based composite.

It has been tested on the track several times and boasts three STARD UHP 6-Phase motors (one within the front, two within the rear) that deliver power on to all 4 specially designed Goodyear tires. With a liquid-cooled 78 kWh battery, the regulated drivetrain can produce 1,000 kW at maximum power. Regenerative braking converts kinetic energy into usable energy, making the automotive suitable for road and short oval tracks.

“The combustion engine has a long, long way to go, whether it’s sustainable fuel or hydrogen,” said John Probst, senior vp and chief racing officer for NASCAR. “And then there’s the electrification through hybrid.

“They drive hybrids [in IMSA racing]. Today now we have a battery electric. I'm not sitting here and saying we're going to announce a series. That's not what that is about. We built this automotive. We put it on the track. That's what we're about, science.

“We’ll have a story to tell when we learn. And we’ll be in the driver’s seat wherever the future takes us. If you look at the landscape, one thing is clear: change is accelerating all around us.”

Unveiling of the ABB NASCAR EV prototype

Unveiling of the ABB NASCAR EV prototype

Photo: Nascar Chicago

Pat DiMarco, Ford Performance manager of NASCAR and analytics, emphasized that this was a small-scale motion on the OEM’s part.

“In the Daytona 500, the internal combustion engine will last a lot longer than I will,” DiMarco said.

“This [electric] experience may be good, may be bad, depending on the way you have a look at it. It's the unknown. We must work through it. And that's it.

“It's educating and getting feedback from racing fans, is this something they want? Is this something they like? And is this something we as OEMs want to continue?”

Kevin Harvick believes the concept has no future at NASCAR's highest levels

Kevin Harvick believes the concept has no future at NASCAR's highest levels

Photo: John Harrelson / NKP / Motorsports images

According to former Cup champion and current FOX commentator Kevin Harvick, the reply to that query wasn't clear even before the automotive's premiere.

“I really think the push for electric vehicles came from the manufacturers when NASCAR started this project,” Harvick said on his Happy Hour podcast this week. “And electric vehicles [sales] aren’t any longer doing in addition to they did at first of the project.

“It’s great to see that you’ve gotten something, but I believe NASCAR was thus far along within the EV project that the manufacturers were promoting it, and at one point they were saying, ‘Everybody build three of these cars and do some demonstration races,’ but I believe when the EV [push] left and the producers said, “hey, we're not going to do this anymore.”

“And so NASCAR is stuck in this electric vehicle, where they can show some things, but that's the only thing that excites me about it. But I can tell you this: There's no future for NASCAR in electric vehicles.”

Unveiling of the ABB NASCAR EV prototype

Unveiling of the ABB NASCAR EV prototype

Photo: ABB North America

Harvick admitted that the project could probably have some potential outside of America, perhaps becoming a platform that could possibly be utilized in a touring-style series or attract manufacturers outside its orbit. But he also thinks NASCAR’s electrification story can be rather more prone to be hybrid-based, much like the trail its sister IMSA SportsCar Championship has taken with its premier GTP class.

“I appreciate the effort and I understand that there are other things going on on the other side of the world,” he added. “But anyone who thinks that that is going to be a hit… First of all, on oval tracks, you won’t get very far. On road tracks, it’s probably doable.

“I wouldn't spend any more money on it. Now, maybe we'll have a hybrid? We could charge the battery and do some safety laps, sure. We have to keep up with the manufacturers' technology. But all-electric? No way.”

Unveiling of the ABB NASCAR EV prototype

Unveiling of the ABB NASCAR EV prototype

Photo: ABB United States

It's a sentiment DiMarco agreed with to some extent: “Can we race for half-hour, 45 minutes on a brief track? Yes. Is that a protracted enough race to do something? Probably.

“Nitro Rallycross [which uses a battery-powered SUV-bodied platform, which it calls ‘Group E’] and a few stuff related to world rallycross [where EVs battle with ICE cars] run short races to present people time to look at. Do you would like to go to the Daytona 500 [with EVs]? No. You won't be running as long on a mile and a half track as you’d [currently].

“But, you know, it's just a matter of seeing where the technology goes to dictate how we as OEMs in NASCAR are going to implement it.”

Unveiling of the ABB NASCAR EV prototype

Unveiling of the ABB NASCAR EV prototype

Photo: ABB North America


Think of this launch as NASCAR taking a prototype to the New York International Auto Show and even the Consumer Electronics Show in Las Vegas. It's an idea automotive, just as Polestar, Hyundai or Volkswagen might debut at these flashy shows to gauge response by way of styling and public appeal.

“You see this a lot with OEMs. They put prototypes of cars out at car shows, gauge the reaction from fans and decide if they want to go in this direction or another,” Probst said.

“It’s also how we can work with them and explore where we want to be. The entire powertrain landscape in general is in an incredible state of change.”

And that's the purpose. You probably won't see a Polestar, Hyundai or VW on a NASCAR track with a pushrod V8 anytime soon. But if there's no suitable platform for them to have a look at, then there's no long-term wiggle room for them to maneuver.

NASCAR has a loyal trio of OEMs operating in Cup, Xfinity and Trucks. But the tripod is simply strong until you rip your leg off, and waiting for Dodge to return probably isn’t essentially the most sensible long-term business model.

But going all-electric wouldn’t be sensible – who remembers the one-brand Jaguar I-Pace eTrophy that supported Formula E? But in fairness, the FE, celebrating its tenth season and boasting DS, Jaguar, Mahindra, Maserati, Nissan and Porsche, continues to be the very best within the series.

Formula E has proven to be a success, attracting many manufacturers to its global open-wheel all-electric racing series

Formula E has proven to be a hit, attracting many manufacturers to its global open-wheel all-electric racing series

Photo: Simon Galloway / Motorsports images

Think of it as a high-tech fishing expedition with an eye fixed on the longer term. OEMs are fickle because they must sustain with market demands. And the direction of mass-market powertrains might be as uncertain because it has been because the internal combustion engine outpaced horse-drawn carriages, steam power, and the primary electric cars greater than a century ago.

Let’s not forget that NASCAR also owns IMSA, the sports automotive sanctioning body that’s currently flooded with manufacturer support. And why? Because IMSA offers attractive class platforms that higher meet the needs of world OEMs. And manufacturers love platforms because they supply stability for his or her multi-million dollar investments that repay in automotive sales.

Only time will tell if this automotive is totally useless or if it’s an important thing to occur to NASCAR in years… And if market forces do indeed demand a hybrid powertrain in NASCAR’s future, you’ll be able to at all times make the case that it’s the lesser evil of electrification!

McLaughlin fastest but spins in training, Ericsson crashes


Team Penske's Scott McLaughlin led the one rehearsal of the weekend ahead of the IndyCar doubleheader at Iowa Speedway.

The New Zealander achieved an incredible speed of 185.891mph on the 0.894-mile oval track, whose lower lanes on all 4 corners were recently paved.

Reigning two-time series champion Alex Palou ultimately placed his No. 10 Chip Ganassi Racing Honda in second overall, just 0.0331 seconds slower.

Third place went to Pato O'Ward, driver of the #5 Arrow McLaren Chevrolet, 0.1633 seconds behind McLaughlin.

Fourth place went to David Malukas of Meyer Shank Racing, followed by Alexander Rossi of Arrow McLaren.

Pietro Fittipaldi of the Rahal Letterman Lanigan Racing team accomplished probably the most laps within the session with 112, ending seventeenth (0.4794 seconds).

The IndyCar Series race day began with a special 30-minute high-line session that featured a unique right-side tire compound tailored to the running of two groups that split into 15-minute heats each.

The short outing ended with victory for Andretti Global’s Marcus Ericsson, who set a fastest lap time of 177.399 mph, just ahead of Juncos Hollinger Racing’s Agustin Canapino’s best time of 177.380 mph.

It was the one positive moment of the afternoon for Ericsson, who got here on the pitch just 10 minutes into his regular 90-minute training session following a brief break.

Ericsson was turning into Turn 3 when the rear of his No. 28 Honda jumped out as he entered the resurfaced a part of the corner. Despite his best efforts to regain control, the automobile slid down the track and the suitable side hit the Turn 4 wall hard before racing across the straight and coming to a stop near the inside the sector.

He was fifth within the standings on the time, having reached a speed of 179.694 mph after completing just three laps.

“Really strange,” said Ericsson. “We did the entire test here and we didn’t have any danger from behind. We did some high-line practice and the automobile felt great; I felt super comfortable.

“It kind of came out of nowhere. Really frustrating.”

The session resumed around 10 minutes later and Ericsson's team-mate Colton Herta moved into first place shortly afterwards with a quick lap of 182.083mph.

AJ Foyt Racing’s Santino Ferrucci surged into first place mid-race at 182.273 mph, but was dethroned by McLaughlin, who was then pushed by Rossi. But it was Palou’s 185.519 mph lap that caught everyone’s attention shortly after.

McLaughlin responded with a simulated qualifying run and topped the timesheets, reaching a speed of 185.891 mph with 26 minutes left within the race.

Although Katherine Legge, making her first IndyCar appearance because the Indianapolis 500 in May, began strongly early within the session, she had a difficult moment after spinning out of Turn 4 just two minutes in. Fortunately, she didn’t make contact with the wall and was in a position to proceed after stalling on the straight, which brought out a yellow flag.

With seven minutes to go, Canapino’s promising session almost led to tears when he was forced to brake hard to catch the much slower Will Power and spun out at Turn 3. Then, coming out of the pits, Canapino was hit within the left rear by Dixon, who appeared to have mistakenly pitted the No. 6 Arrow McLaren Chevrolet of rookie Nolan Siegel.

In the ultimate moments of practice, McLaughlin attempted a high line but ended up spinning. He managed to maintain the ball off the wall because the incident ended practice.

WRC confident it may possibly retain manufacturers amid rumours about Hyundai's future


According to the championship promoter, the World Rally Championship is doing “everything” to retain current manufacturers and create a series that might attract no less than one recent brand in 2027.

The top flight of rally sport has long sought to broaden its manufacturer base and has operated with three brands – Toyota, Hyundai and Ford via M-Sport – represented in the highest class since Citroen withdrew at the tip of 2019.

However, earlier this month, reports emerged in Poland that Hyundai was preparing to launch a Hypercar program within the WRC World Championship, casting doubt on the Korean carmaker's long-term future within the WRC.

Hyundai Motorsport president and team principal Cyril Abiteboul said an announcement regarding the corporate’s motorsport plans, including the WRC, could be made sooner or later – likely as early as September.

The news comes only a month after the FIA ​​made a 180-degree U-turn on its plans to vary the technical regulations for next yr, under pressure from WRC automobile manufacturers, and as a substitute opted for rule stability for the subsequent two years, before introducing all-new regulations for the 2027 season.

Asked in regards to the speculation surrounding Hyundai, the WRC promoter believes the championship could keep its current manufacturers and add one other in 2027.

“I can't say I don't have any doubts [all of our current brands will stay] since it’s not our decision, but I’m sure we’ll create such championship that it’s value participating in,” Peter Thul, Senior Sporting Director at WRC Promoter, told

“Most importantly, I hope that if we’ve got good [2027] regulations can be in place by the tip of the yr to get no less than yet one more manufacturer by 2027. That is our goal.

Hyundai i20 N Rally1

Hyundai i20 N Rally1

Photo: Fabien Dufour / Hyundai Motorsport

“That is our wish because we’ve got to maneuver the championship forward. Again, I can't comment on the interior thoughts of the producers. But as I said, it must be so attractive that they wish to stay. That is what we will do and we’ve got to do.

“We will do everything to keep these three people on board and we have had good discussions with them. We are open to any suggestions. I think we have never had so many good discussions, whether about regulations or sporting regulations.”

The WRC promoter said the FIA’s push for stability until the tip of 2026 was “the right decision”, but Thul reiterated that the 2027 regulations must be released this yr to assist manufacturers understand the longer term direction of the championship.

“I believe I'm quite positive [the FIA’s call for stability in technical regulations] “It’s the right decision,” Thul added.

“It was good to speak about all these sorts of things and what we’ve got now’s stability. But what’s much more essential for us is that the 2027 regulations are being created in a short time now. That means we want them this yr because we want to think in regards to the future – I believe everyone knows there’s a necessity for that and there’s lots of work already underway.

“Let's assume we don't follow the rules, but we know what's going on and I'm very confident. It's going in the right direction. I think everyone has a common sense of how it should look. The only thing that needs to be done is how much flexibility there needs to be for different types of drive systems, I don't know.”

Gran Turismo World Series 2024 exhibition season starts this weekend

Polyphony Digital has announced a brief, surprise showcase season for the Gran Turismo World Series 2024 that can kick off this coming weekend and fill the gap in esports competition between the live events in Montreal and Prague.

Unusually, the season has been announced as a Manufacturers Cup only, with a compact four-race schedule featuring only the core Gr.3 cars from each of the 2 dozen brands represented in the sport. As of yet, there is no such thing as a accompanying Nations Cup event.

With just five weeks between the 2 live events — and an update due on Thursday, July 25 — the schedule suits in perfectly, with each race falling on an unbooked Saturday. The calendar looks like this:

GT World Series Manufacturers Cup Exhibition Season 1

  • Round 1 – July 13 – Gr.3 – Interlagos – 20/30 laps
  • Round 2 – July 20 – Gr.3 – Tokyo East, clockwise – 12 laps
  • Round 3 – July 27 – Gr.3 – Autopolis – 10 laps
  • Round 4 – August 3 – Gr.3 – Nurburgring GP – 15 laps

It’s price noting that there’s almost no difference within the races for the GT1 and GT2/GT3 leagues this time around, with the one obvious difference being the opening race being 50% longer in GT1. Of course, GT1 retains the “heavy damage” setting – requiring a pit stop for repairs – reasonably than the self-healing “light damage” of GT2 and GT3.

Also interesting is the relative lack of tyre wear or compulsory tyres within the second round in Tokyo. While other events have higher wear multipliers, in addition to compulsory changes within the two, in Tokyo it’s a set base value. This could indicate a wet weather event, so prepare for showers by choosing Intermediate and Wet Racing tyres.

With the mid-season update promising “new physics”, it should actually be interesting to see how the cars – and the balance of Gr.3 performance – change between the primary two and last two rounds.

Again, there are ten slots for every round within the GT2 and GT3 League, which start every hour during most sunlight hours in each region’s central time zone – from 08:00 to 18:00 UTC in EMEA. GT1 League players only have three slots, starting every two hours within the afternoon/evening, from 14:00 to 18:00 UTC in EMEA.

Although you’ll be able to enter as many slots as you have got available, only the last race entered in each round will count – even in case you disconnect and rating zero points. Only your best results from two rounds will count towards your total points, although you’ll only be ranked by your best round in R1-3.

If you're unfamiliar with the Gran Turismo World Series format, it's essentially a more formal and longer championship format than Daily Races. In the Manufacturers Cup, you have got to decide on a brand to represent, which locks you into that manufacturer for a four-race season and lends you a Gr.3 and Gr.4 automotive to make use of – although you should use any suitable automotive from that brand.

When you choose to hitch the series (whether before the primary or last round), you will likely be placed in a “League” corresponding to your DR Rank. Players who’ve a Driver Rating of A or A+ move as much as the GT1 League, those with a DR Rating of B go to the GT2 League, and drivers with a DR Rating of C and lower go to the GT3 League. You will remain in that League no matter any changes to the DR at the moment.

The points awarded for every race are determined by the typical Driver Rating of players in that lobby, so GT1 lobbies will likely be price more—significantly more—than GT3 lobbies. In each race, the winner receives probably the most points, with each position behind them being price about 5% fewer points. While a GT1 League race win will be price around 475 points, GT3 races with players as little as D-ranked can only award single-digit wins.

No matter which league you race in, there are good points to be earned for participating. You will receive a bonus in line with your overall league position, with rewards for position in major and minor geographies, region and manufacturer.

Even in GT3, a full series of gold medals in these 4 categories (for ending in the highest 5%) can be price 3,000,000cr, so by entering a number of races you’ll be able to get an honest return in your time invested!

Van Gisbergen 'just got wrecked' to complete last after Chicago crash


Van Gisbergen entered the Cup race in Chicago with high hopes, and never simply because he was the defending champion. The New Zealander also won Saturday's NASCAR Xfinity Series race from the pole position. He began Sunday's Cup race from fifth and quickly took the lead.

SVG managed to take the highest spot from Ty Gibbs as they negotiated the slower traffic in a three-wide coming out of the ultimate corner, winning the primary stage, which ended under caution because the rain picked up.

The entire field switched to rain tires initially of the second stage. Van Gisbergen was fifth after pit stops but had no likelihood of fighting his way back to the front. On the primary lap of the restart, Chase Briscoe lost control at Turn 6, locking his tires and aquaplaning. He clipped Van Gisbergen’s No. 16 Kaulig Racing Chevrolet along with his rear, which hit the skin wall and was unable to proceed.

Briscoe's No. 14 Stewart-Haas Racing went into the tire barriers after contact. SVG shall be classified fortieth within the order, ending last. The race was stopped by a red flag as rain began to fall.

After being released from the in-house care facility, the three-time Supercars champion reacted as follows to the incident: “Yeah, it's bad. It sucks. Unfortunate mistake on his part [Briscoe]. I'm sure he didn't mean it. But yeah, when he just hit me, I couldn't do anything.

He continued to NBC, “Of course I'm disappointed. We had a really awesome Camaro out there. Kaulig and Trackhouse gave us a great car. We were able to drive and I felt like I was driving well within my capabilities. So yeah, it's a shame we got out so early and it's a shame we couldn't have a shot at the end.”

Looking ahead, he named race leaders Ty Gibbs, Christopher Bell and Kyle Larson as favorites to win the event in his absence.

“Well, we had some really cool battles with them and respect. Really fair. So yeah, I think any of the top three is a favorite.”

The weather was continually changing. The race began on a partly damp track with most riders on slicks before conditions modified to completely wet conditions towards the top of the primary stage.

“It was good,” van Gisbergen said of the track conditions. “But on the slicks it was a bit uncertain and I hated being the leader. Whoever was the leader, you could see they were slowing down, not knowing what the conditions were going to be. Once I got in front, I was always unsure what was going to happen, so I had to slow down a bit, so yeah. But I had a lot of fun… until then.”

Dixon's IndyCar title hopes hit by hybrid failure at Mid-Ohio


Scott Dixon's race ended before it even began at Mid-Ohio when the #9 Honda driven by Chip Ganassi suffered a hybrid failure on the warm-up lap.

Preparing to begin thirteenth and chase a record-breaking seventh victory at Mid-Ohio, the 43-year-old New Zealander suffered misfortune when he got here to a stop at Turn 5.

Unable to maneuver, Dixon’s automobile was pushed into the wall and he became frustrated, simply saying over the radio, “This is a f***ing joke, man,” after failing to restart the hybrid system that made its race weekend debut on the track.

Dixon returned to the garage as the remaining of the sector went out for the green flag. Although he was capable of rejoin the race some 22 laps behind the last, Twenty seventh-place finish, he ultimately retired after 40 laps and was unable to enhance his position, with the early retirement being described as a mechanical failure.

#9: Scott Dixon, Chip Ganassi Racing Honda, pit stop

#9: Scott Dixon, Chip Ganassi Racing Honda, pit stop

Photo: Michael L. Levitt

“It was a little weird,” Dixon told NBC after the incident. “There were no alarms, but when I looked down because the team said, ‘You need to go to load.’”

“Something began discharging the capacitor immediately, as if at an excessive rate. So some type of failure on the facility side of the hybrid, which is unquestionably not an excellent strategy to start it for the primary time.

“I haven't even done any warm-up laps, so I think there are a lot of unknowns at the moment.”

The incident was suspected to have been attributable to an ESS discharge, but IndyCar said after the race it was still investigating.

Dixon was hit hardest within the championship standings, sitting second going into the weekend, 32 points behind leader and teammate Alex Palou, who finished second within the race.

Dixon has dropped to fourth place, 71 points behind.

Scott Dixon, Chip Ganassi Racing Honda

Scott Dixon, Chip Ganassi Racing Honda

Photo: Josh Tons / Motorsports images

Dixon’s failure turned out to be the one known incident involving the hybrid that day, which caught the eye — and put — IndyCar president Jay Frye on alert.

“When something like that happens right away, you don’t know what happened, so you’re on tenterhooks for the rest of the event,” Frye told “But obviously they were able to sort it out and get back.”

How Alex Bowman Got Two Wins in Chicago


He scored a solid victory on the track, snapping a frustrating 80-race winless streak by passing Tyler Reddick to win on the two.2-mile, 12-turn course through Grant Park in downtown Chicago.

For the second time in a row, the race was stopped as a consequence of darkness, with teams having to endure an hour and 45-minute rain delay on the second stage.

Wet-weather tires were again utilized in the race, and it was the choice by Bowman’s No. 48 Hendrick Motorsports team to maintain them moderately than switch to recent slicks that contributed to the victory.

Time matters

The win couldn’t have come at a greater time for the 31-year-old Tucson, Arizona native for a couple of reasons. The most evident is that he’s already within the 2024 playoffs and is not any longer the one Hendrick driver and not using a win.

“It wasn't a lot of fun. We won four races in '21. We won straight in '22. Then we had a tough summer in '22 and then we got back into shape and then I got hurt and we started '23 real fast and I got hurt again,” Bowman said after the race.

“Yeah, it's really tough. Obviously we now have all of the tools we’d like to win, and our teammates have been really good throughout. But we just couldn't put it together.

“To be honest, the last month has been very frustrating for us. We had a lot of things out of our control, it cost us a lot of points and it was really frustrating.”

Race Winner Alex Bowman, Hendrick Motorsports, Ally Chevrolet Camaro

Race Winner Alex Bowman, Hendrick Motorsports, Ally Chevrolet Camaro

Photo: Matthew T. Thacker / NKP / Motorsports images

Despite not having a single win, he was still eighth within the series standings at the tip of May and had a solid likelihood of constructing the playoffs based on his points.

However, since then, having only finished one higher than 14th, he has lost loads of ground going into the ultimate race.

That scenario not matters, and Bowman and his team can concentrate on putting themselves in the most effective position possible when the playoffs begin.

Bowman’s interim victory on Sunday got here by the hands of his critics, who all the time query his longevity at Hendrick because he doesn’t have the championships of teammates Chase Elliott and Kyle Larson, or the wins of teammate William Byron.

During his greater than two-year winless streak, Bowman also suffered a back injury in a race automobile accident and a concussion in a Cup race accident.

“I think you have to win races if you’re at HMS. But I definitely didn’t have anyone make me feel like I was on the hot seat,” said Bowman, who’s under contract through 2026.

“There was never a single conversation with a single one who questioned anything about it. It was all the time, 'What do you would like? How can we assist you? How can we support the team?'

“That's the great thing about Hendrick Motorsports, no matter how much noise there is outside, everyone inside will never criticize each other. They'll always support each other.”


For per week — or possibly just a couple of days — Bowman managed to beat the noise.

Hendrick Motorsports drivers will now make up 1 / 4 of the 16 playoff drivers, and Bowman has the shortest winless streak of any driver within the series (zero).

But that definitely won’t last. Even if Bowman wins additional races this season, there are those that think it won’t be enough.

He didn't need their approval, but at the very least for sooner or later he was glad he might be higher than them.

“As a person, I’m just a guy who tries to do his job the best he can, and I see everything that’s being said about me,” he said. “So for me to have the option to beat what I went through and are available back here is basically cool.

“I didn't need it. There's definitely a lot of things in my life that I don't need. I just appreciate it.”

Alex Bowman wins crazy race against time


Due to an almost two-hour rain delay within the second stage, NASCAR set 8:20 p.m. local time as the ultimate finish for Sunday's originally scheduled 75-lap race.

Alex Bowman was one in all a handful of drivers who didn’t pit for the beginning of the ultimate stage and stayed on wet weather tyres.

After battling with sports automotive star Joey Hand for several laps, Bowman moved into the lead on lap 51, just before Josh Berry was yellow flagged for hitting the tire barriers.

When the race resumed on lap 54 with about 4 minutes remaining on the clock, Bowman accelerated well off the restart after which passed the fast-approaching Tyler Reddick – on latest slicks – by 2.863 seconds to take his first win of the 2024 season and secure a spot within the playoffs.

Watch: Alex Bowman on Chicago's win: 'I comprehend it means quite a bit to this team'

Bowman’s last victory got here on March 6, 2022, at Las Vegas Motor Speedway, and now all 4 Hendrick Motorsports drivers have qualified for the 16-driver playoff.

“Whenever you go to the track with Hendrick Motorsports, you have a chance,” Bowman said after the race. “But first I even have to apologize to the blokes within the No. 23 (and driver Bubba Wallace). I just messed something up attempting to activate the wipers, missed the turn and ruined their day. I hate it. I’m still embarrassed about it, but we now have a trophy to take home and I comprehend it means quite a bit to this team. They put me able to win the race.

“Man, I broke my back, I had a brain injury, and we've been sort of struggling since then, and I haven't – you begin to wonder if you happen to're ever going to have a likelihood to win a race. The last one we won wasn't something to rejoice.

“We're going to drink so much damn bourbon tonight, it's going to be a bad deal. I'll probably wake up naked on the bathroom floor again. It's just part of the deal.”

Ty Gibbs finished third, Hand driving the third automotive for RFK Racing was fourth, and Michael McDowell accomplished the highest five.

Ricky Stenhouse Jr., Todd Gilliland, William Byron, Kyle Busch and Ryan Blaney accomplished the highest ten.

The two essential candidates to win on Sunday ended their struggles prematurely.

Three-time Supercars champion Shane van Gisbergen, who won the race last 12 months, crashed on lap 25. Kyle Larson, who began from pole position, crashed on lap 34.

The start of Sunday's race was briefly delayed after a protester – holding a “Free Palestine” banner – climbed the fence at Turn 3 and handcuffed himself to it before being removed by police.

Light rain fell during a break within the race, and NASCAR allowed teams to make your mind up whether to start out the race on wet-weather tires before the beginning.

Scene 1

After a detailed battle with Christopher Bell, van Gisbergen had emerged ahead and secured the Stage 1 victory when the yellow flag was brought out with three laps remaining attributable to a crash involving Corey LaJoie. Bell finished second, Gibbs third, Chase Briscoe fourth and Larson fifth.

Stage 2

After a rain delay of nearly an hour and 45 minutes, Hand took the lead when a lot of the cars within the lead decided to pit for the break and maintained his advantage over Bowman by 0.131 seconds to win Stage 2. Keselowski was third, Carson Hocevar fourth and Martin Truex Jr. rounded out the highest five.

On lap 25, with the sphere racing within the rain, Bowman spun out while passing Bubba Wallace at Turn 2, then at Turn 6, Briscoe locked up his brakes on the entry to Turn 6 and spun violently, hitting the tire barriers and hitting last 12 months's race winner, van Gisbergen.

Following the collision with Briscoe, Van Gisbergen hit the wall, however the damage to Van Gisbergen's No. 16 Chevrolet was too severe for him to proceed.

Stage 3

Following the break between Stages 2 and three, several drivers opted to pit for slicks, but Hand remained on the right track and led.

NASCAR had previously scheduled the race to finish at 8:20 p.m. local time attributable to approaching darkness, which meant there was about 16 minutes remaining when the race resumed on lap 49.

On lap 50, Bowman closed in on Hand's rear bumper, and the 2 drivers separated themselves from the majority of the sphere, battling for the lead.

On lap 51, Bowman passed Hand to take the lead for the primary time within the race, just before the yellow flag was brought out for hitting Josh Berry within the tire barriers at Turn 2.

The race resumed with about five minutes remaining with Bowman ahead of Hand, Keselowski and Truex.

McLaughlin 'fed up with over-cutting' gives back to IndyCar team


IndyCar Series results have been a mixed bag for Scott McLaughlin recently, and on Sunday his strategy of overcoming overcuts worked to his advantage, earning him a third-place finish at Mid-Ohio Sports Car Course.

Starting sixth within the No. 3 Team Penske Chevrolet, the 31-year-old McLaughlin quickly moved up one position early within the race, passing Marcus Ericsson at the primary corner.

He then opted to remain out for 2 laps longer than anyone else, using a two-stop strategy, benefiting from the slow track to set fast lap times after which pitting on lap 30 to return to motion in third place – two places higher than his pre-pit stop position.

The New Zealander took to the track at the least a lap later than anyone else in the sphere through the second cycle, pitting on lap 56 and returning clear of all competition.

He ultimately finished a distant third with a time of 16.1558 seconds behind race winner Pato O'Ward and almost seven seconds ahead of fourth-place Colton Herta, whom he passed in the primary round of pit stops.

It’s McLaughlin’s second podium within the last three races and fourth this season. He also recently finished third at Road America after which a heartbreaking twenty first at Laguna Seca – his fourth Twentieth-or-worst finish of the yr.

“As everyone knows, we’ve had our ups and downs the last few events,” said McLaughlin, currently eighth within the championship standings.

“It’s nice to get one other solid result and hopefully we will go to Iowa where we all know we’ll probably be pretty fast. It’s only a matter of putting all of it together on this short stretch of time until the top of the championship.

“I actually enjoyed the hybrid integration. I actually enjoyed learning it throughout the weekend and the race.

“But we did a lot of that first stint overcutting those guys. I’m sick of overcutting, so I thought, ‘Hell yeah, I’ll overcut.’ I think we were the last ones to pit and we probably led our laps there.”

Scott McLaughlin, Team Penske Chevrolet

Scott McLaughlin, Team Penske Chevrolet

Photo: Josh Tons / Motorsports images

The sojourn in no man’s land gave McLaughlin a more in-depth take a look at the hybrid unit, which made its race weekend debut on the 2.258-mile, 13-turn road course in Lexington, Ohio.

“I lost a lot of time in that first stage but in the end I tried to make the most of the day, save as much fuel as possible and I just passed the guys in the overcut but they were already very far away,” he said.

“Honestly, it was a little bit of a test for me. I used to be trying various things with the hybrid, push-to-pass, all that stuff. It was really fun.

“We learned a lot of things, we got points and we hope to use them later, whether it’s next year or at the end of the year.”