Over the course of a couple days at the end of this past week, IndyCar’s two engine manufacturers Honda and Chevy put the latest iterations of their new hybrid system to the test.

After having completed tests on road courses, a simulated street course in the form of Sebring, and a short oval, the new system was finally given a run on the 2.5-mile oval of Indianapolis Motor Speedway.

Six drivers hopped behind the wheel with the new systems affixed, and up to four cars were on track at a time. In all 1,325 laps were turned around the famous track at speeds over 220 MPH.

They tested all aspects of the hybrid power system, including deployment and regeneration of the super capacitor, drafting techniques, and of course reliability of the system.

IndyCar officials were on site to participate in the testing of the components that are due to be implemented for the full 2024 season, as were many high-ranking engineers from both engine manufacturers.

Matt Niles, Senior Engineer at Honda Performance Development, is the project lead for HPD’s version of the hybrid components, and offered his thoughts on the tests so far.

“I think, yeah, we’re pretty set on where we are with the energy storage [capacity],” said Niles. “I think we’ve been finding out how all these different components survive in this environment.

“The vibration is unique. Also the temperatures that we deal with. We’ve been learning a lot about that. But I think going forward, a lot of it is really how we use the system and the parts and pieces we have, and how that’s regulated on track and how the drivers use it, how the engineers interface with it, how we go racing.

“That’s where we’ve been going through sort of street course at the short course at Sebring, we’ve been running short ovals, road courses, and now we’re here at this hallowed ground to see how it works here.

“We just kind of have to go back through all the data, start making some decisions on how we go to St. Pete.”

IndyCar’s implementation of hybrid components has been a long time coming, and was delayed for a couple years due to complications surrounding the pandemic.

The system is also unique among other racing series that have their own electrification components.

IndyCar devised a way to stick with its existing 2.2-liter engine, and placed the super capacitor energy store within the bell housing, which sits between the engine and the gearbox.

This allows for a direct attachment to the drivetrain, and also keeps the entire package small and light, which is crucial for an open wheel car.

Different levels of driver control have been tested throughout the development cycle as well, with every option from manual regen and deployment to fully automatic usage through software programming put through its paces.

When the driver is in full control of the system, the clutch pedal on the steering wheel is repurposed as the regen paddle, and a button on the front of the wheel deploys the stored energy.

The final decision about how the hybrid power will be controlled has not yet been made, but the goal for IndyCar officials is to get that finalized soon. And the goal for Honda and Chevy is to get the new components sent out to all the teams in time for them to have the system implemented at the first race in early March.

“I think to get all the teams have their hands on it, our goal is to have that before the end of the year,” continued Honda’s Matt Niles.

“I think getting all the parts and pieces in place by St. Petersburg is going to be a challenge. But that’s what we do here, is challenges. So we’re going to keep pushing ahead and get it done.

“We had [steering wheel] paddles on the car already. Using that for regen seemed like the natural thing to do. We had to do some software trickery to reassign the clutch paddle for use while out on track.

“But it seems like it could work, and that’s what we’re trying to figure out here today and tomorrow, is get the drivers out there together and see if we could get it to work in a pack.”

Although secretive, the two-day test was presented as successful. Drivers were able to drive in a pack, plan their regen strategies, deploy extra power for a pass, and all the things they expected to be able to do.

A couple of the drivers with the most experience testing the hybrid systems were part of the test at Indianapolis, with the two most recent series champions Will Power and Alex Palou providing their insight.

Alexander Rossi, Colton Herta, Marcus Ericsson, and David Malukas were also part of the test, and were able to give a wide range of feedback to the engineers directing the procedures.

The feedback from all sides was positive, and there was next to no downtime due to technical issues or repairs. Driver’s thoughts instead focused on the differences in driving techniques to fully utilize the hybrid power.

“I have to say, in qualifying, you’re going to be pretty busy on that first lap,” said Will Power describing how an Indy 500 qualifying run might proceed. “Pretty sure you regen on that lap, decide when you deploy.

“Between that, the weight jacker, switching the fuel slot, and the bars, yeah, pretty busy qualifying.

“As soon as you’re in the draft of someone [during the race], you’re going to be regenerating. Then you’re going to be trying to time that deploy of what you want to pass.

“Maybe you’re not going to get him and switch off and regen again, wait for a better run. I think that will be really based on how you’re running.

“Yeah, I think you’ll try to keep that tank full. Instead of hitting the limiter or lifting, you’ll grab the paddle to regen. Yeah, it will just be a constant changing thing.

“I think [IndyCar officials] are still playing with the rules, because you may have it where you have auto regen and deploy, but you also have the ability to pull the paddle. Instead of getting into the hard limiter in top gear, you use that as a regen tool.

“Yeah, it’s still a lot of stuff to go through. I mean, I have had a lot of miles in that thing. I think if you’re not having to pull that paddle [on the road courses], it would be an advantage because that is quite awkward on a road course to be grabbing that, hitting it every time out of a corner.

“I don’t think that will be the case. The last test we weren’t doing that. It was auto everything. I think they’re still kind of trying to understand how best to use it, which I think the best way to use it is to get the most out of it for lap time, which is using it as much as we can.

“At first, it’s going to be reliability.”

With four drivers running at a time without issue this past week, the next major goal is to have 10 cars on track at the same time.

Reliability is the number one goal for the system – teams would not be happy to have race retirements that are out of their control – and reliability is best tested with as many cars on track as possible.

A 10-car test, with 10 different teams on track at once, is currently scheduled for early December, and will represent a significant milestone towards the rapidly-approaching deadline that is the 2024 season opener.

For now, a bit of satisfaction as the system seems to have worked as expected while powering the cars for the unique demands of the Indianapolis Motor Speedway.

The Indianapolis Motor Speedway oval will be busy next week, with multiple IndyCar testing programs taking place over the course of three days.

Wednesday, October 11 will see the first on-track running of the week, with Tom Blomqvist, Marcus Armstrong, and Linus Lundqvist taking to the 2.5-mile oval to complete the Rookie Orientation Program.

Kyle Larson will then hit the track on Thursday to complete his own orientation in preparation for his Indy 500 / Coca-Cola 600 double attempt in 2024.

The orientation sessions are a mandatory precaution imposed by IndyCar in order to familiarize the high speeds before allowing them onto the track with a full field of experienced drivers.

Each driver will complete a few laps at prescribed speeds, typically 10 laps between 205 and 210 MPH, in order to get a feel for the car and get comfortable with the low downforce package.

Once the required number of laps are complete, and race control feels the drivers are in sufficient control of their vehicles, they will be allowed to move to a faster speed range.

The process continues until they are running at the full capabilities of the DW-12 chassis and are averaging nearly 230 MPH.

Aside from the rookie testing, there will also be high speed testing conducted of the series’ new hybrid engine package.

Alex Palou and Colton Herta will be driving Honda’s test cars on Thursday, while Will Power and Alexander Rossi will test out Chevy’s version of the new setup.

Power and Palou will hit the track again on Friday, with Marcus Ericsson and David Malukas joining them to sample the new technology on the oval for themselves.

The new hybrid components have been tested at a fair share of tracks over the past couple months in increasingly demanding situations, and many more tests are scheduled throughout the offseason.

The hybrid system is scheduled to be implemented for the full 2024 IndyCar season, and the series wants to make sure the system is as reliable as possible before the first race in March.

The NTT IndyCar Series has only a couple races left before it is set to introduce a new hybrid component to its engines beginning at the start of the 2024 season.

Both Honda and Chevrolet have been testing multiple iterations of the hybrid systems over the past year, which employ a unique layout that places the batteries within the engine bellhousing.

According to Honda representatives, one of the biggest concerns from the manufacturers has been reliably sourcing components for the all-new design. But development has continued steadily regardless, and the weight of the system has been reduced drastically over the course of the past year.

The components have been put through ever more stressful tests, and so far seem to be holding up well enough for the series to continue on with the 2024 introduction timeline.

Scott Dixon has been tipped to be Honda’s designated test driver throughout the development process, and related recently that he has noticed big improvements during his recent tests.

“It’s definitely still a work in progress,” said Dixon about the new hybrid system. “I think the last few iterations have been a big jump forward.

“I think there’s a big relevance for technology that is key for our manufacturers, right, and what they do on a global kind of scale, especially what cars they produce for Honda. The hybrid situation is very big for them. I know they’ve put a lot of effort into it. The same with IndyCar. It’s something that they’ve committed to.

“I think it was kind of iffy for a period of time there for [implementation] next year. The last test went really well at Sebring. Logged a lot of miles. October, November, December, even in January with a lot more cars running it.

“The technology is pretty cool. It’s not our usual systems that I think we’ve seen in IMSA or other formulas. I hope they stick to not going automated, that it’s really on a driver input factor, which I think will spice up our racing, as well.

“I think it’s heading in the right direction. We’ll have to see once we get closer to the time. There’s a lot of effort that’s brought to this and it’s cool to see the tech they’re bringing it.”

IndyCar initially planned to introduce the hybrid systems, along with a new 2.4-liter engine, for the 2023 season, but development issues combined with pandemic-related supply chain problems forced a delay.

Development of the larger engine was paused while efforts were concentrated on getting the hybrid components race ready.

With testing becoming more frequent, and less secretive, as time goes on, fans of the sport have been pleased to note that the engine noise remains unchanged with the new components.

That particular point is another positive in Dixon’s mind, who understands that sound plays a crucial role in the entertainment factor.

“Yeah, for sure,” continued Dixon. “I’m passionate about cars that sound like race cars. That is definitely prominent for IndyCar’s future.

“Again, hopefully they spotlight the technology, too. I think it’s definitely different from what we’ve seen in other formulas.”

Reigning IndyCar champion Will Power remains hopeful that new car components can be introduced soon to the series he calls home, or even a whole new car package, and that the design is well thought out ahead of time.

The ageing engine / chassis formula that IndyCar has raced since 2012 has been a topic of discussion for drivers and fans alike, and there has been some slow progress made by the series in recent years towards introducing new engine and hybrid components

The latest plans call for the hybrid pieces to be added to the current 2.2-liter engine in 2024, but the design is still not robust enough to have completed anything more than scattered on-track testing.

With added weight, and subsequent balance issues, still a concern with the new parts, some veterans are of the mind that a whole new chassis design would better accommodate the new components.

Power in particular has volunteered to put his experience to use to help make sure a new formula works well if he’s asked, and hopes that other experienced engineers are asked to contribute their expertise in the design phase as well.

“Yeah, honestly I think [IndyCar] needs a whole combination of new car, new engine, new everything if they’re going to [introduce the new engine],” said Power. “Get the weight distribution right. It means you can sweep the front wheels back a little bit because you get the wheel base you need.

“I hope if they do a new car, they speak to a very experienced driver and engineer together on what is required. Especially for someone like me, I’ve been through Champ Car, many different weight combinations. I have a really good knowledge of what the tire size of this car needs, weight distribution-wise, power versus weight, all that.

“Yeah, we’ll see going forward. I mean, I get it. If everyone has the same [thought], ‘Why spend the money?’ I understand that. The racing is good. ‘Why would we go and have to have the teams spend a ton more money?’ But I’m a driver, so I’d love a new car. All the good stuff with a new car.”

A new car, more specifically a new spec chassis, does not at this time have any solid plans for implementation.  A new 2.4-liter engine was scheduled to be introduced by IndyCar alongside the new hybrid components next season, but that plan was recently put on hold.

Power has been one of a couple drivers asked to help test an early version of the hybrid supercapacitor system attached to his car, but has had limited running due to a variety of teething issues.

Even in the short time he was able to test the system out a few weeks ago at Sebring, it was obvious to the veteran that the added weight would be its own problem on top of the reliability and functionality of the system.

More testing is scheduled for dates throughout the upcoming year, where it is hoped that many of the concerns can be ironed out ahead of the hybrid debut in 2024.

The current generation of IndyCar is growing old.  Not the drivers, but the cars themselves.  The current chassis was introduced in 2012, as was the 2.2-liter engine.  Both have been raced for over a decade, and neither are currently scheduled to be retired.

The tried and true formula has produced many spectacular races over the past decade, and has brought in fans from around the world.  At some point, however, there needs to be a new generation of car in order to keep interest levels high.  Many younger fans have seen the same underlying formula on track for their entire lives, and yet there are no solid plans to update the cars to something substantially different.

So when does the current generation of IndyCar become the previous generation, and can the series stay relevant while other racing organizations continue to innovate?

Delays, Delays, Delays

Nearly every aspect of the current car that the NTT IndyCar Series races is due for an update.  Both the Dallara DW12 chassis and the 2.2-liter engine formula have been raced for 11 years, making for an extremely long life cycle in the world of competitive motorsports.  And as one would expect, the series has announced plans to develop a replacement for each of these components.

But there has also been one consistent follow-up story to every one of those announcements: Delayed.

The reasons given for each delay make sense on their face, and nobody is denying there are a multitude of difficult plans that need to come together to implement a major change.  A delay to a proposed hybrid system due to development issues?  Understandable.  A delay to a 2.4-liter combustion engine because the existing manufacturers are tapped out on funds? Not great, but business is tough.  A delay to a new chassis rollout because the current one is safe and produces good racing?  Fans will tolerate that viewpoint for a while, as long as there is innovation introduced in other areas.

When every one of these delays come together, the result is that, once again, there are no substantial updates to the series’ cars planned for the 2023 season.  Instead of looking forward to seeing the next innovation on track, fans have begun to wonder when news will break that said innovation has also been delayed.

Fans aren’t the only ones that become disheartened at constant delays either.  Imagine you represent either Honda or Chevrolet, the two competing engine manufacturers in the sport.  You put as many resources as possible into your program, using every scrap of your budget to field as many cars as possible while providing a competitive power unit.  You have been told that the series is going to bring on a third engine manufacturer to allow you to reallocate some funds to develop a new engine.

But news of the new manufacturer never comes.  The added research costs are not being balanced out by the promised relief.  And soon you realize that, despite having your engine refined enough that it has completed a successful on-track test, the plan has become unsustainable.  The new engine is forced to be put on an indefinite hold one year before its planned rollout, and focus turns back towards producing as many of your existing engines as possible to fill the need.

That example describes just one way in which recent delays to existing plans have affected those that are critical to the success of the series.   Similar situations have played out with planned introduction of hybrid components and with a replacement for the aging Dallara chassis.

For the chassis in particular, it seems there is very little urgency to get a new design on the track.  As recently as this past April, the boss himself Roger Penske has been quoted as saying that he ‘didn’t see any urgency at all’ to develop and implement a new chassis within IndyCar.  It seems that racing a car whose design is bordering on becoming a teenager is not considered a big problem, at least for the highest levels of leadership.

Success with minor changes

It would be unfair to IndyCar to say that there has been complete stagnation, because there has been some innovation in recent years.  Multiple smaller updates have been implemented in the 11 years since the current chassis was introduced, and most of them have been successful.

Multiple different body kits have been fitted to the DW12 chassis, which has produced some wildly different designs.  From 2015 to 2017, Honda and Chevrolet developed their own body parts to affix to their respective team’s cars.  The designs were innovative, but quickly became what most fans would consider ugly.  The universal body kits unveiled in 2018 were a step in the right direction and are still in use today, with only minor and largely unseen changes implemented to help tweak the overall aero balance.

2020 saw the addition of the Aeroscreen, which was a generational leap in safety.  Since its introduction, the cockpit protector has already saved multiple drivers from near-certain injury.  It was the right solution at the right time, and it is fortunate that it could be so well integrated into the current chassis design, otherwise that update may very well have been delayed as well.

Even through it drastically changed the look of the car, the fact remains that the Aeroscreen is still just bolted on to the existing chassis, and the car itself did not take a leap forward in technology due to its addition.  As elegant as the design looks, there is still the familiar Dallara DW12 sitting underneath.  And there is still the same 2.2-liter turbo engine powering the rear wheels.

Other small safety innovations are coming next year, such as a more forgiving rear crash structure and a fix for the stagnating water that tends to accumulate on the windscreen in just the wrong location.  But again, none of these updates comes close to constituting a generational change.  A change that is now overdue.

The danger of being left behind

With IndyCar’s hybrid engine components the next, and currently only, new component with a defined implementation schedule for the next couple years, there are simply not many exciting changes on the horizon.  Other popular series are introducing brand new formulas with much more regularity, and they are getting attention because of it.  Those looking for new and flashy cars will be drawn to IMSA’s new LMDh prototypes or Formula E’s new Gen3 cars next season, and not a series that races cars fundamentally designed in 2012.

Nobody is doubting that IndyCar’s on-track product is good.  In fact it’s one of the best around, especially if value is placed on a balanced field where half the drivers competing could realistically pick up a win on any given weekend.  But any spec series will give you those same qualities.  There is a reason that the Mazda MX-5 Cup, as just one example, does not get the same level of attention as IndyCar.  There’s more to the entertainment equation than close finishes and unpredictable results.

A major part of that equation is the ‘Wow Factor.’  To be truly excited by a racing series, fans crave that Wow Factor with regularity.  It can come from brave passing moves from elite drivers, spectacular-looking cars racing around scenic venues, or even disbelief that the cars themselves are physically capable of the extreme performance on display.  Once a series has had the same cars competing for over a decade, the spectacle risks becoming normalized.  Or even worse: boring.

Formula E is just a couple weeks out from introducing a radically new car, one that is replacing a car that was only four years old.  And it’s not just the look that’s new.  The third-generation car is 80 kilos lighter than the original spec from 2014, has nearly double the power, and has introduced four wheel drive.  It’s a rapid maturation, and it has taken place entirely within the ongoing lifecycle of IndyCar’s DW12.

Innovation is necessary to stay relevant, and innovation is key to attracting new participants.  In addition to the commercial factor, car manufacturers genuinely want to use racing as a way to advance their road-relevant technology.  Tire manufacturers want to use on-track performance to guide new products consumers can buy.  If the formula is static for too long, it risks falling onto the customer side of the equation rather than the design and testing side.

Every race series has its place, and IndyCar’s place is the premiere open wheel series in America.  There should be innovation on display.  There should be top-level drivers piloting nimble cars.  And there should definitely be a Wow Factor that comes from showing off a unique and genuinely exciting race car.

IndyCar’s leadership needs to make sure that they can follow through with their own plans to advance the series into the next generation.  The series is currently enjoying a wave of relative popularity, so the situation is not yet mission critical.  But even casual fans are noticing that new technologies are seemingly always moving a bit further down the road.  There needs to be something new and exciting on display before IndyCar loses relevancy amid a rapidly-advancing landscape.

IndyCar has been working with technology development company MAHLE to design the systems for its upcoming hybrid conversion, and now will look continue the final steps of that development in-house.

Work on the new hybrid system, which will be used to power the push-to-pass system on the cars starting in 2024, has successfully met a few key milestones in development.

Now that a few basics of the design have been ironed out, IndyCar will continue working in-house, alongside the expertise of Honda and Chevrolet, to bring the system into a final race-ready product that can be installed on all cars.

It is thought that early stages of the development of the hybrid systems hit a few snags in the past year, which was part of the reason the implementation was pushed back from its initial schedule.

“We are delighted to have supported the NTT IndyCar Series to develop the new push-to-pass hybrid system,” said MAHLE Powertrain Managing Director Hugh Blaxill.

“We’re particularly appreciative of the expertise and support we have received from IndyCar, HPD and Chevrolet during the system’s development, much of which took place during the significant global supply chain issues that demanded even closer collaboration between ourselves, the entire IndyCar team and our suppliers to help resolve.

“I would like to thank the MAHLE Powertrain team for their hard work and dedication to reaching this milestone, and we look forward to watching the hybrid system perform on track to deliver the exciting racing that IndyCar fans enjoy.”

The new hybrid system will use supercapacitors rather than batteries, which will cut down on the amount of weight added to the cars when it is implemented in 2024.

The design is reportedly compact enough to fit entirely between the 2.2-liter engine and the transmission, which is unique among other hybrid systems in the racing world.

“We appreciate the innovative solution initiated by MAHLE Powertrain and their hard work in the development of our new hybrid system,” said IndyCar President Jay Frye.

“We are also grateful for Chevrolet and HPD, as well as the IndyCar team, for their close collaboration in this important project and continued work as we proceed toward implementation for the 2024 NTT IndyCar Series season.”

One of the common complaints from drivers in IndyCar, and most modern open wheel racing series, is that the cars are too heavy and no longer have the agility that cars from the past had.

When the current DW-12 chassis was introduced in 2012, it weighed approximately 1600 pounds without the driver and fuel.  That has increased over the years to be 1700 pounds this season for road and street courses.

Drivers have already been vocal about the fact that the cars are not as nimble as they used to be.  The looming hybrid engine formula, which has been delayed and is now set to be introduced in 2024, will push that weight limit even higher.

In an interview released by the series, IndyCar President Jay Frye related that the concern is on his mind as well, but the immediate focus is on other areas to maintain a competitive and exciting racing product.

“In 2024, you’ll see some differences in the car,” said Frye.  “With the new engine, there are going to be different components that are added, which will impact the look of the car.  It’s going to come out of the box with over 100 more horsepower, and we will have achieved our goal of more horsepower and less downforce.

“We are also working hard to reduce the overall weight of the car.  Interesting fact – at the start of a race, an IndyCar Series car and an F1 car weigh virtually the same.  Fuel loads and IndyCar pitting and F1 not pitting for fuel change the dynamic throughout the course of a race.

“The highest-contributing factor to an IndyCar Series car’s weight gain has been safety components.  An IndyCar Series car has to withstand incredible impacts with 240+ mph speeds at Indianapolis.

“The Aeroscreen and driver side-impact device have contributed the most to the weight gain, but we feel the benefits far exceed the negatives.

“The new hybrid system will also create hurdles with weight, but with changes to the car and engine, it also offers opportunities to reduce overall weight, and we will continue to work hard on that.”

Some of the future innovations that can help with weight include a planned lightening of the Aeroscreen safety device that will coincide with the new engine formula in 2024.

But large gains in bringing down the total weight will only come through a new chassis, which is still being developed jointly between IndyCar and Dallara.

There is no timeline for a new chassis introduction at this point, but it is guaranteed to be at least a few years away.

The NTT IndyCar Series has delayed the introduction of its new hybrid powertrain one year, moving the change to the 2024 season.

The change is a result of ongoing supply chain and component shortages, which had already delayed the first on-track testing of the new systems by a couple months.

“We are pleased with the pace of the technical development of the 2.4-liter, twin-turbocharged V-6 hybrid as we prepare it for competition,” said INDYCAR President Jay Frye.

“We are very encouraged by the progress our team and our partners have made, but an immediate decision needed to be made to ensure we are prepared for the 2023 season utilizing our current 2.2-liter engine package.

“Thanks to our great partners at Honda and Chevrolet for working through this challenging supply chain situation.  We are going full speed ahead with the 2.4-liter hybrid engine and cannot wait to have it on track in 2024.”

The new engines will give IndyCars nearly 900 horsepower when the combustion engine and electric motors are combined, and will add more weight to a chassis that has already had to burden numerous weight gains since its introduction.

Multiple drivers who have tested cars with added weight to simulate the new configuration have voiced concerns about how heavy the cars will become with the new engine.

The current 2.2-liter engine formula will be used for the 2023 season, extending its life one year longer than originally planned and continuing IndyCar’s stable regulation period.

The first on-track test of the new powertrain is now scheduled for March 30-31 at Sebring International Raceway.

The World Rally Championship is “on course” for the introduction of its hybrid era next season, FIA rally director Yves Matton insists.

The WRC. will introduce a “state-of-the-art plug-in hybrid power unit” for 2022, with backing from all three manufacturers: Toyota. Hyundai and M-Sport Ford.

However the plans have faced delays because of the COVID-19 pandemic, but Matton insists the programme is advancing at an “accelerated” pace to ensure it meets its deadline.

“The Rally1 hybrid project is a major landmark in the development of rallying and underlines the FIA’s commitment to sustainability and advanced technology,” commented Matton.

“Of course, any new product that is being developed encounters challenges. During the current test phase, there is strong collaboration between the FIA, the manufacturers and our technical partners. We are working as one to complete tasks that are synonymous with a development cycle of this nature.

“At present, we are operating an accelerated process due to delivery delays brought about by the effect of the COVID-19 pandemic but with eight months remaining to the start of the 2022 season, we are on course.”

As part of the agreement, teams will use the same platform for three seasons as part of measures to control costs, whilst boosting the sustainability of the championship.

The Rally1 category will also showcase major safety breakthroughs with a new safety cage design, developed in collaboration with the manufacturers following an exhaustive analysis and crash test programme.
 
At present the new hybrid units are undergoing bench testing, initial units have been supplied to the teams for integration into their safety cell designs and private testing is also underway.

The NTT IndyCar Series has confirmed it will be testing the push-to-pass system on the Indianapolis oval as part of its preparations for the introduction of hybrid power units in 2023.

This Friday IndyCar will be overseeing the day’s running with solo simulation runs in the morning followed by an afternoon session in which all four drivers run on track together.

The four drivers participating will be Ganassi’s Scott Dixon, Team Penske’s Josef Newgarden, Andretti Autosport’s Alexander Rossi and Arrow McLaren SP’s Pato O’Ward.

A new 2.4-litre V6 turbocharged power unit is set to be introduced in 2023, including a hybrid system, capable of delivering over 900 horsepower.

The introduction of the new specification engine was pushed back a year owing to cost concerns relating to the pandemic.

Honda and Chevrolet have committed their long-term futures to the series with IndyCar still on the search for a third manufacturer.

Ferrari had been in discussions with IndyCar about a possible partnership, but those talks have since cooled.

The new hybrid units will also allow drivers to restart their own engines should they stall on the circuit reducing the risk to the AMR safety crews on the track.

The 2021 IndyCar season is scheduled to get underway on April 18 at Barber Motorsports Park for the Honda Grand Prix of Alabama.