Capitalising on hybrid power at Indy 500

Helio Castroneves felt an immediate difference – a subtle but noticeable uptick in speed – the first time he utilised the boost of horsepower offered by IndyCar’s novel hybrid engines around the imposing oval of Indianapolis Motor Speedway.

The question now facing the four-time Indianapolis 500 winner, along with the rest of the drivers on the 33-car starting grid for the 109th running on Sunday, is how best to capitalise on the hybrid over 200 laps spent entirely on edge.

Empty it entirely and then wait for it to recharge, which might take several laps? Save it for short bursts for passes or to defend? Perhaps use it slowly to run down the leader or build a big advantage once out front?

“There is so much more that goes into this than I think people realise or recognise,” acknowledged Indy 500 veteran Graham Rahal, whose father Bobby Rahal won the 1986 race. “It’s an interesting thing. I mean, the hybrid, it’s quite powerful here. On a single lap if you utilise it correctly, it does make a hell of a difference in lap time or lap speed.”

The genesis of the hybridisation began years ago, when IndyCar manufacturers Chevrolet and Honda wanted to better align their racing programmes with a shift in consumer demand towards hybrid and electric vehicles. But the project was beset by delays as engineers struggled to fit a bespoke hybrid unit into the IndyCar chassis designed more than a decade ago, and that had to meet certain requirements for weight and safety, among other things.

The result was finally unveiled before last year’s Indy 500, a design based around ultracapacitors rather than heavy batteries. It provides a quick boost to the existing 2.2-litre, twin-turbocharged V-6 engines before recharging to be used again.

The system was introduced at Mid-Ohio midway through last year’s IndyCar season and has been in use ever since.

But it has never been used somewhere like Indianapolis Motor Speedway, where speeds at the end of each straight can hit 240 mph, and the difference between winning and losing can be measured in thousandths of a second.

“I’ve had some really interesting conversations with drivers about how of all places where the hybrid is going to make a huge difference, it’s going to be at Indianapolis,” IndyCar president Doug Boles said. “I asked why and they say, ‘Well, you think about Indianapolis, how trimmed out we are – especially in qualifying – any incremental difference in horsepower makes a difference.

“We’re going to see some exciting racing,” Boles continued, “and the strategies that I have heard from drivers in terms of talking about how to deploy the hybrid vary wildly. It’s going to be fascinating to watch how this goes.”

It hasn’t gone without its share of problems, either, dating to an open test last month and right through practice Monday.

For one thing, the hybrid still checks in at about 100 pounds, which is significant on a car that weighs just 1,600. And all of that weight is in the back of the car, which has dramatically altered the way they are balanced and ultimately perform.

“That’s a lot of mass percentage-wise you are adding,” two-time defending Indy 500 winner Josef Newgarden said. “It’s almost like adding 200, 250 pounds to a stock car. If you said, ‘Hey, guys, we’re going to bolt 250 pounds to these stock cars, see what you think,’ I bet they would all go, ‘OK, this drives differently.’ And now we have to counteract it.”

AP