The introduction of IndyCar’s innovative hybrid system is expected to bring about more chaotic race starts and restarts. As the debut of the system approaches, the details of how it will be utilized during race weekends have been revealed.
One significant change is that drivers will have the freedom to use the hybrid system whenever they desire throughout the weekend. Unlike the existing Push to Pass turbocharger boost, which follows specific rules, the hybrid power system can be deployed during race starts and restarts.
Drivers will no longer be required to wait until completing the first lap on Sunday to activate the system. They can now utilize the additional 60 horsepower provided by the hybrid system to gain an advantage into the first turn if they wish.
The rules clearly state that regeneration and deployment of the hybrid system will be active at all times, except when a car is on Pit Lane. Each track will have its own predetermined limits for the system’s usage. For example, this weekend at Mid-Ohio, drivers must adhere to a per lap limit of 280kJ.
This limit translates to approximately four seconds of boost time, which coincides with the capacity of one full charge of the supercapacitors housed within each car’s bellhousing. It will be the responsibility of the drivers to recharge the system during the rest of the lap, with the next lap’s limit coming into effect when they cross the alternate start/finish line.
During qualifying, drivers will also have access to the hybrid boost, subject to the same per-lap usage limits as during the race. Starting a lap with a full charge and utilizing it in strategic locations could potentially result in a tenth of a second gain, a significant advantage given the tight margins in IndyCar’s qualifying times.
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Furthermore, the updated rulebook outlines the regulations for replacement hybrid units for the remainder of the 2024 season. Each entrant will be limited to a single hybrid unit at a time, with replacements being provided from a common pool by the series when necessary.
A working hybrid unit can be replaced after accumulating 5,000 miles of usage, including practice and testing mileage. The series will then supply a new replacement unit. Early replacements may be granted in case of damage or underperformance, but the final decision lies with the series, not the teams.
If a team requests a change-out for a new hybrid unit, they will incur a grid penalty similar to that of an unapproved ICE engine change. The penalties are nine grid places at an oval and six grid places at a road course.
Each hybrid module, which adds 105 pounds to the minimum car weight, is sealed and cannot be modified by the teams in any way. After extensive testing over the past year, the hybrid module will face its ultimate test this weekend. The physical components will be put to the test, and drivers and teams will be evaluated on their understanding and utilization of the new system.
