Gallery: Behind the Scenes at IndyCar
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Motorsports always has been about humans pushing themselves and their machines to the limit to extract maximum performance. From the earliest days of the automobile, racing fans have been captivated by the displays of skill, courage and technical prowess. They also enjoy the thrill of knowing that when cars are pushed to the edge, anything can go wrong. *Schadenfreude* is part of the sport, even if it is not politically correct to admit it. The Izod [IndyCar Grand Prix of Sonoma](http://www.indycar.com/schedule/show/55-izod-indycar-series/1811-indy-grand-prix-of-sonoma/) at Infineon Raceway delivered on all the promise of great racing. Series leader [Will Power](http://www.indycar.com/drivers/show/55-izod-indycar-series/3667-will-power/) handily won the race from pole position one year to the day after a [devastating collision there with Nelson Phillipe](http://www.autoweek.com/article/20090822/irl/908229997). "This track owes me," he told reporters on race weekend, and it seems the track paid him back with his fifth win of the season. It made for a great race. But spending time in tech briefings with Team Penske, Indy Racing League officials and the go-fast guys from Honda Performance Development and Firestone left us pondering a question on the eve of this weekend's [Kentucky Indy 300](http://www.indycar.com/schedule/show/55-izod-indycar-series/1813-kentucky-indy-300/): What's more important to fans -- the human element or racing or the technology? __Above__: Team Penske driver Will Power hammers out of Turn 9a at Infineon Raceway during qualifying. The 29-year-old cut his teeth racing Formula Ford and Formula 3 in Australia before heading to Europe in 2003. He made the jump to the Champ Car World Series in 2005 and then to IndyCar in 2008. *Photo: Stefan Armijo / Wired*
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It may seem easy to answer, but the fact is they sometimes are at odds. Technologies like stability control, anti-lock brakes and computer-controlled transmissions that execute perfect shifts can correct a lot of mistakes. They may not make a lousy driver great, but they can make a good driver better. Talk to motorsports fans about the man-vs-machine question and you get a wide range of opinions. Some idealize spec racing, where everyone drives nearly identical cars. If everyone has the same ride, the thinking goes, the race is about skill and strategy undiluted by big budgets and elaborate R&D. The [International Race of Champions](http://en.wikipedia.org/wiki/International_Race_of_Champions) is among the most famous spec, or single-make, races. The [Volkswagen Jetta TDI Cup](http://www.volkswagenjettacup.com/) series is another example. But other fans are fascinated by the technology and think constraining it in any way limits innovation and undermines the excitement and competition of racing. You hear this a lot among F1 fans as the rules makers have tried to limit testing, restrict development and generally try to rein in the sports' exorbitant spending. Those fascinated by technology often argue the engineers should be left alone, as they are pushing the limits of their fields just as far as the drivers are. __Above__: Powers' crew inspects and adjusts the front wing on his Verizon Team Penske Honda / Dallara race car. IndyCar racers use a carbon fiber monocoque, and the V8 engine typically produces about 650 horsepower. The large front and rear wings provide downforce to improve handling. *Photo: Stefan Armijo / Wired*
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IndyCar has become something of a spec series in recent years, but not because of some overriding philosophy about competition. The tremendous cost of racing coupled with the recession left one motor supplier, Honda, and one chassis manufacturer, Dallara, standing. Almost by default they became the basic building blocks of the IndyCar racer. The teams are free to develop and tune the suspension, portions of the front wing, the gear ratios and shift points and ... well, that's about it. Beyond that every car is propelled by a 3.5-liter 90-degree V8 engine developed by Honda Performance Development. The 32-valve engine runs on ethanol and produces about 650 horsepower. It is mounted in a carbon fiber chassis developed by Dallara. And that chassis rides on tires developed by Firestone. You would think Honda's guys would be happy being the only game in town, but that's not necessarily the case. __Above__: A member of Powers' race crew signals him into the pits during qualifying. *Photo: Stefan Armijo / Wired*
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When you're the only one supplying the engines, the lack of competition reduces the brand value. "How do you get people excited about Honda products when you win every week?" asked Erik Berkman, president of Honda Performance and Development. On the other hand, Honda PR manager T.E. McHale said, somewhat tongue-in-cheek, "The good thing is I can plan ahead \[for marketing activities\] because I know we're going to win the Indy 500." But the most telling comments came from Indy Racing League CEO Randy Bernard, who said, "We compete with all types of entertainment. The biggest movie out there tomorrow will compete with us on ticket sales." Bernard understands motorsports must compete for attention in a world obsessed with gadgets and technology. Which is why the future looks bright for IndyCar. __Above__: Esther Yach, 95, watches the action from behind a stack of Firestone tires. Track officials did not release specific figures but said attendance was up 5 percent over last year, and the Indy Grand Prix of Sonoma was the only race where ticket sales increased over last year. *Photo: Stefan Armijo / Wired*
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The Indy Racing League plans to introduce significantly [more variability to the engines and chassis teams that can run in 2012](http://indycar.com/tech/content/38523-indycar-2012/). The rules are still being hammered out, but the high-level guidelines are in place. Teams can run any number of cylinders and format (straight four, V4, straight six, V6, whatever) up to a maximum of six cylinders and 2.4 liters of displacement. You might see turbocharged fours racing against normally aspirated V6s. Theoretically you could see inline fives or even wackier formats, but the practicalities of development make it unlikely we'll see a monster V-twin. The mixed formats should add an element of excitement similar to the American Le Mans Series, where different engine formats compete within classes. Dallara's carbon-fiber monocoque will be the standard, but teams will be free to develop the "aero kit" that includes the front and rear wings and the side pods. This will lead to more variation in the performance and appearance of the cars, which currently tend to look the same. __Above__: Powers gets new tires and a tank full of fuel in a pit stop. The rules allow as many as six mechanics to service a car during pit stops. Under normal conditions, a skilled crew can replace four tires and refuel the car in 10 to 14 seconds. *Photo: Stefan Armijo / Wired*
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The rule changes are meant to strike a balance between encouraging technological development and increasing competition without ballooning costs or giving well-funded teams an excessive advantage. To that end, Dallara will offer a standard aero-kit to everyone for $36,000, and teams that develop their own kits must make them available to other teams for no more than $70,000. What actually happens in 2012 will depend on the final rules and the willingness of other engine manufacturers to get back in the game. If all goes well, we may see a resurgence of open wheel racing in the United States and a series that matches the excitement of Formula One and American LeMans. Now if they could do something about the number of oval courses.... __Above__: [Raphael Matos](http://www.indycar.com/drivers/show/55-izod-indycar-series/3655-raphael-matos/), who drives the No. 2 car of de Ferran Dragon Racing, discusses his qualifying laps. Matos qualified 10th but finished 21st when he was hit from behind late in the race during a fight with Takuma Sato for 10th place. "It got very difficult to hold off Sato and he was able to pass me inside on turn 11," he said after the race. "When I moved in behind him (Bertrand) Baguette dive bombed me and broke my suspension. We were in a position to collect some points, but that’s how it goes sometimes.” *Photo: Stefan Armijo / Wired*
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__Above__: Powers' pit crew waits in the pits, ready to outfit his Verizon Team Penske Dallara/Honda race car with fresh tires and more fuel. *Photo: Stefan Armijo / Wired*
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__Above__: Firestone tire techs mount the Firehawk racing tires on wheels. The tires weigh 18 pounds apiece and ride on 15-inch wheels. Each team is allocated six sets of primary tires, three sets of alternates and five sets of rain tires per race. Firestone has been the sole supplier to the Izod IndyCar Series since 2000. *Photo: Stefan Armijo / Wired*
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__Above__: Many of the cameras catching the action at a race are controlled remotely; this allows viewers to get up close without putting anyone at risk. The Izod IndyCar Series races have averaged 1.386 million viewers per race this season. Those figures don't include the Honda Grand Prix of Saint Petersburg, which was [held on a Monday](http://articles.orlandosentinel.com/2010-03-28/sports/os-indycar-st-petersburg-0329-20100328_1_irl-race-izod-indy-car-rain-tires) due to torrential rain the previous day. *Photo: Stefan Armijo / Wired*
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__Above__: Powers starts shedding his gear after taking pole position in qualifying with a best time of 1 minute and 16.5282 seconds during the third round. He won the race, leading for 73 of 75 laps to finish in 1 hour, 54 minutes and 32.1915 seconds. He claimed his fifth win of the season just .7432 second ahead of Scott Dixon. "It's unreal," Power said after the race. "What a perfect weekend, to come back here and win it. A year ago, I was lying in the hospital watching this race." *Photo: Stefan Armijo / Wired*
