There’s a major change coming to the NTT INDYCAR Series with the implementation of the new hybrid power assist system – and it comes in the middle of the 17-race championship, starting with Mid-Ohio on July 7. While drivers always want more power, not everyone is happy.
“You can’t run two half seasons for a championship,” stated Christian Lundgaard, the 2023 Toronto Indy winner. “The teams that have been running the hybrid know about the balance and the performance of the car. When implemented, there will be some unhappy teams. Half the grid has run the hybrid system, with five to eight sets of tires, running a lot more miles than we do at an official test where we only have three sets. That’s already unfair.”
Efforts to develop a hybrid system retrofitted into the 2012 Dallara chassis, to accompany the 2.2-liter, twin turbo, direct injected V6 engine, lacked progress until manufacturers Honda and Chevy stepped in. Honda developed the Energy Storage System (ESS), consisting of the supercapacitor pack (21 units), DC to DC converter, cooling system, and wiring. Chevy, through its partner Ilmor, developed the Motor Generator Unit (MGU). All these parts, the size of a milk crate, had to fit inside the bellhousing located between the engine and gearbox.
The ESS is low voltage (60V max, 2,000 amps) and charges quickly (4-5 seconds) through an automatic or manual regeneration system, passing the energy through the MGU. Acting on the clutch shaft, the MGU builds power to be stored in the ESS.
Power from the hybrid could be as much as 60 hp initially, although it acts independently of the combustion engine. Drivers still have Push to Pass on road courses, and used together, could result in over 800 hp. How that is utilized is the big test for the drivers and teams.
“The hybrid gives us more opportunity and more tools to work with as drivers,” said Sting Ray Robb. “The automatic regen seems to be the most usable because you’re not moving your hand on the wheel in the middle of the brake zone or corner to hold the button down, which is difficult. As we get in to racing, we’ll see some more of that manual regen, especially during caution flags. The auto regen is a map and preset from the team (based on braking or throttle position). It’s up to the driver to utilize those tools in the right scenario.
“This new hybrid allows different strategies to be applied,” he continued. “It’s a matter of how you regen, how much you regen, and how much you deploy. It’s similar to the push-to-pass when you’re at lower speeds. When you’re at maximum velocity, it doesn’t have a lot of help. With those two complimenting each other, and supplementing one or the other to save one during a race, it could change the racing. But everyone has the same package to work with.”
Hybrid testing started last August by Chevy and Honda, utilizing two teams each, Arrow McLaren and Team Penske, and Andretti Global and Chip Ganassi Racing, respectively. Over 15,000 miles were run by the end of 2023 as functionality and reliability were developed. Implementation was postponed to the final nine races, including two permanent road courses, one street course (Toronto), and six ovals. A few test days have been conducted, allowing the other six teams to become familiar with the hybrid system. But as Lundgaard said, there is still a lack of experience for many drivers.
“There’s a lot more power off the corner,” explained Graham Rahal. “Like any electric, it’s very immediate in its response. It accelerates quickly and then hits its peak. What we have to determine is how much we want to use it, on what parts of the track, and how often. That is going to be individualized by every driver, which is going to be a challenge. It’s pretty confusing and going to be a major advantage to those who have knowledge of it.”
This hybrid system will be usable with no limits during the race, except its short duration per lap (initially), on both ovals and road courses, while the Push to Pass will remain limited and available on road courses.
I once asked Paul Tracy when Push to Pass was first allowed (in Champ Car) if he could use it in the turns. He laughed and said, “Mary, you only use it on the straights. You’d lose traction in the turns, could spin, and likely end up in a wall.”
Drivers must stay on top of the car balance by getting below a certain amount of charge before the brake zone or the brake bias will be further forward, possibly causing front tires to lock.
“You have the hybrid system and the overtake system,” described Santino Ferrucci. “The way you can transition in and out of the hybrid, you can calm the car down. You’re really using it as a balancing tool. It’s a lot of work to be using it every lap, depleting it and reusing it. You’re very busy mentally driving the car. Adding this step is going to increase driver fatigue. It just needs to become second nature.
“The series is already so tight having had this car for so long. Adding another aspect to where the driver can make a difference is huge.”
The hybrid system will add about 100 lbs. to the already heavy Dallara chassis at 1680 lbs. on road courses and 1670 on short ovals (without driver and fuel). Some car components have been modified to reduce weight, saving 30 lbs. total, such as the new magnesium bellhousing and titanium framed aero screen (7 lbs. lighter). Of course, this increases the expenses for each team.
Drivers will adapt, but they may be extremely busy in the cockpit trying to hit the button for manual regeneration or to deploy hybrid energy. In the most recent test at Iowa (0.894-mi oval), four drivers made contact with the wall. Marcus Ericsson had a big shunt at Thermal when he accidently hit his Push to Pass button. So, it’s critical that drivers don’t make mistakes or become distracted using these tools.
“I don’t know how much of a difference it will make,” revealed Colton Herta. “It’s a short burst of energy. If you have a run going, it might give you the edge to pass somebody. But I don’t think it will create the opportunity to pass. If you don’t have the battery fully charged on a restart, you probably deserve to be passed.”
