LOS ANGELES—Car companies like Jaguar go racing for a couple of reasons. One is to infer their engineering in as extreme a crucible as possible, something the English company did to good outcome with technologies like front brakes and monocoque framework construction in the 1950s. The other reason may be reduction high-minded, but no reduction important—races sell cars. Call it “speed by association.” That’s utterly loyal of racing programs that use street cars as their starting point, which goes some way to explain the Jaguar I-Pace eTrophy, a one-make race series using electric vehicles that will transport and race with the Formula E playground next season.
Jaguar was one of the first OEMs to take the thought of electric racing seriously, and it has had a group competing in Formula E for a while now. That’s useful for building its engineering know-how, but a Formula E race car—with its open wheels and a singular seat—looks zero like an EV you or we could buy. What better way, then, for Jaguar to let people know that its new I-Pace EV—which hits the showrooms in 2018—can hoop it than by having a container of 20 of them race any other as a support series? And given all the cars will be matching I-Paces, a Jaguar is guaranteed to win every race.
“What we adore about this kind of racing, generally in the sports automobile racing and this kind of, what we’re articulate here, about the eTrophy is, it’s recognizable,” pronounced Bobby Rahal. The former Indy 500 leader and three-time champion runs a racing group that competes in IndyCar and IMSA’s WeatherTech sports automobile series, and it’s now sealed up as the first eTrophy team. “It’s something you see on the street; there’s approach aptitude to what we sell in the showroom, and we don’t consider you can exaggerate the value of that or the significance of that.”
This isn’t a novel idea; one-make series abound, from Spec Miata in the grassroots all the way to Porsche Supercup. Perhaps the many noted was the BMW M1 Procar championship, which ran alongside Formula 1 in 1979 and 1980 and featured big-name drivers and large esteem purses. Like Procar, the I-Pace race cars will be firmly tranquil by regulations.
It really has to be for you to keep the costs in line ’cause otherwise, the freer it is, then the some-more people turn involved. Then that nice, efficient, comparatively inexpensive knowledge is no longer that. And then it just comes down to, how much income do you have?”
The old Procars, you couldn’t do much to those, either, so, again, a good comparison ’cause it’s really flattering much the same. The cars are delivered for you to the circuit, they’ve been maintained, so here it is, go race. Now, I’m certain there’ll be little things that can be finished to try to balance the automobile for that sold circuit, but again, you’re not changing springs, you’re not changing hurl bars. It’ll be down to tire pressures, maybe cambers, castor, things like that, maybe. I’m not utterly certain until we see the full manners package, but it’s going to be flattering restrictive.
The I-Pace ought to make a flattering good race car, utterly on the proxy street circuits that contain the Formula E calendar. The automobile is a rather compress crossover, so it should be utterly nimble. It will have 298kW (400hp) and a 0-60mph time under 4 seconds, so it will be quick. And with such a low core of gravity—courtesy of a 90kWh battery pack—it should be a fast height for the drivers to exploit.
Who those 20 drivers will be is as-yet unknown; the first race isn’t for another year, and Rahal is the first group to dedicate to the series. Before next December, Jaguar Racing will need another 9 organizations to sign on to the package, which includes full technical and logistics support. While we doubt Jaguar Racing needs any recommendation from me about the eTrophy, we can’t help meditative what a good thought it would be to entice a publisher or two at any round. What could presumably go wrong?
Listing picture by Jaguar