Six months after the publication of the first renders, the IndyCar has revealed its official form the new design of the cars that Dallara will put you on track to starting the season 2018, in its configuration of oval. The car, whose chassis remains in essence the DW12 implemented in 2012, has received a thorough facelift at aesthetic, aerodynamic and mechanical, adopting several measures to encourage overtaking, reduce costs, and adopt a look more aggressive. All of this has been referred to as the philosophy NEXT.
The category has exhibited two cars with decorations of the bikers, Honda and Chevrolet, but all of them will look a aerokit single, designed by Dallara and an external consultant, Chris Beatty, in conjunction with the above-mentioned brands, in distancing itself from the concept of aerokit brand introduced in 2014, which generated a lot of criticism for the rising costs and the reduction in overtaking. All the teams will continue with two kits main, one for the ovals faster (Indy, Texas and Pocono), and another for the circuits and the ovals shorts that, for the moment, has only been seen in designs.
To the naked eye, draw attention to two notable absences from the current design. The first is the absence of the upper air intake, which is essential with naturally aspirated engines but not with the turbo, to significantly reduce the deck height engine, and give the car a more aerodynamic and aggressive, the style of the IndyCar of the 90’s, leaving alone the anti roll bar at the top. To that end, it has expanded the size of the side air intakes, built in a carbon fibre and polyethylene (Dyneema) that allow to overcome the safety requirements of the FIA, and has advanced the position of the radiators.
The second absence is that of the protectors of the rear wheels, also referred to as ‘bumpers’, which were one of the main features of the original car to avoid a car stood on top of another, an event that occurs on occasion in the ovals, and that can lead to situations like the massive crash of 15 cars in The 2011 las Vegas that ended the life of Dan Wheldon. Its use during these years, however, has made it clear that the device is not only does not prevent effectively these situations (Scott Dixon at the Indy 500 this year), if not which incites a greater permissiveness to the contact in ovals, as in the many accidents that occurred in Texas. Its neglect, moreover, suppresses problems such as the huge imbalance in the weight distribution caused by the extra weight, which required him to put ballasts in the front, the turmoil and the danger they pose to break off in a crash.
in Addition to the above-mentioned cover engine, the ailerons, both the front and the rear, will be more simple, reduced, and low, being especially noticeable the minísculo rear spoiler of the configuration of the oval, and have eliminated much of the parts aerodynamic that Honda and Chevrolet were designed, including a side panel that he had received the nickname of ‘sponsor blocker’ (blocker of sponsorship). With this, in addition to a more attractive appearance and lower cost, it aims to reduce the dependence of the aerodynamic external in favor of a greater load generated under the car, so as to reduce the turbulence and dirty air, and increase overtaking. IndyCar estimated that the aerodynamics generated under the car will be 66%, compared to 47% of the current model, and ensures that, in a test recently with a car modified this year, the distance from the car in front is reduced to half.
The car dispenses with the bottom domed (‘domed skid’) introduced in 2016 to reduce the possibility of a car rises in the air following an accident at high speed, and has been replaced by two lateral arches in the floor of the car. The improved the side protection has included the merger of the duct of induction and the back ends of the pontoons with two partitions to create, in front of the repositioned radiators, a structure of shock enlarged that increases impact absorption and offers you up to 25 extra inches of protection to the height of the ribs of the pilots.
The security enhancements don’t end there, as the above-mentioned back ends have gained in width, reducing the possibility of a car can climb above the other, and increasing the effectiveness of the ‘flaps’ rear entered the last year. According to IndyCar, the simulations show that the car, despite its greater lightness and an expected increase of the top speed, not being raised in the air tops 90, 135 and 180 degrees. The whole area around the cockpit, in addition, has been modified keeping in mind the possibility of installing a screen similar to the ‘Shield’ tested by the Formula 1, in a version more vertical that is expected to be able to prove in the coming months.
finally, in order to improve the experience of spectators, the LED display that reflects the position on the track, the time of a pit stop and the use of the push-to-pass has been “sophisticated”, although they have not entered into details. What I have pointed out are the two new positions for the cameras onboard, in the front of the car and on the attenuator rear, adding to the three views already available (upper outlet, and rear camera helmet).
This Tuesday, Juan Pablo Montoya (engine-Chevrolet) and Oriol Servià (Honda) will test these new designs on the oval Indianapolis, and may extend the test to Wednesday, if necessary. Subsequently, the circuit configuration and oval short will be premiered next week in Mid-Ohio (1 August), to be tested later in the oval Iowa (10 August) and the version club Sebring (26 September), before delivering the kits final teams in November. The reception on the part of riders and fans has been overwhelmingly positive; it only remains to see if all these changes will have a real effect on the races, both in terms of spectacle as well as security.