Japan’s Next Wave?

Although will any of these prospects succeed to the Pinnicle of Motorsport?

 

As my working title was Japanese Drivers Logjam…

 

Japan has a long, storied history with formula 1. As the very first Japanese driver to Enter a international Federation Internationale de l’Automobile (FIA) sanctioned race fifty years ago was Hiroshi Fushida, who failed on both of His entries with the uncompetitive Maki Engineering F101 normally aspirated 3.0-liter Ford-Cosworth DFV V-8 racecar.

 

Hiroshi’s Cossie’ lump’ “Done blown Up!” at that year’s Dutch Grand Prix, for which the team didn’t have a spare motor! And then He failed to qualify (DNQ) at the 1975 British Grand Prix.

 

Hiroshi also contested the SCCA’s Can Am and Trans Am series Stateside. And made history alongside countryman Tetsu Ikuzawa, when they became the first two Japanese drivers to compete in the 24 Heurs du Mans. Driving a Mazda  Wankel rotary powered Sigma MS73 (SARD) in the 1973 event.

 

Japan’s first Formula 1 race was the epic 1976 Japanese Grand Prix at Fuji Speedway, where a further four Japanese drivers entered their country’s inaugural Grand Prix; Masahiro Hasemi, Kazuyoshi Hoshino, Masani Kuwashina and Noritake Takahara.

 

Although reputedly Kuwashina’s sponsorship Cheque failed to materialize, scratching Him from competing, i.e. DNS. (Did Not Start) Being replaced by Hans Binder.

 

Whilst Hasemi, Hoshino and Takahara all contested the race, becoming Japan’s first three Formula 1 drivers. Although I’d surmise this accomplishment was totally overshadowed by that year’s Mega’ F1 Drivers championship showdown between Niki Lauda and Jame Hunt, which is wonderfully documented in ‘lil Ronnie Howard’sexcellent Rush movie…

 

Kazuyoshi Hoshino’s nickname was “The Fastest Man in Japan”, which is pretty “Heady” suff!

 

Reportedly there have been 21 Japanese drivers to attempt a Grand Prix to date, with 18 making starts. Which I won’t attempt chronicling! Other than three have stood on the third step of the podium. First Aguri Suzuki in1990. Followed by arguably Japan’s “Greatest” driver Takuma sato in 2004. And finally K-Squared’, aka Kamui Kobayashi in 2012. With Kamui now firmly established as a Sports Car star; including a World Endurance Championship (WEC) title and 24 Heurs du Mans and Rolex 24 wins to His credit.

 

Currently, Yuki Tsunoda is the only Japanese driver competing in Formula 1, entering His fifth season driving for thee ‘lil bullz’, aka Racing Bulls. Which you’d have to say that Tsunoda’s inclusion in Formula 1 is backed by Red Bull’s engine, Err Power Unit (PU) supplier Honda. Even if Honda “withdrew” from full Factory F1 involvement at the end of 2021.

 

Yuki did finish a very respectable fourth overall in FIA Formula 3, and third overall in Formula 2 with Four poles and three wins before graduating to then AlphaTauri in 2021. Yet with Honda becoming Aston Martin’s Werk’s PU supplier beginning next year, the only option I “See” for Tsunoda is becoming one of Aston Martin’s reserve drivers.

 

But Felipe Drugovich, the 2022 FIA F2 champion has been the team’s reserve driver since 2023. And obviously neither Fernando Alonso or Lance Stroll seem intent on departing Formula 1 anytime soon…

 

Ironically, Tsunoda turns 25 one day after Helio Castroneves 50th birthday on May 10th…

 

Ritomo Miyata who turns 26 this August, appears to be Japan’s best bet for joining the F1 Circus in the future. As Miyata will contest His sophomore season of F2 this year driving for ART Grand Prix. (#15) Having finished P19 overall last year for Rodin Motorsport.

 

Ritomo is a member of the Toyota Gazoo Racing (TGR) Driver Challenge programme, along with being a multiple title winner. Having won both the Super formula and Super GT Championships in 2023. Along with the 2020 Super Formula Lights and 2016-2017 Japanese Formula 4 titles.

 

Miyata was diagnosed with Autism early in life and is an ardent “gamer”. Having won some 500 iSports races!

 

Thanks to Toyota’s technical partnership with the Haas F1 Team, Miyata tested a Haas VF-23 at Jerez recently. Where race drivers Esteban Ocon and Oliver Bearman ran one day apiece, with Ritomo getting valuable “Seat-time” at the end of each day.

 

Although Miyata’s trajectory seems aimed more for eventual Hypercar duty in the WEC for Toyota, unless a seat on the Formula 1 grid opens up…

 

Although Ayumu Iwasa, who currently competes in Super Formula might have something to say about that . As the 23yr old Red Bull Junior Driver and Honda Formula Dream Project member has already tallied two seasons in formula 2. Finishing fifth and fourth overall respectively between 2022-23. And finished fifth overall last year during His rookie Super Formula campaign.

 

Ayumu helped make “Waves” at last year’s Japanese grand Prix, driving in His first Free Practice outing during FP1. Driving alongside Racing Bulls “teammate” Tsunoda. Having last tested for RB during last year’s Abu Dhabi Young Drivers test.

 

Ryo Hirakawa (Age 31) is a Toyota Werks’ (TGR) FIA World Endurance Championship driver, having won two WEC titles along with the 2022 24 Hours of Le Mans. And was announced this January as an Alpine F1 test and reserve driver.

 

As I’m guessing the latter has something to do with team principal Oliver Oakes and Hitech Racing’s involvement with TGR in it’s Junior Open Wheel Racing categories. As Hitech TGR competes in both the FIA Formula 2 and Formula 3 Championships.

 

Interestingly, and this is purely conjecture on my part. But this arrangement gives Toyota two possible paths to future Formula 1 involvement. But that’s just pure conjecture Folks!

 

Lastly, Kakunoshin Ohta made His IMSA GTP debut at this year’s Rolex 24 as part of Meyer shank Racing’s No. 93 Acura ARX06 entry. As the 25yr old Japanese Sports Car driver will also drive the No. 93 at this year’s Watkins Glen and Indianapolis endurance rounds.

 

Kakunoshin also recently tested for era Motorsports, aboard it’s No. 18 LMP2 entry during the Pre-Sebring 12 Hours test in February. And was slated to ad further LMP2 outing to His busy 2025 schedule.

 

Then naturally, as I was putting this story to bed, word came that indeed Ohta would race for Era Motorsports at both the Sebring 12 Hours and later Road America races in the LMP2 category. With HRC US further cementing it’s “ties” with Era Motorsports in a collabourative effort to promote young Japanese drivers to Sports car racing. As Era has already restored previous Acura Sports Car prototypes for Historic Racing…

 

This is just further speculation. But with HRC US (Honda Racing Corporation) President David Salters recently noting how Honda would like to take it’s Acura GTP racecar to Le Mans, could we see Iwasa or Ohta as part of the drivers lineup? 

IndyCar Season Preview: The 2025 Honda runners’

It’s Almost showtime Ladies ‘n Germs, Ready or Not, we’re live right now in St Pete!

 

Well, and No Tomas Sr. It’s A Deep subject Joke Here Folks, Hya! But It’s time again to throw the Green flag and Go Racing! As the IndyCar’s and their former Road to Indy supporting cast, including Indy NXT take over  the Saint Petersburg’s Airfield this weekend on the 1.800-mile temporary Street Circuit beginning today. (Friday, February 28th)

 

let’s go Racing!

 

2025 Honda Team line-ups

Attempting another hypothetically, HaHa! Short synopsis of the 13 Honda powered Drivers on this year’s IndyCar Grid.

 

Andretti Global (3)

(Team/Car No/Drivers)

#26 Colton Herta, USA

#27 Kyle Kirkwood, USA

#28 Marcus Ericsson, Sweden

 

2024 Wins: 2

Colton Herta (2)

 

Will refrain from now on about Mikey A’s dismissal from His eponymous IndyCar team last September. Other than it just seems wrong to continue calling it Andretti Global!

 

 

 

Colton Herta rebounded nicely last year, ending His winning drought of 41 races at Toronto. Then capping off the year with His maiden Oval win at the Nashville season finale, enroute to runner-up, or as Geo. Phillips prefers, Vice Champion, Hya!

 

As Herta’s already sick ‘n tired of whether or not He’ll be moving to Cadillac Racing’s Formula 1 entry for 2026. But as long as He finishes no worse than fourth overall, I believe He’ll be Formula 1 bound next year.

 

Andretti’s Big 2024 signing was Marcus Ericsson, who had an overly rough season overall. As the Swede’ looks to vastly improve over His P15 season finish, while ditto for Kyle “Kirk” Kirkwood.

 

As Kirkwood, a la Ericsson went winless last season, and obviously hopes to improve from seventh overall. And presumably will have rotating sponsorship this season…

 

Chip Ganassi Racing (3)

#8 Kyffin Simpson, Cayman Islands

#9 Scott Dixon, New Zealand

#10 Alex Palou, Spain

 

2024 Wins: 4

Alex Palou (2) and Scott Dixon (2)

 

Obviously the Biggest change at Ganassi is the contraction back to three entries due to the amazing, Wunderbar’ Charter system, Chirp-Chirp, Bueller?

 

Along with reigning IndyCar Champion Alex Palou claiming consecutive titles, for a total of three over the last four seasons!

 

Yet having only scored two wins last year, along with the competition steadily increasing, He’ll be hard pressed to “Three-peat!”

 

What can I say about the timeless Scott Dixon who finished fifth overall last season? Other than Dixon won’t be content playing second fiddle to Palou again!

 

Whilst the “Fifth-wheel”, Err third member of CGR, Kyffin Simpson is in His sophomore season, having finished a dubious P21 overall. Simpson is solely a Ganassi driver on the strength of His father’s Ridgeline sponsorship backing, and most likely will once again be a non factor. And will need to improve to remain inside the vaunted Leaders Circle, Err Charter prize fund’s top 22 finishers…

 

Dale Coyne Racing (2)

#18 Rinus VeeKay, Netherlands

#51 (R) Jacob Abel, USA

 

Once again, the wily Dale Coyne continued His time honoured tradition of being the last to announce His latest driver choices in the new year. As we All Ah-waited with Baited Breath over who’d Dale would choose?

 

Although I’ll have to say I didn’t see Jacob Abel as the first signing, or graduating to Indy Cars. As Abel finished runner-up to Louis Foster in Indy NXT last year.

 

And while Abel was confirmed fairly early for DCR on Jan 13th. With ten days remaining until IndyCar’s first Full-field test session at Sebring, Whale’ Chirp-chirp, Bueller? We’re still all ah-Waitin’ to see if Rinus VeeKay will get the nod for the No. 18 entry this year? Before Rinus got the nod on Valentine’s Day, completing this year’s grid.

Meyer Shank Racing (2)

#60 Felix Rosenqvist, Sweden

#66 Marcus Armstrong, New Zealand

(Technical Alliance with Chip Ganassi Racing)

 

No Fenders Offical’ Photographer CARPETS’ has anointed Felix Rosenqvist with the nickname of Felix-the-Cat. Possibly due to His nine life for remaining an IndyCar driver? Although last year was sort of a breakout season for the Swede. Getting off to a fast start and scoring the team’s maiden IndyCar pole position at Long Beach.

 

Am a total Fan of Rosenqvist’s and would like to see Him win His second IndyCar race for MSR.

 

Marcus Armstrong moves over from Ganassi, being part of the downsizing effort, and should be a good fit with MSR, giving the team two steady drivers.

 

Whilst ‘Ol Dancin’ Fool Hulio’, nee Helio Castroneves will run a third #06 MSR entry at Mother Speedway this May, as His 50th birthday present.

 

Rahal Letterman Lanigan Racing (3)

#15 Graham Rahal, USA

#30 Devlin DeFrancesco, Canada

#45 (R) Louis Foster, UK

 

Graham Rahal, now entering his 19th IndyCar season Me Thinks? Is the De Facto Team leader. And obviously “Hungry” to finally return to the top step of the podium. Now entering His eighth season without a win, Yikes!

 

Sparky’, aka Devlin DeFrancesco returns to IndyCar after a one year hiatus. And presumably His funding helps enable the team to not only run the No. 30 entry, but the #45 car as well? As no idea how Sparky will do this season?

 

Lastly, the team has taken a “Flyer” upon the reigning Indy NXT champion Louis Foster. Although I’d say it’s a pretty good choice, as Foster dominated Indy NXT last season and should show occasional flashes of “Brilliance” this season. Being my bet for Rookie Of the Year.

 

(R = Rookie) 

F1: Adrian Newey joins Aston Martin

Can the legendous’ Britain win more Championships with His fourth Formula 1 team?

 

Yeah, this is dated news as always. Especially with how volatile IndyCar’s Offseason is right now!

 

Since Aston Martin held it’s press conference over a week ago. Err, at least when I penned this riveting No Fenders yarn…

 

When the team announced back on September 10th that legendary Formula 1 Designer Adrian Newey would be joining them next year as their Managing Technical Partner and Shareholder.

 

Newey will begin working for Aston Martin on March 1, 2025, having signed a five year contract for a very large sum of money. With rumours of nearly $40 million per year being thrown round, Aye Karumba!

 

Although this is probably when taking into account His 2.5% Shareholding in the Aston Martin F1 Team…

 

Adrian will work upon the 2026 F1 chassis, which will be a “Clean Sheet of Paper” design, with the new rules package starting then.

 

As 2026 sees the introduction of lighter, nimbler cars with more electrified Power Units, with Aston Martin becoming Honda’s Werks’ partner with Fernando Alonso and Lance Stroll as it drivers.

 

Newey has currently won an astounding 25 World Championships, i.e.; 13 F1 Drivers titles, and 12 F1 Constructors Championships to date. As Max Verstappen still seems destined to win His fourth consecutive F1 Crown this year, adding to Newey’s total Haul.

 

Interestingly, Newey divulged that Red bull attempted luring Alonso to drive for them Wayback’ in 2008, with the Spaniard going to la Scuderia, nee Ferrari instead. And then losing the F1 Drivers championship twice to ‘lil syd viddle’, aka Sebastian Vettel…

 

So Aston Marton is making All the right noises and has built a new factory and wind tunnel at it’s sprawling AMR Technology Centre situated nearby Silverstone. While you’d think that Honda will be able to resume it’s Power Unit superiority. As the only questionable link has to be it’s lead driver.

 

As you’d have to think the odds are stacked against Frederico Suave’ (Alonso) who turns 45 on July 29, 2026, winning a third F1 World Championship. As only time will tell…

 

Meanwhile news comes that Red Bul owns Newey’s famed Drawing Board, whom purchased it from McLaren nearly two decades ago. And that Christian Horner may charge Lawrence Stroll a pretty penny for it! 

IndyCar Season Preview: The 2024 Honda runners’

It’s Almost showtime Ladies ‘n Germs, Ready or Not, we’re live in 24Hrs!

 

Well, and No Tomas Sr. It’s A Deep subject Joke Here Folks, Hya! But It’s time again to throw the Green flag and Go Racing! As the IndyCar’s and their former Road to Indy supporting cast, including Indy NXT take over  the Saint Petersburg’s Airfield temporary Street Circuit beginning this Friday, March 8th.

 

As Y’all Don’t know how mucho I’ve been looking forward to this! Counting down the weeks during my Open Heart surgery recovery, Hopefully now on week six-of-eight! And finally get to listen to something I’ve been anxiously Ah-waitin’ since January 23rd, Hurrah! Since I Ain’t getting up at OH-Dark 30 to watch MaxiMillions win another Gory Grand Prix!

 

let’s go Racing!

 

NOTE

Full disclosure Folks. This story was written in early January. And therefore, as of the morning of January 20th, when I uploaded this No Fenders post. Dale Coyne still hadn’t divulged who it’s two IndyCar drivers would be this season.

 

2024 Honda Team line-ups

Attempting another hypothetically short synopsis of the 15 Honda powered Drivers on this year’s IndyCar Grid.

 

Andretti Global (3)

(Team/Car No/Drivers)

#26 Colton Herta, USA

#27 Kyle Kirkwood, USA

#28 Marcus Ericsson, Sweden

 

2023 Wins: 2

Kyle Kirkwond (2)

 

More changes abound at Mikey A’s team this year. The biggest being the downsizing to only three cars for the first time since 2004 Me Thinks. Along with the departure of Romain Grosjean in favour of Marcus Ericsson, the 2022 Indianapolis 500 winner.

 

Ericsson got His wish upon leaving Ganassi to become one of the small cadre of paid IndyCar drivers this year, and will team with Grosjean’s former engineer Olivier Boisson.

 

As the Swede’ won once last year at St Pete, following Pato O’Ward’s momentary plenum fire! Along with a dejected runner-up finish at the most controversial Indy 500 last year! Finishing sixth overall in the series Championship, ahead of His two new teammates.

 

Colton Herta had a season of what could have been? Including multiple Race Strategists whilst seeing two W’s slip away! As Herta will be eager to reinsert Himself into the title fight and rebound from a disappointing 10th place overall finish.

 

Kyle Kirkwood was Andretti Autosport’s shining light last year, notching His first two IndyCar wins, with a dominating weekend at Long Beach. Along with a late race pass to win at Nashville. And having vaulted 13 spots in last year’s standings to P11, “Kirk” Kirkwood will be aiming to crack the Top 10 this year.

 

Chip Ganassi Racing (5)

#4 (R) Kyffin Simpson, Cayman Islands

#8 (R) Linus Lundqvist, Sweden

#9 Scott Dixon, New Zealand

#10 Alex Palou, Spain

#11 Marcus Armstrong, New Zealand

 

2023 Wins: 9

Alex Palou, (5) Scott Dixon (3) and Marcus Ericsson (1)

 

Obviously the Biggest change at Ganassi is the expansion to five Full season entries, a first for CGR. Along with reigning IndyCar Champion Alex Palou having decided to stay with Cheep’ in 2024 vs. moving on to McLaren. Take that Zakery!

 

As Palou had a magical season enroute to His second title in three years with five wins, and will be hard pressed to repeat that.

 

While what can I say about the timeless Scott Dixon? Other than Dixon won’t be content with finishing runner-up to Palou last year!

 

Although have to say I’m more interested in the progress of two of it’s newest members. Last year’s Rookie Of the Year (ROY) winner Marcus Armstrong, who’ll be contesting His first full season, plus His debutante Indy 500. Along with 2022 Indy Lights Champion Linus Lundqvist.

 

As I’m totally “Stoked” upon both of these drivers, and totally hard pressed to pick whom I like better? As I look for good things from both Kiwi’ Armstrong and Swede’ Lundqvist, whose making His Full season rookie campaign this year.

 

The fifth Ganassi runner is still a Head Scratcher for Mwah. As 18yr old rookie Kyffin Simpson seems totally unready to graduate to IndyCar. But with His father’s Ridgeline sponsorship backing, Kyffin makes the leap ahead of schedule, and most likely will be a non factor…

 

Dale Coyne Racing (1)

#18 TBA

Dale Coyne Racing with Rick Ware Racing (1)

#51 TBA

 

The wily Dale Coyne reverted back to His time honoured tradition of being the last to announce His latest driver choices in the new year. As we All Ah-waited with Baited Breath over who’d Dale would choose?

 

As Enzo Fittipaldi, younger brother of Pietro tested late last year. With FIA formula 2 Champion theo Pourchaire mentioning His interest in giving Indy Cars a crack. Whilst I’ve got zero clue over who the other interested prospects are?

 

Other than I know that DCR Development driver Danial Frost is a possibility, along with Sparky’, aka Devlin De Francesco.

 

And Marshall Pruett sounded fairly certain that Sparky’ would indeed be one of the two DCR drivers during His January 10th The Week in IndyCar’s podcast. Making me think DeFrancesco will be piloting the No. 18 this season…

 

Meyer Shank Racing (2)

#60 Felix Rosenqvist, Sweden

#66 (R) Tom Blomqvist, UK

(Technical Partnership with Andretti Global?)

 

Meyer Shank starts the season with a clean sheet on the drivers front with the departures of Helio Castroneves and Simon Pagenaud. Although Hulio’ will run a third MSR entry at Mother Speedway this May.

 

Hopefully I’m not putting too much pressure upon whom I enjoy calling tom “The Bomb” Blomqvist! As the former MSR Sports Car champion was blindingly quick in the Acura IMSA GTP Prototype. Being intent upon improving in Indy Cars this year after His few tune-up starts last season as one of Pagenaud’s substitutes.

 

No Fenders Offical’ Photographer CARPETS’ has anointed Felix Rosenqvist with the nickname of Felix-the-Cat. Possibly due to His nine lifes for remaining an IndyCar driver?

 

As I’m a Fan of the Swede’s and would like to see Him win His second IndyCar race for MSR.

 

Rahal Letterman Lanigan Racing (3)

#15 Graham Rahal, USA

#30 Pietro Fittipaldi, Brazil

#45 Christian Lundgaard, Denmark

 

2023 Wins: 1

Christian Lundgaard (1)

 

Graham Rahal, entering his 18th IndyCar season Me Thinks? Is the De Facto Team leader. And obviously “Hungry” to continue upon His marked upswing towards season’s end, and finally return to the top step of the podium! Now entering His seventh season without a win, Yikes!

 

22yr old Dane’ Christian Lundgaard, former FIA Formula 2 championship and Alpine Academy driver, gave RLLR it’s first victory in three years last July Up North Eh! At Toronto and finished eighth overall in the driver standings. As Lundgaard seems poised to continue His upwards trajectory.

 

Whilst I’m still totally baffled over Pietro Fittipaldi’s selection to replace Jack Harvey! Other than having already noted that Fittipaldi’’s got a better sound vs. vips, and His Oval prowess should be a benefit for the team…

 

(R = Rookie) 

Thoughts upon IndyCar’s current Engine dilemma

As I Hate to say this, but what’s Indy Cars NXT move?

 

In a forever languishing story I’ve intended to scribble here upon No fenders for years regarding the long forgotten Luddi’ lumps’. For which Engine Developments Limited, a racing engine manufacturer founded by John Judd and Jack Brabham during the early 1970’s built those unsuccessful Lotus IndyCar engines campaigned briefly during the 2012 IndyCar season.

 

As I still recall No Fenders Offical Photographer Carpets’ asking the late Dr. Who, aka Tim Wardrop tongue-in-cheek if He wanted Him to throw something on-track? In order to bring out a caution so “Mean Jean” (Alesi) could catch-up to the pack?

 

As that was when sitting in the IMS Flagroom having a few Adult beverages and just Joshin’ around following Carb Day practice, where bothLotus powered entries had been dead last!

 

Making it hard to believe that it will have been twelve years ago come this May! Since I also fondly recall Dr. Who asking me incredulously, What’s a Last Row Party? But I digress…

 

As I’ve previously scribbled a brief version of Honda’s IndyCar history in my three part tome about Honda celebrating it’s 75th Anniversary, so no need to reinvent the wheel here.

 

http://www.nofenders.net/2023/11/honda-racings-75yrs-trilogy-conclusion.html

 

As I first became aware of Judd engines Wayback’ in 1988. When Team Willy’, ergo Williams F1 had lost it’s supply of then Honda’s All Conquering 1.5-litre twin turbo V-6 lump’ to Arch rivals McLaren. Primarily due to Il Lione’, Red 5’, Bloody Nige’ or simply Nigel Mansell wringing the stuffing out of His underpowered Judd CV V-8!

 

Since for some vague reason, I rememberd that Bloody Nige’ had stood on the podium at Silverstone that year. Actually finishing runner-up to McLaren’s Ayrton Senna. With Alessandro Nannini third in the Benetton Ford, while Mansell also set Fastest lap during the race.

 

Judd then built the narrow angled EV V-8 lump’ before constructing the GV V-10 engine, for which I’d forgotten JJ Letho finished third for BMS Scuderia Italia in the ’91 San Marino Grand Prix no less.

 

Since I tend to recall that the naturally aspirated Judd V-10’s had far more success in Sports Car racing. With Kevin Doran inserting one into a Ferrari 333 SP! Along with winning the 2002 Rolex 24 in a Doran Lista Racing Dallara SP1 chassis.

 

Yet as mentioned, Judd provided Formula 1 customer engines during the 3.5-litre normally aspirated era of the 1990’s, mandated for the start of the 1989 F1 season. Not to mention building Honda’s first IndyCar engine Wayback’ in 1986, when it made it’s CART debut with Geoff Brabham driving for Galles Racing.

 

Thus Judd had extensive experience building racing engines for the top two Open Wheel Racing series, and you’d like to believe that this would have transferred successfully to it’s abortive 2012 IndyCar campaign, where it’s 2.2-litre turbocharged V-6 motor sadly became the laughing stock of Indy Cars, myself included!

 

As all I can figure is that obviously the Judd Lotus IndyCar engines were underdeveloped and once again lacked sufficient horsepower to challenge Chevy and Honda, both having more current IndyCar engine production and competition experience vs. Judd…

 

Having read Racer’s December 20, 2023 Mailbag, I came away with some new thoughts towards the conundrum of IndyCar’s current engine dilemma, due to Honda’s Mega’ Shot across the Bow warning over potentially leaving at the end of it’s current supply contract in 2026.

 

First, I now feel sort of glad that IndyCar hasn’t been able to lure a third engine manufacturer into the fray. Since if Toyota had joined, then Arse-sumedly with the exception of going Hybrid, we’d still be stuck in the same racing rut.

 

Having been fortunate to “Grow-up” during the CART Glory Days, including Groan, Nigel mania. Unlike what Marshall Pruett claims about today’s 20-something’s, I did care about the actual, individual engine manufacturer battle!

 

And being a died in the wool FoMoCo’ devotee. Naturally I was thrilled when Ford released it’s new Cosworth XB lump’ which was Uber competitive, followed by the XD Me Thinks…

 

Thus I have to admit I’m not at all interested in a single-spec engine formula as Honda’s Chuck Schifsky has proposed. Yet obviously I also do not wish to lose Honda from the series. Since a small part of my appeal to today’s IndyCar series is there being two engine manufacturers giving us amazing competition!

 

Initially I thought of why couldn’t IndyCar propose an engine development freeze period like Formula 1 is currently in? Although I don’t know if Ferrari, Mercedes, Renault and Honda/RBPT are still spending vast amounts of income for engine “reliability” updates?

 

Thus I liked one Mailbag reader’s question of why not implement a single source V-6 Short Block and allow engine manufacturers to develop their own cylinder head or some other portion of the engine?

 

Or am I just remaining a Dinosaur by not admitting the future of Automobiles and racing purely electrical?

 

As I still do not understand why none of the amazing F1 Hybrid technology has made it’s way into mainstream Automotive application today, some ten-plus years later?

 

Whilst as much as I detest IndyCar’s No. 1 Puffed Shirt Mark Miles. I do agree that IndyCar really cannot go forward until the current Hybrid Energy Recovery System (ERS) is properly sorted and working seamlessly in competition!

 

Especially since it’s such a complicated piece of Kit! Needing to be implemented into an existing design with exceedingly tight packaging constraints!

 

So perhaps the way forward in the future after all is to simplify the Internal Combustion Engine (ICE) portion. And perhaps have either somebody like Engine Developments Limited or Cosworth or others win a tender to provide spec long block engines?

 

As I do realize whilst typing this that the lower tier LMP2 and LMP3 Sports Car categories for both European, Asian and North American series have currently been utilizing sole sourced spec engines…

 

Yet I just feel that this totally Dumbs down the DNA of top-flight motor racing series. Since would Formula 1 still be considered the Pinnicle of Motorsports running a single-spec Power Unit? (PU)

 

Or would there be such a proclaimedBuzz over IMSA GTP if the same sole specification Hybrid engine was required? Nor should IndyCar, the top Open Wheel Racing single seater category in North America be forced to do so…

 

Since after all, what’s that U.S. Open Wheel Racing series that currently utilizes single-spec chassis, engine and tyres? Oh yeah, Can Y’all say Indy NXT? 

Honda Racing’s 75yrs Trilogy Conclusion

As it takes a long time to recount three quarters of a Century, Y’all…

 

Otay, so much for my scribblin’ another short story on No Fenders, Hya!

 

As today’s “Third and Long!” Conclusion of my elongated Honda Racing story starts with a trivia question for Y’all. As in what do IndyCar and British Touring Cars Championship (BTCC)have in common other than Honda winning multiple Championships in both series?

 

Yep, they’ve both terminated their partnerships with Motor Sports Games!

 

Having extensively covered Honda’s multiple foray’s into thee Pinnacle ‘O Motorsports, nee Formula 1. I’d be remiss to not chronicle their Open Wheel Racing travails upon this side of Ye Puddle…

 

Following Honda’s withdrawal from F1 at the end of 1992. Honda Racing Corporation (HRC) built a bespoke 2.65-litre turbocharged V-8 engine to contest the 1994 Championship Auto Racing Teams (CART) PPG IndyCar world Championship.

 

Bobby Rahal, then competing as an Owner-Driver with partner Carl Hogan had absorbed the assets of Truesports Racing at the end of 1992. For which Bobby Rahal had driven for His benefactor Jim Trueman’s racing team for years. Culminating in Bobby’s 1986 Indianapolis 500 win. With Trueman, owner of Red roofs Inn and Mid-Ohio Sorts Car racecourse dying from cancer eleven days after Rahal’s Indy 500 win

 

Rahal/Hogan attempted to carry on with Truesport’s in-house 92C IndyCar chassis, being redesignated the R/H-001 for 1993. With Bobby Rahal being Bumped out of the ’93 Indianapolis 500 by Eddie Cheever, Gasp!

 

For the ’94 season, Rahal/Hogan Racing became Honda’s launch partner. Mating the Honda HRX lump’ to the team’s customer Lola T9400 chassis. With two cars entred for Rahal and Mike Groff in Honda’s return to IndyCar racing.

 

Honda also supplied a third engine to Comptech Racing’s single car entry for Parker Johnstone. As Comptech had been campaigning Honda powered Sports Cars under the Acura banner.

 

With the Comptech IndyCar entry being a partial season campaign focusing solely upon “Twisties” racetracks, i.e.; permanent road courses and temporary street circuits. Seeing Comptech make it’s IndyCar debut at Portland.

 

Unfortunately the new Honda engine was underpowered upon super Speedways. Forcing Rahal/Hogan to opt for customer Penske PC22 Chevrolet’s instead for that year’s Indianapolis 500. Since the team feared failing to make the race two years in-a-row for sponsor Miller Brewing.

 

As Rahal finished 10th overall in the standings, with a best finish of second at Toronto. While Groff finished 20th overall with two Top-10 finishes. Coming in the first two rounds, with sixth place at Phoenix His best result.

 

For 1995, Rahal/Hogan dropped their Honda engine in favour of an Ilmor Mercedes lump’. With the newly formed Tasman Motorsports single car entity running a Honda entry instead. As ironically Tasman was owned by Steve Horne, former Truesports President, Crew Chief and Head Bottle Washer before resigning in 1992.

 

Honda made it’s official return to the Indianapolis 500 the same year with Tasman entries for Scott Goodyear and rookie Andre Ribeiro, who qualified third and 12th respectively.

 

As Indy 500 Aficionados will recall this was the year that Goodyear was leading with ten laps remaining. Before illegally passing the Pace Car! As my memories are quite Foggy now, but believe goodyear was Black Flagged. Ultimately classified 14th, while Ribeiro finished 18th.

 

Comptech continued as the second Honda engine partner, once again running a partial season campaign for Parker Johnstone who would score Honda’s maiden IndyCar Pole position during Round 13 on Michigan International Speedway’s 2.5-mile Super Speedway oval.

 

Two races later upon another Oval-track, at New Hampshire Tasman’s Andre Ribeiro scored Honda’s maiden IndyCar win from Pole!

 

Then for ’96, Chip Ganassi sagely joined the Honda brigade and the rest was History! With Target chip Ganassi Racing’s Top Jimmy’ (Vasser) winning four races enroute to the Championship, while rookie teammate El Zorro’, aka Alex Zanardi was Rookie Of the Year As Honda would dominate the CART/IndyCar Championship between 1996-2001. Winning six consecutive Drivers titles and four Manufacturer Championships.

 

As Target Chip Ganassi Racing would win the Drivers title from 1996-99 with Vasser, Followed by Zanardi (1997-98) and that Montoyer’ feller, nee Juan Pablo Montoya. (1999)

 

Gil de Ferran’s would win the next two Drivers titles for El Capitano’, nee Roger Penske between 2000-01. Before Newman Haas Racing’s Cristiano da Matta with rival Japanese manufacturer Toyota snapped Honda’s streak.

 

Then Honda, along with Toyota and Chevrolet jumped ship to the Dark Side, aka Indy Racing League (IRL) for the ’03 season.

 

As I suppose it’s only fitting or karmic that it would be Bobby Rahal and David Letterman’s Rahal Letterman Racing team scoring Honda’s first Indianapolis 500 victory in 2004 with Buddy “Hot rod” Rice. While Andretti-Breen Racing’s Tony Kanaan won the IndyCar Championship for Honda.

 

2005 saw a repeat of Honda’s dominance, this time with Andretti Green Racing’s Dan Wheldon winning both the Indianapolis 500 and Championship, before Toyota and Chevrolet withdrew at season’s end. Leaving Honda as the sole IndyCar engine supplier between 2006-2011.

 

Yet between 2012-2023, Honda’s been a pretty good choice for engine supplier in IndyCar. Claiming seven Indianapolis 500 victories and six IndyCar Drivers Championships the past eleven years.

 

And I haven’t even dived into Honda, nee Acura’s Sports car exploits! Having learned about Comptech Racing winning the Japanese Auto manufacturer it’s debutante 24 Hours of Daytona win, Wayback’ in 1991!

 

https://racer.com/2021/01/30/rolex-24-retro-acuras-wild-breakthrough-daytona-win/

 

As Comptech would win the Camel Lights championship with Acura’s then brand new NSX V-6 motor bolted to it’s Spice Prototype chassis three years straight, i.e.; 1991-93. Along with a second Rolex 24 class victory in ’92, plus  a class victory at the ’93 12 Hours of Sebring.

 

Not to mention Acura having “three-peated” at the Rolex 24 for overall victory the last three years. Beginning with Wayne Taylor Racing in 2021. Followed by Meyer Shank Racing (MSR) back-to-back W’s in 2022-23.

 

Although MSR’s latest victory came underneath a cloud of controversy, with the team being ultimately caught Cheating with it’s tyre pressures during the race – and penalized afterwards, albeit keeping the win and their Rolex wrist watches…

    

75 Years of Honda Racing Continued

As the 1980’s to early 1990’s were truly Honda’s glory Days…

 

Soichiro Honda wished for Honda to return to Formula 1, this time as an engine supplier only. Wanting to keep a low profile, Honda selected the Minnowesqe Spirit Racing team, founded by ex-McLaren Designer Gordon Coppuck and John Wickham. With the Slough, Berkshire UK team running a Honda powered entry in the European Formula 2 Championship in 1982 with Stefan Johansson and Thierry Boutsen as drivers.

 

The Spirit 201 F2 chassis was quick, claiming eight Pole positions, with Boutsen scoring three wins and finishing runner-up to Corrado Fabi in the Championship.

 

Honda sent prototype 1.5-litre V-6 twin turbo engines to Spirit for winter testing in ’82. With Spirit modifying it’s 201 F2 chassis for Formula 1, and continued extensive private testing, including running at Willow springs Raceway.

 

Having contested the Non Championship F1 Brands Hatch event, ‘lil Stevie Johnson’ (Johansson) made Spirit Racing’s F1 debut at the 1983 British Grand Prix.

 

The car proved fast but unreliable with engine issues. And even though Johansson finished a best of  seventh at the Dutch Grand Prix. Honda was displeased with the team’s perceived lack of progress. And with Williams courting Honda, the Japanese manufacturer moved it’s supply of engines to Sir Frank’s Team Willy’, and the rest was History.

 

The Williams/Honda package soon became a force to reckon with, despite infighting by the team’s two drivers, Nigel Mansell and Nelson Piquet. With Piquet securing Honda’s first F1 World Championship in 1987.

 

Honda also supplied it’s engines to rival’s McLaren, joining Williams and Lotus for 1988. As we All know about the rivalry between Ayrton Senna and Alain Prost! With Senna and Prost winning the next four consecutive F1 Drivers and Constructors Championships. With Honda winning six Constructors and five Drivers titles between 1986-91.

 

Honda then withdrew from Formula 1 at the end of the ’92 season, before returning again in 2000 as engine supplier to British American Racing, known as BAR-Honda.

 

The team reached it’s zenith in 2004, finishing runner-up to Ferrari in that year’s Constructors Championship, including Takuma Sato’s lone F1 podium finish of third at the USGP at Indianapolis.

 

Yet the team was also surrounded in controversy the following year, being disqualified from the San Marino Grand Prix for it’s cars being under weight and using Fuel as an illegal ballast. Being further banned from the following two Grands Prix.

 

Initially Honda bought a 45% stake in BAR, owned by British American Tobacco in 2004. And then the following year purchased the remaining 55%, once again becoming a F1 Constructor as Honda Racing F1 in ’06.

 

As Jenson Button would score His maiden F1 victory at Hungary, Honda’s third and final Grands Prix W’ as a Constructor, before the team slowly declined, and once again withdrew from Formula 1 at the end of the ’08 F1 season. With the team ultimately being bought out by Ross Brawn and becoming Brawn GP, whom dually won the 2009 F1 Drivers and Constructors Championships!

 

Honda returned to formula 1 in 2015 as a Power Unit (PU) supplier to McLaren, one year after the new PU era began. With both parties hoping to resurrect their former F1 glories…

 

Yet the McLaren Honda relationship suffered under the strain of Honda’s underperforming PU. For which I think everyone knows about that Smarmy Spaniard Frederico Suave’, aka Fernando Alonso publicly Humiliating Honda by calling their Power Unit a GP2 engine! No less than during the 2015 Japanese Grand Prix at Suzuka, owned by Honda! Upon Alonso being overtaken easily by a Toro rosso.

 

As the relationship finally fractured, with McLaren jettisoning their Werks’ Honda PU supply at the end of 2017 in favour of customer Renault PU’s for 2018.

 

And although Sauber initially thought they’d secured Honda PU’s for 2018. Ultimately Red Bull’s ‘lil Seester’ Toro Rosso won the supply of Honda Power Units instead. With the Fienza squad ultimately serving as a test bed for HondaPU development, with Red Bull becoming Honda powered the following year.

 

Armed with arguably the second best PU on the F1 Grid, and now most reliable in terms of mechanical failures. Red bull’s Max Verstappen scored Honda’s first Grand Prix victory at the Austrian Grand Prix. Becoming the first of many Honda victories.

 

For 2021, Honda announced it would leave Formula 1 once again at season’s end. For which Honda went out on top thanks to Verstappen’s controversial win at the season finale in Abu Dhabi. Where Maximilian won the F1 Drivers Championship.

 

Yet with Red Bull faced with the prospect of no PU supply and threatening to leave Formula 1. The FIA allowed for an engine development Freeze between 2022-25 with Honda supplying it’s PU’s to be produced by Red Bull newly created Power Train unit instead, (RBPT) for which the 2022 PU were “badges” as. Before now being known as a Honda RBPT.

 

But Honda’s Formula 1 saga doesn’t end there. As they’ve since done another U-Turn and oddly, will provide Factory PU’s to Aston Martin for the new 2026 E-E-E-lectrified’ F1 Power Unit formulae…

 

Interestingly, Honda is denoted as the All-time fifth most successful Formula 1 engine with a total of 89 victories. Which doesn’t include any of Red Bull’s 2022-23 subsequent wins. Claiming a whopping 17 W’s in 2022 and preposterous 21 wins this year!

 

Honda IndyCar Beginnings

In a forever languishing story I’ve intended to scribble her upon No fenders. Engine Developments Limited, a racing engine manufacturer founded by John Judd and Jack Brabham, were commissioned by Honda to build it’s first IndyCar engine.

 

Following the demise of the European formula 2 Championship in 1984, Engine Developments Limited better known simply as Judd, created the Judd AV engine. A 2.65-litre turbocharged V-8 lump’ producing some 740-850bhp.

 

The Judd AV was produced between 1984-90, with presumably updates being made at least thru 1992? But I’m getting ahead of myself…

 

Naturally the Brabham-Honda engine would make it’s IndyCar debut with Galles Racing driver Geoff Brabham, son of Sir Black Jack during the 1986 season. Apparently making it’s CART/IndyCar debut none other than at Portland International Raceway.

 

As Geoff Brabham would score a best finish of fourth with the Brabham-Honda engine, also known as Honda/Judd at Michigan International Speedway.

 

Galles Racing continued running the Honda/Judd V-8 in 1987, where the Honda/Judd lump’ made it’s debut in that year’s Indianapolis 500.

 

Brabham would claim three podiums with the Japanese funded engine. Claiming second at Pocono and Road America, along with third in Miami.

 

For 1988Truesports with driver Bobby Rahal became the engines primary customer. Yet the Honda name was dropped in favour of just Judd. For which astute IndyCar Aficionados know that Rahal would give the Judd V-8 it’s lone IndyCar victory at the Pocono 500 that year. As the Honda/Judd engine had become known for it’s fuel efficiency, but lacked the outright “grunt”, i.e.; superior Horsepower of the dominant Ilmor/Chevrolet.

 

As the Judd V-8 IndyCar engine would continue to compete thru early 1993, but was never a factor for     wins or IndyCar Championships…