On the high of a hill in a sprawling Santa Clarita industrial park within the shadow of Magic Mountain’s curler coasters, a big chapter within the historical past of motorsports was written.
However the story isn’t completed but.
From the surface, the constructing is nothing particular. Behind its partitions, nevertheless, Honda Racing Company has designed, examined and constructed the engines which have received 14 of the final 21 IndyCar championships and all 5 IndyCar races this season. In Sunday’s Indianapolis 500, a race Honda has received 15 instances since 2004, 4 of the highest six starters could have Honda engines, together with two-time winner Takuma Sato, who certified second.
It’s a stage of dominance unmatched in IndyCar historical past — in a sequence Honda in all probability helped save.
A technician works on an engine at Honda Racing Company. All of Honda’s engines for North American racing sequence are inbuilt Santa Clarita.
(Robert Hanashiro / For the Occasions)
Amid the open-wheel civil battle between Championship Auto Racing Groups and the Indy Racing League, Honda was ready to stroll away. Robert Clarke, who began Honda Efficiency Improvement (earlier than it was renamed HRC in 2024) and made it a cutting-edge analysis and growth facility, satisfied American Honda president Koichi Amemiya to provide engines to IRL groups in 2003 after Honda left CART in 2002.
“It just was not Honda’s image of what a race car should be. That’s why Honda initially didn’t want to be involved,” Clarke mentioned. “In my discussion with the president it was ‘OK, we developed all these skills and know-how. Are we just going to give that up and just walk away?’ That’s crazy.
”We invested actually billions of {dollars}. And we’ve seen the success.”
Chevrolet and Toyota finally did stop, leaving Honda as the one IndyCar engine producer for six seasons. Amemiya then doubled down, funding Honda’s transfer to its 123,000-square-foot residence whereas increasing its workforce to 250 from an unique employees of fewer than 10.
Honda hasn’t regarded within the rearview mirror since.
Clarke, 75, left Honda in 2008 although he’s nonetheless one thing of an government emeritus, one who wears the model on his sleeve and infrequently refers back to the firm with the collective pronoun “we.”
Robert Clarke, left, speaks to IndyCar driver Dario Franchitti at Mid-Ohio Race Course in July 2007.
(Jay LaPrete / Related Press)
He was 10 when his father took him to his first race to look at a good friend run in an newbie open-wheel occasion. When younger Robert was invited into the storage and allowed to work on the automobile “I was hooked,” he mentioned. “My bedroom walls were covered with pictures of Formula One cars and all kinds of racing.”
He took the lengthy street to Honda racing, although, learning structure and artwork/industrial design in school, then instructing for 5 years at Notre Dame. His first job at Honda was within the bike accent and product planning departments however when the corporate introduced it was going to enter open-wheel racing, Clarke volunteered and he was quickly tasked with constructing this system from the bottom up.
That was in 1993. By the point Clarke left Honda 15 years later, the corporate’s place as a serious pressure in IndyCar racing was safe and Honda’s two-story hilltop headquarters turned his legacy.
The main focus of labor within the constructing now’s primarily on supporting Honda groups in IndyCar and the IMSA WeatherTech SportsCar Championship. As such, it has turn into a one-stop store for racing groups, housing complete engine analysis and growth operations; prototype and manufacturing elements manufacturing; engine preparation and rebuilding; a cloth evaluation services; greater than a half-dozen engine dynamometer take a look at cells; a machine store; electronics lab; elements heart; a number of convention rooms; and administrative workplaces.
A view of the machine store on the on the Honda Racing Company in Santa Clarita.
(Robert Hanashiro / For the Occasions)
Subsequent 12 months it would present help for Honda’s effort to provide Method One engines to Aston Martin.
Principally the constructing is a maze of quiet workplace house the place engineers sketch out their designs on laptop screens, well-lit meeting bays the place mechanics assemble the prototypes, and the noisy high-tech dyno rooms the place these prototypes are examined. Each stage of a racing engine, from conception and development to being shipped to the observe, is managed on the facility.
“We develop the technology quickly,” mentioned David Salters, the British-born engineer who heads HRC. “We try them. Sometimes they work, sometimes they don’t work and you try again. The point of having a racing facility inside your company is you can be agile. You can try stuff. You can train the people.
“The people are the most important thing of all this.”
The entire course of is extra NASA than NASCAR in that there’s not a speck of grease or oil on the intense, white vinyl flooring and everyone’s palms are clear.
David Salters, president of Honda Racing Company.
(Michael L. Levitt / LAT Pictures through American Honda Motor Co.)
“This is a world-class facility. It needs to be clinical and professional in the processes and systems we have here,” mentioned Salters, who was head of engine growth for the Ferrari F1 workforce and held the same place at Mercedes-Benz earlier than becoming a member of Honda a decade in the past.
“It’s like an operating theater. We’re basically dealing with engines or electrical systems, which are like jewelry. They cannot tolerate dirt or anything like that. Everything has to be spotless and clean and well-organized. This is aerospace.”
And when the engines don’t work, they’re introduced again to HRC and the engineering course of is repeated in reverse searching for flaws. As for why they’re doing all that in a sleepy bed room neighborhood higher recognized for its paved bike paths and rustic mountaineering trails than for its motorsports historical past, that’s simple: Location, location, location.
Clarke initially anticipated to recruit engineers from Indianapolis and Charlotte, N.C., the heartland of American racing, whereas Honda insisted on holding its operations close to its company workplaces in Torrance. Clarke feared dropping individuals from the Midwest and South into L.A.’s traffic-clogged sprawl can be such a tradition shock, he’d lose his finest engineers.
So he selected Santa Clarita, which was remoted sufficient to not really feel like L.A., however shut sufficient to Torrance to be accessible. And the constructing got here with an “Only in L.A.” characteristic: It shares a driveway with the studio the place the favored TV sequence “NCIS” is filmed.
“Every so often a helicopter will land in the car park and we’re all told we can’t go outside in case we get swept away,” Salters mentioned with a chuckle. “There was some ‘Star Trek’ thing where they decided our foyer could be useful. So for a few weeks we had a movie set in our foyer; we rented it out.
“You’ve got to look at business opportunities.”
Adi Susilo, chief engineer of powertrain at Honda Racing Company, appears over giant displays earlier than the beginning of the 12 Hours of Sebring in March.
(Robert Hanashiro / For the Occasions)
It’s early on a cold Saturday in March and HRC’s headquarters is generally empty save for one nook on the constructing’s second flooring the place almost a dozen individuals, some carrying headphones, have gathered behind laptop screens going through six large TV displays.
A continent away, in central Florida, greater than 50 automobiles are lined up for the 12 hours of Sebring. Every driver with a Honda engine has an engineer monitoring their automobile’s efficiency.
Earlier than the pandemic, engineers would journey and work with race groups on website. However for the final 4 years the engineers have been working largely at HRC, monitoring in-car telemetry that gives real-time details about all the pieces from engine standing and tire stress to suspension habits.
“Data is king,” mentioned Adi Susilo, one of many HRC engineers. “Humans make mistakes. Data rarely does.”
F1 groups have monitored telemetry remotely for years, but it surely didn’t turn into widespread in IndyCar racing till 2023. Now it’s an important a part of each main racing sequence, together with NASCAR.
Powertrain chief engineer Adi Susilo appears at a full-size mock up of an IMSA prototype at Honda Racing Company.
(Robert Hanashiro / For the Occasions)
Engineers work out of what appears like a university classroom, solely quieter. When the sound of a disembodied voice does cackle out of a headphone, it appears like NASA Mission Management, the tone flat and unemotional, the dialog quick and to the purpose.
“It’s better for solving problems,” mentioned Susilo about working away from the observe. “If there’s a problem, you just walk downstairs and talk to the guy who built the engine.”
That received’t be the case Sunday. For the Indy 500, Susilo mentioned it’s all palms on deck, so most of Honda’s race-day engineers are in Indianapolis the place the telemetry can be broadcast to their work stations in trailers on the observe.
“A few of the IndyCar races are run that way,” he mentioned, “but the 500 is almost always run that way just because everyone’s out here for the event. We’re also testing a new, hopefully more robust, telemetry streaming as it’s much harder to make sure we get 15 car’s worth of data.”
At first, the concept of getting engineers looming electronically over the timing stand was a tough promote. Trusting somebody with clear fingernails watching the race on displays hundreds of miles away wasn’t simple for some crew chiefs.
“What happens for people like me is that you have to erase the old-school way of thinking,” mentioned Mike Hull, a former mechanic and driver who’s now the managing director for Chip Ganassi Racing and chief strategist for driver Scott Dixon, a six-time IndyCar champion. “You’re electronically shoulder to shoulder with them.
“If you don’t listen to what somebody has to say, it stifles free thinking. Free thinking sends you down a path that you may not have originally been on, but makes you stronger at what you’re doing.”
1. Race engines being assembled at Honda Racing Company. 2. A technician within the HRC machine store works on an engine. 3. Engineers monitor knowledge in the course of the 12 Hours of Sebring in March. 4. A engineer displays telemetry remotely from HRC headquarters. (Robert Hanashiro / For the Occasions)
Dixon, the 2008 Indy 500 champion who will begin Sunday’s race within the second row, agrees. Which is he why he’s made a number of journeys to HRC to personally thank the engineers who design his engines and those that assist direct his races.
“You always feel like there’s a big group behind you,” he mentioned. “You just don’t get to see all them in one place but you know the machine is there, working pretty hard.”
One downside, Dixon mentioned, is it’s important to watch out what you say on the radio throughout races since you by no means know who’s listening.
“Twenty people at home, just on the team side, will be listening just on that one car,” he mentioned. “So the communication is very wide open. You definitely have to watch your Ps and Qs.”
Two years later race groups have grown so comfy with individuals trying over their shoulders, the engineers have turn into as a lot part of the workforce because the automobiles. So when a close-by wildfire compelled the evacuation of the constructing, Honda rented rooms at a close-by lodge, arrange their TVs, laptop displays and a espresso machine in a convention room and labored from there.
“We’re pretty blind without it. The race teams are pretty competitive,” Susilo mentioned. “They feel that instinct still does work. But it’s more data-driven.”
Honda powertain engineer Jake Marthaler displays knowledge in the course of the 12 Hours of Sebring in March.
(Robert Hanashiro / For the Occasions)
Given the funding, the stress will be intense.
“Every two weeks we want to have the latest development. We want to have made progress,” Salters mentioned. “Every two weeks you have a deadline and the deadline does not move. It’s not like they’re going to say ‘OK, we’ll just delay the race a week.’ The flag drops, you’ve got to be ready.
“It’s sort of an engineering sport isn’t it? It’s like a true sport; the best team will win.”
If the IndyCar-Honda marriage has largely been good for either side, it has not too long ago hit a rocky patch.
Honda’s provide contract with IndyCar ends subsequent 12 months and the corporate hasn’t hid its distaste over the dishonest scandals which have not too long ago tarnished the sequence. Final week Group Penske drivers Josef Newgarden, the two-time defending Indy 500 champion, and Will Energy had been compelled to the again of the sphere for the beginning of Sunday’s race after illegally modified elements had been discovered on their automobiles. Group Penske, which makes use of Chevrolet engines, was additionally caught dishonest at first of the 2024 season.
On Wednesday, the workforce fired three of its high racing executives. IndyCar, which is owned by Roger Penske (additionally the proprietor of Group Penske) mentioned it’s exploring the creation of an unbiased governing physique absent of Penske staff.
Scott Dixon drives into the primary flip throughout follow for the Indianapolis 500 on Friday.
(Michael Conroy / Related Press)
That might not be sufficient to revive belief within the sequence. Honda, which provides engines to 13 full-season IndyCar entries and three Indy 500-only automobiles, has declined to touch upon the foundations violations, however confirmed its continued participation within the sequence past 2026 might rely on Penske’s potential to separate himself from policing the sequence he owns and likewise competes in.
Honda mentioned in a written assertion Thursday that it has many considerations, amongst them “the relatively high overall cost to participate as an engine supplier” and “the potential (perceived or real) conflict of interest which may exist” with Penske’s possession of the racing sequence, three of the automobiles competing within the sequence and his “significant stake” in Ilmor Engineering, which designs and manufactures engines for Chevrolet, Honda’s largest competitor.
“Honda continues to have ongoing negotiations with IndyCar’s management and technical teams regarding our future as an engine supplier for the series,” mentioned Chuck Chayefsky, supervisor of Honda & Acura Motorsports.
No matter street Honda takes with IndyCar, it’s unlikely to alter many of the day-to-day work at HRC, which is closely concerned with IMSA and can quickly be engaged on F1 power-unit growth.
So whereas the automobiles might change, the racing won’t ever cease.
The automobile Ryan Hunter-Reay drove to victory for Andretti Autosport within the 2014 Indianapolis 500 sits on show at Honda Racing Company in Santa Clarita.
(Robert Hanashiro / For the Occasions)
“Thirty years ago our sole purpose in life was to look after racing in North America for Honda and Acura,” Salters mentioned earlier than final week’s occasions in Indianapolis. “Last year we changed that. We’re now part of a global racing organization. That’s another opportunity for associates here.”
“The automotive world, it’s pivoting,” he continued. “We are trying some new stuff. We’ll see how it goes.”
One chapter has been written. However the story isn’t completed.
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