The push of a button could be the difference between a thrilling IndyCar
Series race under the lights Saturday at Kentucky Speedway and an
exercise in follow-the-leader.*
The series chose the Meijer Indy 300 to debut a press-to-pass button and
a handful of aerodynamic tweaks in the hopes of improving the show for
fans and creating more side-by-side racing and passing opportunities for
the drivers.
"Based on the feedback from the teams and the drivers, and the tools
that have been given to them, we're better positioned to provide a
better show than we were earlier in the year," said Brian Barnhart, the
president of the Indy Racing League's competition and racing operations
division.
The series began to look into making changes to the cars after last
month's race at Texas Motor Speedway, he said. The 1.5-mile Texas track
has produced two of the top six closest finishes in series history but
did not live up to its reputation that night. Drivers were outspoken
afterward about the inability to pass and again voiced concerns
following the June 27 race at Richmond International Raceway.
"I think it's definitely a step in the right direction," said two-time
series champion Scott Dixon, who enters Saturday's race atop the point
standings and as the defending Meijer Indy 300 winner. "I think the cars
are going to be a little quicker. I think we're looking at 2 or 3 mph
quicker than what we were doing last year and a little more grip, which
should provide better racing."
The fastest lap by a leader during last year's race at Kentucky Speedway
was 218.932 mph when Vitor Meira covered the track in just over 24
seconds.
On Tuesday, the series approved the press-to-pass button for the
remaining six races. The button will be placed on the steering wheel and
when pushed by a driver will provide a 12-second surge of extra
horsepower and 200 rpms.
Drivers will have 20 presses available Saturday. Gains will vary between
5 and 20 horsepower, depending on fuel settings. "It won't take you long
in the race once you get a rhythm to see what it actually does," Dixon
said. "To be honest, I'm sure most people are going to try and save it
until the end. And then everybody is going to be pushing it all at once.
It'll be interesting, for sure." (2 of 2)
Teams were notified earlier this month that they would have the option
of using sidepod extensions, tire ramps or brake-backing plates at 1½
-mile ovals the IRL visits. Employing the three devices together will
add more downforce to cars, but teams can choose to use all, a
combination or none of the options
The series also made alterations to the rear wing that should make it
easier for trailing cars to close on a competitor. "The changes they're
advocating are going to allow us to run more downforce in an efficient
way," Penske Racing president Tim Cindric said. "In other words, without
creating more drag that would slow the cars down.
"The end game is trying to allow the cars to race closer together. And
to race closer together you basically need to try and minimize
turbulence. By changing the (rear-wing) configuration, which is what
creates the downforce, they're hoping this minimizes the turbulence
which allows the cars to run closer together." The aero options throw a
measure of uncertainty into the mix. Practice sessions undoubtedly will
help teams determine what combination works best on this particular
track. The first practice is scheduled for 1:15 p.m. Friday.
"I think it's going to be dependent on a little bit of looking into the
crystal ball," Barnhart said. "It could also be something that's also
weather-dependent. How hot it is will help dictate the level of
downforce that you choose.
"That's what we're looking for. We were looking for teams to have to
make decisions and make choices and to give them options. I think it's
going to certainly help."
Teams were notified earlier this month that they would have the option
of using sidepod extensions, tire ramps or brake-backing plates at 1½
-mile ovals the IRL visits. Employing the three devices together will
add more downforce to cars, but teams can choose to use all, a
combination or none of the options
*
The series also made alterations to the rear wing that should make it
easier for trailing cars to close on a competitor. "The changes they're
advocating are going to allow us to run more downforce in an efficient
way," Penske Racing president Tim Cindric said. "In other words, without
creating more drag that would slow the cars down.
"The end game is trying to allow the cars to race closer together. And
to race closer together you basically need to try and minimize
turbulence. By changing the (rear-wing) configuration, which is what
creates the downforce, they're hoping this minimizes the turbulence
which allows the cars to run closer together." The aero options throw a
measure of uncertainty into the mix. Practice sessions undoubtedly will
help teams determine what combination works best on this particular
track. The first practice is scheduled for 1:15 p.m. Friday.
"I think it's going to be dependent on a little bit of looking into the
crystal ball," Barnhart said. "It could also be something that's also
weather-dependent. How hot it is will help dictate the level of
downforce that you choose.
"That's what we're looking for. We were looking for teams to have to
make decisions and make choices and to give them options. I think it's
going to certainly help.