ind Ycar TEcH
after several years of
playing alone in the
indycar Series, Honda
now has competition
from chevy, with Lotus
The balancing act
for the series is how
to provide enough
technical freedom to
keep them interested,
while limiting the
chances of budgets
getting out of control.
Before joining the
IZOD IndyCar Series
as its technical vp,
extensive Indy car
and sports car
Reynard and March,
plus teams of the
caliber of de Ferran
Jamey Price/La T
F. Peirce Williams/La T
than a visual feast with the 2012 car.
In the engine bay, IndyCar’s biggest
overhaul has helped to produce some of
the most dynamic and tension-riddled
moments so far this year, with Chevy’s
early dominance and the “Turbogate”
controversy generating plenty of headlines.
The new-era engine rules, crafted
with direct input from Ilmor (maker of
Chevy’s engine), Honda Performance
Development, and Engine Developments
Limited (Lotus’s choice to produce its first
bespoke racing powerplant), have afforded
manufacturers enough design flexibility to
create some separation on the race track.
From choosing one or two turbos, to
selecting their vee angles, to allowing
unrestricted piston design, engine suppliers
have just enough latitude to express their
individuality without breaking the bank.
Wi TH cUSTom aEro ki TS arriving in 2013, ind Ycar vP oF TEcHnoLog Y WiLL PHiLLiPS SETS THE ScEnE.
The body eclec Tic
it’s a fairly tightly controlled concept.
We’re not after things like F-ducts
and drS zones. They’re too
expensive for what we’re trying to
do with the aero kits. They’re meant
to brand the whole car without the
expense of an engine program.
all of the visible clothing on the
car is a good way of describing
what the aero kits will encompass.
The engine cover, the sidepods, and
then all the front and rear wing
components, except the main
planes and mounting attachments.
The underfloor, main chassis and
radiator inlet ducts are all spec.
Until the applications come in, we
won’t know if independent aero kit
manufacturers will participate for
2013, but we’re hopeful they will and
we’ve had positive discussions. all
our engine manufacturers intend to
do their own kits, which will give
them their own branding identity.
We haven’t given guidelines on
what it will cost to design and
manufacture aero kits, but our goal
has been to structure the pricing to
make it possible for more than just
engine manufacturers to participate.
We’ve capped the cost for each
aero kit at $75,000, which is still quite
economical for the teams. if you look
at the price of the individual spare
parts for the bodywork, the cost of
an aero kit offers savings, but it’s not
so low as to make the manufacturers
heavily subsidize each kit.
Formula 1-style drS systems won’t be part
of an aero kit philosophy that encourages
some innovation, but not at any cost.