Will the Panoz DP01 be basis for new Indy Car?

UPDATE #4 A couple of comments to the D. Hughes letter below. 1) Pop-off valves are antiquated and can be fooled. A single make ECU for everyone is the way to go, which can control all engine functions and monitor and control boost pressure, and 2) Yes the ALMS cars were faster than the IndyCars in practice, but during the race the IndyCars were turning faster laps than the ALMS cars, as they should since ALMS is endurance racing. The IndyCar pole was slightly faster than the ALMS pole speed, but not by much. The ALMS cars qualified on Friday when less rubber was on the track, whereas the IndyCars qualified on Saturday after the track was well rubbered in. At Long Beach the Champ Cars were 4.5 seconds per lap faster than the ALMS cars, so Mr. Hughes is correct in that the next IndyCar should be very similar in performance to the Panoz Champ Car.

04/29/08 A reader writes, Dear AutoRacing1.com, It simply amazes me that there is so much discussion about what engine formula to run in the newly merged IndyCar series. This is such an important topic that if the powers that be do not get it right, I believe we will be in for such a ho-hum, this is boring, type of "show" that much of the momentum of this "merger" will be lost, taking with it many of the fans that have remained loyal in hopes of satisfying their longing for those days where the CART/IndyCar series was once the envy of most of the racing world, including Formula 1.

Like the old CART series, the newly merged IndyCar series for 2009 will be unique from all other major forms of racing. As many of us have been delighted to hear, it will have a schedule that is comprised of 1/3 street races, 1/3 road races, and 1/3 oval races- truly the greatest test of skill for any driver or team in major motorsports (and no, racing 2 road races out of 37 races in NASCAR does not count as equally diverse). Having said that, there are numerous reasons why the classic turbocharged engine should continue to be the hallmark of IndyCar racing in the future. Some argue it sounds better, some say it is quieter for the street circuits, some say it continues the history that always symbolizes IndyCar racing, and some say it is more environmentally friendly. These are all good and valid arguments, but not one of them matters, not one bit.

Why? The biggest problem that a diverse circuit series has is balancing the right engine power to keep the speeds slow enough for safety reasons on the ovals, yet high enough to inspire Formula 1-like performance and truly require only the most skilled drivers to be able to drive the cars on the road and street circuits so the series is considered the ultimate test for driver and team. The old CART series ran into this problem when they were pushing 900Ã- hp in the late 90's and early 21st Century. It was fantastic and inspiring to watch those cars accelerate on the road and street courses, and downright frightening on the ovals. Gil de Ferran set the closed course record by qualifying, yes QUALIFYING (as in NO draft), at 242 MPH at Fontana! They had it right on the road/street courses, but not on the ovals. Nowadays, with the current IRL based car, they have it backwards from the old CART days. The speeds are almost perfect on the ovals, but horrendously slow on the road/street courses, as recently showed at St. Petersburg where the ALMS cars set the fastest lap times that weekend. On the contrary, the Champ Car series was getting close to figuring it out for the road courses, and were even considering bumping the power up another 50-75hp or so for the 2008 season before unification happened. They were already making 750hp compared to the IRL's 650hp and 800Ã- hp with the push-to-pass button. They were also some 7-8 seconds a lap faster that weekend than the same ALMS cars that raced with the IRL cars two weeks earlier. The real question is and always has been is how to balance the two, and the only viable way to do this IS with a turbocharged engine.

Just like the Champ Cars would do when racing at high elevation circuits where the lack of air cooling would seriously affect the ability of the engines to keep cool, changes were made to alter the horsepower levels of the cars to keep them within tolerances with the tightening of a few bolts. How? They did it with the infamous pop-off valve that limits the amount of boost produced by the engine. Such a simple device could, would, and should be the answer to the age old dilemma of keeping the speeds down for 1/3rd of the series races, yet allowing the cars to inspire and challenge on the other 2/3rd of the series races. A simple solution such as, say, 48psi on the road/street courses and 35psi on the ovals or whatever they need to match the numbers would do the trick.

I know many in the Champ Car circle have longed for a management group that "gets it," while those in the IRL circle have quietly tried to ignore the serious performance deficiencies of their cars and show creating aspects from the Champ Car series (standing starts, push-2-pass, equal playing field for all drivers). Let's hope that this "merger" is really just that, and they begin by getting it right with the turbocharged engine. D. Hughes, Atlanta, GA

04/28/08 The IRL could introduce a redesigned car for the 2010 season. CEO Tony George says the chances are "greater than 50-50" the new model could run a turbocharged engine after several years of the series using normally aspirated motors. George says turbocharged engines could attract manufacturers to the IRL, which has only Honda as an engine supplier.

"Now with conservancy and being more efficient environmentally, (turbocharging) has some benefits … and it might be a more relevant platform" for manufacturers, he says. USA Today

04/19/08 According one source in the Champ Car paddock here in Long Beach, the concern the IRL has with the Panoz DP01 is the high nose. There is a fear the high nose may cause the car to climb the wall when there is an accident on the high speed ovals.

04/19/08 The AutoWeek layout below details the specs of IndyCars and their DP01 Champ Car counterparts, which race for the last time this weekend in Long Beach. The IRL is currently studying what their next car Indy Car will be – both engine in chassis. Many in the industry feel the IRL should just adopt the already made-for-ovals and road courses DP01 (yes the tub is stronger than the current IndyCar tub – fact), with perhaps a few modifications such as enlarging the sidepods slightly to provide more "crushability" when they crash on the high speed ovals.

And why not get Honda to take their old turbo Champ Car engine out of mothballs, detune it and use it. Or just badge the current 2.65 L turbo Cosworth a Honda and ready it for 100% ethanol instead of methanol. Imagine the cost savings this would afford – about 30 are already built, Cosworth has a large inventory of engines, the car has a great push-to-pass system and does standing starts perfectly. And last but not least, why spend all that American money with a company such as Dallara in Italy when the cars can be American made from Panoz in Georgia. Given the weak American dollar it costs far more to make the next IndyCar overseas (yes the current IndyCar costs more to buy than a brand new DP01).

Champ Car Panoz DP01 and Indy Car comparison by AutoWeek